KGM Actyon review

KGM Actyon review

We road test the all-new KGM Actyon, a striking SUV from the company formerly known as SsangYong…

Thanks to the huge success of Hyundai and Kia, it’s often forgotten that South Korea is also the home of KGM.

To cut a long story short, SsangYong Motor UK rebranded to KGM Motors in the UK in 2024 after the acquisition of the SsangYong Motor Company in Korea by the KG Group in 2022.

KGM Actyon review

Even though the company can trace its heritage back to 1954, it’s fair to say that its cars haven’t exactly set the world on fire.

What’s more, its current bestseller isn’t a car at all – it’s the award-winning Musso pick-up – most recently 4×4 Magazine’s Best Value Pick-Up for 2024, no less.

The Actyon (pronounced act-e-yon) is marketed as a “coupe SUV” by KGM, though it doesn’t have a fastback-style sloping rear roofline like others in that category.

KGM Actyon review

The first new KGM model, the Actyon is based on the same platform as the slightly smaller Torres SUV, and it has the big-selling Kia Sportage in its sights.

Other possible rivals include the Toyota RAV4, Vauxhall Grandland, Skoda Kodiaq, MG HS, Honda CR-V, Nissan X-Trail and Hyundai Tucson.

The KGM Actyon certainly has kerb appeal. It has a rakish profile with a chunky C-pillar and big 20-inch wheels, a distinctive front end featuring slim lights and a grille that’s supposed to evoke the lines of the South Korean flag, plus a rear with hints of the Range Rover Velar.

KGM Actyon review

If the exterior is a pleasant surprise, the interior continues to impress. The Actyon is more upmarket than you might have expected, with hand-stitched black Nappa leather seats and classy materials such as suede and wood-effect trim.

There are 12.3-inch dashboard screens side-by-side – a central infotainment featuring TomTom navigation, Apple CarPlay, Android Auto, media and climate controls, plus a driver’s display with the essentials.

Thankfully, KGM hasn’t done a Tesla and gone all minimalist, and there’s a big shortcut button on the almost-hexagonal steering wheel, which can be configured. The infotainment screen graphics are not top-notch, but work well enough. As with all touchscreen-based infotainment, there’s just a tad too much prodding and swiping.

KGM Actyon review

Then there’s the massive sense of space inside the cabin. There’s no seven-seat option, but rear passengers can stretch out and headroom is no issue either. With a large 668-litre boot, which expands to 1,568 litres with the 60:40 rear seats folded down, it ticks lots of boxes.

Priced from just £36,995, it represents a lot of car for your money. KGM have kept it simple too, because there’s just one full-loaded trim level. So, goodies such as a hands-free kick-motion power tailgate, front and rear heated seats, ventilated front seats, heated steering wheel and remote rear-seat heating control are all standard.

The only engine option is a 1.5-litre four-cylinder petrol turbo which develops 161bhp and is paired with a six-speed automatic gearbox, while drive is via the front wheels.

It’s packed with safety and driver assistance tech too, so you’ll find everything from adaptive cruise control to lane-keeping assist and autonomous emergency braking (AEB).

KGM Actyon review

The KGM Actyon is a bit of a revelation on the road. There’s a commanding view over the chunky bonnet thanks to the high driving position and visibility is generally good. Those big rear pillars can result in a bit of blind spot when reversing, but the 360-degree 3D surround view camera system takes care of that.

The Actyon feels substantial and the ride is a tad firm, but not uncomfortably so. On the plus side, when it’s pushed in faster corners it stays remarkably flat.

The steering is nicely weighted and it bowls along nicely with good grip and decent traction for a front-wheel drive SUV.

KGM Actyon review

The engine may seem small for a big car, but it’s gutsy and the Actyon feels faster than its 10.8-second 0-62mph time would suggest. It’s refined too for the most part, only becoming harsh under aggressive acceleration.

In-cabin refinement is helped by a set of Michelin noise-cancelling tyres, laminated front door glass and all-round solid build quality.

