KGM Torres EVX Real-World Test: How Efficient Is This Boxy Electric SUV, and How Fast Does It Really Charge?
I set off at 4:30 a.m. in the KGM Torres EVX, the Korean electric SUV with a 73.4 kWh BYD Blade LFP battery, for a real-world efficiency test on two-lane roads, followed by a quick 5-minute stop at a 120 kW charger. Here are the dashboard numbers and what I found inside.
It was 4:30 in the morning when I pulled out in an electric SUV unlike anything I'd tested before: the KGM Torres EVX, from the Korean brand formerly known as SsangYong. It's tall, boxy and looks like a proper off-roader. I wanted answers to two simple questions: how efficient is it in real-world driving on two-lane national roads, and how much energy does it take on during a short 5-minute stop at a fast charger? Along the way I also found a few practical touches that pleasantly surprised me, from rear window sunshades to a regen mode that brings the car to a full stop on its own.
The car: a big SUV that's surprisingly light
According to the official "KGM" spec sheet, the Torres EVX is 4,715 mm (185.6 in) long and has a 152.2 kW (207 PS) permanent-magnet synchronous motor with 339 Nm (250 lb-ft), front-wheel drive and a 73.4 kWh LFP (lithium iron phosphate) battery using BYD's Blade cell-to-pack technology. Curb weight is 1,915 kg (about 4,220 lb) and gross vehicle weight is 2,410 kg, exactly the figures I found in the car's documents. For an SUV this size, staying under 2 tonnes is good news for efficiency. 0–100 km/h (0–62 mph) takes 8.1 seconds and top speed is 175 km/h (109 mph).
WLTP-rated range is 462 km (287 miles) combined and 635 km (395 miles) in the city cycle, with rated consumption of 18.65 kWh/100 km combined and 13.55 kWh/100 km in the city. My test car was the Premium trim on 20-inch wheels with 245/45 R20 tires, a 360° camera system and leather seats. Some European markets now also get a larger 80.6 kWh battery, but the car I drove had the 73.4 kWh pack. The Torres EVX isn't sold in the US.
The efficiency test: two-lane roads at sunrise
My rules for efficiency tests are the same every time, so results can be compared between cars: I stick to the legal speed limits, the climate control is set to 22°C (72°F) auto, and the car is in Eco mode. I left with 75% charge and 328 km (204 miles) of estimated range, at 20°C (68°F) outside, driving the national road to the town of Târgu Frumos and back, through the town of Podu Iloaiei.
Here's how the trip computer's consumption figure evolved:
- after 6 km (3.7 mi), leaving the city: 9 kWh/100 km at a 29 km/h (18 mph) average;
- after 14 km (8.7 mi): 12.3 kWh/100 km at a 41 km/h (25 mph) average;
- in Podu Iloaiei: about 13.4 kWh/100 km;
- in Târgu Frumos: 14.5–14.7 kWh/100 km at a 49 km/h (30 mph) average;
- back at the city limits, after 75.5 km (46.9 mi): 14.5 kWh/100 km at a 56 km/h (35 mph) average.
On the way back I briefly switched to Sport mode and tried a harder launch from 20 km/h. The car pulls well, but instant consumption jumps right away, as expected. Back in town I tried regen level zero, which lets the car coast freely, and the average dropped to 14.1 kWh/100 km. At the end, after 91.5 km (56.9 miles), the dashboard showed 14.6 kWh/100 km (about 4.3 miles per kWh) at a 47 km/h (29 mph) average. That's very close to the manufacturer's WLTP city figure, which I think is a great result for a boxy SUV on 20-inch wheels.
Driver assistance and regenerative braking
Lane keeping works well when the road has markings on both sides. Where there was a line on the left and only a curb on the right, the system wouldn't engage. The steering is light and smooth, so you can correct your line without switching the assist off, and the car held its lane well through normal curves. In a tight series of bends, taken a bit too fast, it drifted toward the edge of the lane, so keep your hands on the wheel, as with any Level 2 system. Adaptive cruise control uses the front radar and slows down properly behind other cars.
