► Meet the KGM Actyon – Ssangyong’s chance at redemption
► Reasonable value, loads of space and plenty of equipment
► It doesn’t stand up to its biggest rivals dynamically, though
Remember Ssangyong? It was a value-focused car and light commercial vehicle manufacturer from South Korea that had operated in the UK since 1994. But it never sold huge volumes – and that presented a problem because it meant the brand was running at a loss for the last 16 years it was in business.
As long-term strategies go, that’s a pretty naff one. So, when Ssangyong collapsed under the weight of its incompetence in 2022, the South Korean super conglomerate KG Group threw it a life preserver and rebranded it as KG Mobility (or KGM for short). KG Group then set about maintaining Ssangyong’s range of cars until it was ready to relaunch the brand with an all-new model.
The KGM Actyon is that all new model. It’s the first vehicle the KG Group has had total design influence over, and it’s been tasked with raising the company’s profile. My early impressions suggest it’s a huge improvement over Ssangyong-developed cars such as the Tivoli and the Rexton – but is it good enough to drag buyers away from the Volkswagen Tiguan or the best-selling Kia Sportage? Keep reading to find out.
At a glance
Pros: loads of boot space, roomy cabin, surprisingly refined at speed
Cons: woefully firm ride, disappointing fuel economy, cheap interior materials
What are the specs?
The Actyon is KGM’s new flagship model but, because KGM’s tiny 1% influence over the UK’s new car market means can sneak under the government’s ZEV mandate, the company is keen to not push its sales too hard. Increasing sales of its combustion-only range would make it liable for some hefty fines – and they’d dump KGM straight back onto HMS Administration.
So, the maximise the Actyon’s potential, it’ll only be sold in the UK with one well-equipped trim level. It’s called the K50 and it comes as standard with 20-inch alloy wheels, a 360-degree parking camera, heated and cooled seats, a 12.3-inch infotainment system and a power-operated tailgate. And the price? £36,995. So far, so good.
Here’s where the problems start, though. The KGM Actyon’s mechanicals are far less impressive than its tech list. Its powertrain doesn’t have any form of electrical assistance, which is a big negative in a market segment dominated by mild hybrid and PHEV SUVs.
Instead, you get the same turbocharged 1.5-litre four-cylinder petrol engine found in the Torres SUV. It produces an identical 161bhp and 206lb ft of torque – and KGM was very keen to point out to me that’s a whole 4bhp and 12lb ft more than you get from the equivalent Kia Sportage.
But power isn’t everything, especially when it’s at the expense of fuel economy. I only managed to extract 20mpg from the Actyon, which is a long way behind its 33mpg WLTP claim and the 40mpg-ish you’ll see from the 1.6-litre mild hybrid Sportage. That could be enough to write the KGM off.
Assuming you maintain that 20mpg average during your first 20,000 miles in the Actyon (and fuel prices continue to bumble around the £1.36/litre mark), you’ll spend roughly £6,000 on fuel. But, by the time you’ve covered the same distance in a mild hybrid Sportage, you’ll have spent half as much.
And it gets worse, because the KGM Actyon K50 is only £3,000 cheaper than the equivalent Kia Sportage GT-Line S. That means you’re no better off in the long run.
What about the interior?
The cabin is another huge leap forward over KGM’s older Ssangyong-designed cars, but it still doesn’t quite hit the mark. I don’t normally like to whinge about interior quality because, in most cases, you get what you pay for. The Dacia Duster, for example, feels a little cheap inside – but that’s forgivable because it’s such an affordable car.
I felt rather short-changed stepping into the Actyon, though. The fake wood and phony carbon fibre was anything but convincing, and the plastics used on the Actyon’s door cards and lower dashboard felt like they were made from melted down D-list celebrities.
That’s disappointing considering its price. The Actyon looks like great value when you compare its standard kit to its rivals, but even the base-model versions of the Sportage and Tiguan have been screwed together with greater care, using higher quality materials – and they feel like more expensive products because of that.
I’ll quantify my point with some facts. The cheapest Sportage costs a little under £30,000. That’s £7,000 less than the only Actyon you can have in the UK – and you get a far smarter interior and barely any less useful technology by opting for the Kia.