There are three driving modes – Normal, Sport and Winter. Normal was just fine, Sport sharpened up the throttle response, while Winter seemed to add a little traction on my wet grass test.

Gareth Herincx driving the KGM Actyon

It’s a shame that there isn’t a four-wheel drive option because it has built-in off-road capability thanks to an approach angle of 17.6 degrees and a departure angle of 21.4 degrees, and it has a wading depth of up to 300mm at speeds below 18mph.

For the record, it also has a useful towing capacity of up to 1.5 tonnes braked (750kg unbraked), plus the Actyon comes with a five-year/100,000 mileage warranty and 12-month RAC Roadside Assistance.

Pretty much all good so far, but no car is perfect and the KGM Actyon is no exception.

You see, that petrol engine doesn’t have a whiff of electrification – it’s not even a mild hybrid, which is unusual for a brand-new model these days.

Gareth Herincx driving the KGM Actyon

The result is a car with poor official WLTP figures – that’s 33.1mpg and CO2 emissions of 194g/km (thus incurring a hefty first-year VED payment).

What’s more, in the real-world you’ll only get close to that kind of economy on a long, steady run. I only achieved around 27mpg during my road test.

Maybe there will be an EV version, like the Torres EVX, at some stage, but for now it is what it is.

Ultimately, the Actyon is great value for money and a real step-up for KGM in terms of quality, but its poor fuel efficiency is a big, black mark..

Verdict: If you’re looking for a classy, spacious SUV that’s well made, safe, stands out from the crowd and drives well, then the all-new KGM Actyon should be on your shortlist. Just check out the running costs before you sign on the dotted line.

KGM Motors UK

Peugeot 408 review

Peugeot 408 review

We road test the rakish new Peugeot 408. It’s certainly got kerb appeal, but what’s it like to drive?

The all-new Peugeot 408 is marketed as a fastback. In fact, it’s more of  a mash up of a hatchback, SUV-coupe and saloon.

Ultimately, what really matters is that when it comes to car design, Peugeot is on a roll. From the 208 supermini, to the 308 hatchback and 3008 crossover, there’s not a pug in the range (if you’ll excuse the pun).

The 408 is priced from £31,050 to £43,300, and this large family car sits taller than a saloon or hatchback and lower than an SUV/crossover.

Peugeot 408 review

You can choose between a conventional petrol or a plug-in hybrid, and both are paired with an eight-speed automatic gearbox, while a 100% electric version will join the line-up in the next year or so.

The 408 has a sleek, sloping roofline, giving it a coupe-esque profile. Up front, there’s a wide, imposing grille with body-coloured strakes, flanked by ‘lion’s fang’ daytime running lights and slim, mean-looking headlights.

The rear end sees a modest outing for Peugeot’s signature ‘lion’s claw’ rear lights and a chunky black bumper below. Overall, the 408’s derriere is not unlike a Lamborghini Urus, no less.

Inside, it’s much like the smaller 308 (which is no bad thing). So, as ever with Peugeots, the small steering wheel is placed below the digital driver’s display.

Peugeot 408 review

However, this ‘i-Cockpit’ design is not to everyone’s taste. I prefer to sit low in any cabin, and in the 408 I found the top of the steering wheel obscured the upper reaches of the instrument binnacle.

That said, it’s perfectly comfortable once you get used to the set-up and many drivers may prefer the generally slightly elevated driving position (compared to a conventional saloon or estate).

Elsewhere, the cabin reflects Peugeot’s push upmarket with quality materials, plenty of soft-touch surfaces and a satisfying weight to the doors. It’s all well finished too and the seats are comfortable and supportive.

The centrally mounted 10-inch i-Connect Advanced infotainment system is clear and slick enough, and I liked the row of i-Toggles (touch-sensitive, short-cut buttons mounted lower down), which can be configured as favourites. There’s also a row of physical switches below for essentials such as climate control. The infotainment system can also be updated over-the-air.