Regenerative braking is adjusted with the steering-wheel paddles across several levels, including zero. There's also a Smart mode, which at first felt a bit too strong. Toward the end I figured out what it really does: it works as one-pedal driving, bringing the car to a complete stop at 0 km/h. You turn it on by holding the "+" paddle and turn it off by holding the "−" paddle.
Fast charging: a 5-minute stop
I simulated a short road-trip stop: restroom break, grab a bottle of water, go. I plugged into a 120 kW iHunt charger with the battery at about 58% and no battery preheating. Charging started at 60 kW and quickly climbed to 92–95 kW. At 67% the car was still pulling 83 kW. The final report in the app after exactly 5 minutes: 95.73 kW peak, 82.68 kW average and 8.57 kWh added, or about 10 percentage points and roughly 50 km (31 miles) of extra range.
Officially, according to "KGM", a 10–80% charge takes 37 minutes on a 300 kW charger and 42 minutes on a 100 kW unit, while a full charge on an 11 kW three-phase home wallbox takes about 9 hours. I really liked that the car shows the time left to each charge level: you set the limit to 80, 90 or 100%, and the display tells you how many minutes remain. I couldn't find a manual battery preconditioning button, but I asked around: the car warms the battery on its own when it's below roughly 8°C (46°F) outside. For winter, it's also worth checking whether the car you're buying has the heat pump, which is listed as an option in the Romanian price list.
Interior: family-size space and clever details
With the driver's seat set for me (I'm 1.80 m, about 5'11"), I had plenty of knee room in the back, and my feet fit under the front seat. Rear passengers get buttons on the side of the front passenger seat to slide it forward and lower it, which is handy for parents sitting in the back with little ones. The rear windows have sunshades that retract neatly, there are rear air vents, and the doors wrap over the sills so you don't get your clothes dirty getting out. In my first video with this car I also noticed the excellent visibility through the rear window, the ventilated seats and a turning radius of about 5.4 meters (17.7 ft).
The tailgate is powered, and according to "KGM" the cargo area holds 839 liters (29.6 cu ft, VDA, including the underfloor space) and up to 1,662 liters (58.7 cu ft) with the rear seats folded. The rear seatbacks recline, and folded down they form an almost flat surface, great if you like sleeping in the car on long trips. Up front the materials are soft to the touch, with wood-look trim, while the rear relies more on hard plastic. The center console has a wireless charger, two USB-C ports and a rubberized storage tray. The built-in navigation finds destinations quickly but doesn't show charging stations. Luckily, wired Android Auto and Apple CarPlay are on board, so you can use a route planner like ABRP.
Warranty and price
One of this model's strongest selling points is the warranty. According to "KGM Germany" and the "KGM Romania" price list, the Torres EVX comes with a 7-year or 150,000 km (93,000-mile) vehicle warranty and a 10-year or 1,000,000 km (621,000-mile) traction battery warranty, as long as the car is serviced on schedule. If you plan to sell the car after a few years and 200,000 km, a battery that's still under warranty makes resale far easier. In Romania's price list, the Style trim is €37,510 including VAT and the Premium trim I tested is €39,645 including VAT, both promotional prices. Offers change, so check the current price before buying.
What it means for drivers
The KGM Torres EVX shows that a big, boxy electric SUV can still be efficient. Around 14.5 kWh/100 km (4.3 mi/kWh) on two-lane roads in mild weather means the 73.4 kWh battery could, by simple math, cover roughly 500 km (310 miles) in similar conditions. On the highway or in winter, consumption will be higher, as with any EV. When charging, a 5-minute break adds about 50 km (31 miles), and a 20–25 minute coffee stop can cover a whole leg of a trip. For families who want lots of space, a high driving position and the peace of mind of a 1,000,000 km battery warranty, the Torres EVX deserves a spot on the shortlist.