The cheapest Sportage 2 still has front and rear parking sensors, a 12.3-inch touchscreen, a reversing camera, air conditioning, wired phone mirroring and important safety features such as lane assist, AEB and traffic sign recognition. I don’t know about you, but I’d be happy to forgo air-conditioned seats and a 360-degree camera to save £7,000.
At least the Actyon is roomy. You get a massive 668 litres of boot space, which is 16 litres more than the Volkswagen Tiguan and a massive 77 litres more than the Kia Sportage. Passenger space is equally cavernous, with ample headroom in the back and plenty of knee and foot space behind the front seats. I’m a shade over six feet tall and I could lounge on the rear bench like I was crashed out on my sofa at home.
How does it drive?
It’s a world away from the Ssangyong Tivoli. Granted, that’s not a high bar to beat as the Tivoli felt dated when it was first launched around decade ago. But the rapid rate of progress under KGM deserves to be celebrated, as it’s proof Ssangyong’s new custodians are keen to turn the brand into a more serious player.
Despite the improvements, though, the Actyon still trails the cars it was designed to steal sales from. It’s nowhere near as polished as the Kia Sportage or Hyundai Tucson, while the Dacia Duster offers better comfort for less cash.
The Actyon’s biggest problem is its damping. They’re far too resistant to compression, which makes the car jiggle and fidget on even a well-surfaced road, jogging you around in your seat all the while. It was irritating in the Cotswolds and, on the sort of battered tarmac you get in rural Cumbria, I reckon it’d be downright untenable.
That’s a shame because KGM has done a good job of keeping noise in the cabin to a minimum. Road noise is well suppressed (thanks to some clever Michelin tyres) and there’s only a hint of wind noise whistling around the A-pillars. That’s admirable for a car that shares its aerodynamic profile with a skip full of wrought iron.
Much like the Tivoli, however, the powertrain needs a little more calibration. The six-speed automatic gearbox does a terrible job of managing the engine’s power, as the slightest flex of your big toe will force it to shift down even though the engine has more than enough torque to mash against the cog and accelerate the car in-gear.
It isn’t that good to drive, either. The steering is has a noticeable amount of play around the centre and the chassis doesn’t respond well to spirited driving which, in fairness, is to be expected in a family SUV. But the Sportage, Tiguan and Tucson all feel much more planted when cornering – and I’d go as far to call to the Ford Kuga engaging.
I tested the limit of the Actyon’s grip on some tight roundabouts, and its front end started to wash wide at a little over 30mph. When I let off the throttle to pull the front end back into line, the weight transfer made the rear end start to step out. I never found it unwieldy, but it could be a little unnerving if you’re not expecting it.
Setting that aside, I’d like to give the Actyon’s brakes some praise. They’re remarkably responsive, as there isn’t a regenerative braking system piggybacking off the pedal. That means they bite well and have a very linear travel, which I found quite refreshing.
Verdict
KGM has done a great job of dragging Ssangyong into the 21st Century, but it still has work to do. The Actyon’s materials leave a lot to be desired, its ride quality is irritating on even an immaculately finished road, and the utterly woeful fuel economy means you’d be better off owning the more expensive Kia Sportage GT-Line S by the time you’ve driven 20,000 miles.
That’s a shame because the Actyon is well-equipped, massively spacious and immensely practical. I also think its tough styling is quite likeable – and that counts for a lot these days. Just look at the Jeep Avenger. That’s a terrible car that’s sold well and won awards on its butch looks alone.
I reckon the biggest problem for the Actyon is that it doesn’t feel like you’re getting good enough value. Yes, it’s loaded with tech. Yes, it’s more practical than its rivals. But you can spend less money on a slightly less well-equipped Kia Sportage or Volkswagen Tiguan and end up with a car that’s more efficient and that feels much nicer to live with.
You’ve come an incredibly long way in a very short time, KGM – and you almost nailed it here. You just need to hack back some of the Actyon’s tech, soften off its suspension and get its price closer to £30,000 to compensate for its material quality, and you might be on to a winner.