Peugeot 408 review

There’s no shortage of space up front or behind, though taller back-seat passengers may struggle for headroom, thanks to the sexy roofline.

When it comes to luggage capacity, the petrol version offers 536 litres, rising to 1,611 litres with the rear seats folded down. The plug-in hybrid delivers slightly less (471/1,545 litres) because the battery eats into the boot space.

The new Peugeot 408 is well equipped and there are four trim levels – Allure, Allure Premium, GT and First Edition.

Allure gets 17-inch alloy wheels, LED headlights, a reversing camera with rear parking sensors and part-leather seats, plus a 10-inch touchscreen with Apple CarPlay and Android Auto.

Peugeot 408 review

Allure Premium adds larger 19-inch alloy wheels, keyless entry, front parking sensors, adaptive cruise control, rear cross-traffic alert and long-range blind spot protection.

Range-topping GT cars get different 19-inch alloy wheels, a body-coloured grille and a sporty body kit. Inside, there are aluminium trims on the door sills, ambient lighting and green contrast stitching.

Limited-run First Edition adds goodies including 20-inch alloy wheels and a 10-way electrically adjustable driver’s seat with massage functions.

I tested both the 128bhp petrol and the more powerful of the two plug-in hybrid versions (178bhp and 222bhp).

Peugeot 408 review

This entry-level model utilises the 1.2-litre PureTech three-cylinder engine used extensively across the Peugeot and Citroen ranges.

It’s a punchy performer and seems swifter than the 0-62mph figure of 10.4 seconds. It tops out at 130mph, while economy is up to 48.1mpg and CO2 emissions are as low as 133g/km.

It may seem odd to power a relatively large car with such a dinky engine, but it works. Yes, it’s thrummy if you put your foot down, and it sometimes has to work a little harder than a bigger engine, but overall it’s an impressive unit perhaps best suited to urban environments.

The plug-in hybrid version we tested has a 1.6-litre four-cylinder petrol engine, paired with a 109bhp electric motor, producing a combined 222bhp.

Peugeot 408 review

The PHEV gets from 0-62mph in 7.8 seconds and goes on to a maximum speed of 145mph. In theory, it’s capable of up to 269.5mpg, but as with any plug-in hybrid, your economy will depend on many factors such as the length of your journey, whether you keep the battery fully charged, the temperature and how your drive.

Just as importantly, the 408 PHEV offers up to 40 miles of electric-only driving, while CO2 emissions are as low as 26g/km, unlocking substantial tax savings for business users.

So, if your daily commute is around the 25-mile mark (in line with the UK average) and you can charge overnight at home or elsewhere, your visits to the petrol station could be few and far between.

The battery on both plug-in hybrid versions has a capacity of 12.4kWh and two types of on-board single-phase charger are available – a 3.7kW as standard, or an optional 7.4kW. Charge times are 3hrs 25mins and 1hr 40mins respectively.

Peugeot 408 review

There’s no doubt that the PHEV version offers the most relaxed driving experience overall and suits the 408 best.

There’s more power on tap, and naturally, it’s hushed in all-electric mode, while the switch from petrol to hybrid and vice versa is seamless.

That said, push on or select Sport mode and the 1.6-litre engine becomes a little more vocal.

The eight-speed automatic gearbox works well too, only occasionally holding on to a gear for a tad too long.

Peugeot 408

The ride on both the petrol and hybrid versions is smooth and the car soaks up the bumps nicely.

The 408 has good road manners. It feels substantial, yet body lean is well controlled and there’s decent grip.

The steering is light and responsive,  and the car is easy to manoeuvre. However, visibility out of the slim rear window isn’t great and I’d prefer a rear wiper.

The Peugeot 408 occupies something of a niche, so identifying rivals isn’t so easy. The Volkswagen Arteon Shooting Brake, Renault Arkana and Cupra Formentor, spring to mind, but its most obvious competitor is closer to home. The C5 X, from Citroen (Peugeot’s French cousin) is very similar, yet cheaper.

Verdict: The all-new Peugeot 408 manages to strike a balance between economy, comfort, practicality and sportiness. Safe and well equipped, it has a classy feel and oozes kerb appeal.

Peugeot UK

Peugeot 408 review

Renault Arkana E-Tech Hybrid review

Renault Arkana E-Tech Hybrid review

The Renault Arkana E-Tech Hybrid is an intriguing car. Its sleek ‘coupe SUV’ styling gives it serious kerb appeal, there’s plenty of room for all the family and it’s a full hybrid, so there’s no need to plug it in.

Add Renault’s solid five-year warranty, plus all the latest safety kit it comes with, and this Nissan Qashqai-sized crossover ticks a lot of boxes on paper.

Slotting between the Captur and Kadjar in the Renault range, the Arkana is available with two engine options – both fitted with automatic gearboxes.

Renault Arkana E-Tech Hybrid review

The TCe 140 model consists of a 1.3-litre mild hybrid petrol engine, offering 138bhp and a combined fuel consumption figure of 48.7mpg. It’s the quickest of the two Arkanas, reaching 62mph from rest in less than 9.8 seconds.

The car we tested, the E-Tech Hybrid, combines a 1.6-litre petrol engine with two electric motors, offering a total of 143bhp. Fitted with a small 1.2kWh battery, the system prioritises all-electric running unless full power is required and Renault claims it can return up to 58.9mpg with a 0-62mph time of 10.8 seconds, while CO2 emissions are a low 109g/km.

First impressions are good. The Arkana stands out from the crowd and looks particularly good in Zanzibar Blue. There’s a real feeling of space inside and the attractive dashboard layout is similar to the Captur, on which the Arkana is based.

Renault Arkana E-Tech Hybrid review

Soft-touch surfaces are welcome and overall build quality is impressive inside, while up front it’s more solid and functional than flash. There’s a digital instrument display behind the steering wheel and a portrait-shaped 9.3-inch infotainment touchscreen in the centre console (7.0-inch in the entry-level model).

The driving position is relatively high (the car itself is taller than you might think) and there’s ample leg and headroom for adults to travel comfortably in the rear. There’s a useful 480 litres to boot space (slightly down on the mild hybrid model which has no rear battery), expanding to 1,263 litres with the rear seats down.

Visibility is generally good. Our only gripe was that our test car was not fitted with a rear wiper, which is especially annoying on motorways in the wet.

Renault Arkana E-Tech Hybrid review

You’re likely to start off in EV mode and the petrol engine will only kick in if you boot it. Unfortunately, we soon discovered that the Arkana’s six-speed F1-derived clutchless auto transmission, which is supposed to be more efficient and smoother than a conventional automatic, is the car’s weak point.

The gearbox is sluggish and unpredictable at times, meaning that the engine’s revs rise alarmingly at the slightest encouragement. This often-noisy driving experience is a shame because the Arkana package as a whole has a lot right with it.

Renault Arkana E-Tech Hybrid review

There are three driving modes (Eco, Sport and MySense). The latter is effectively the ‘normal’ mode, and the setting you’re likely to leave the car in.

There’s also a button on the dashboard for manually switching to electric mode yourself, as well as a ‘B’ mode on the gear selector for extra regenerative braking (the system that adds charge to the battery by harvesting energy otherwise wasted during braking and coasting).

Renault Arkana E-Tech Hybrid review

The transition from electric power to engine propulsion, and vice versa, is reasonably smooth – and engine noise aside – it’s no slouch. Naturally it’s hushed in EV mode, but it’s also fairly refined on a motorway cruise.

The Arkana’s set-up is on the firm side, so it handles surprisingly well with controlled body lean, there’s decent grip and it generally feels composed.

We tested the mid-range S Edition, though more spirited drivers might want to consider the top-of-the-range RS Line model which features sporty design cues. That said, we doubt that it is any more dynamic on the road, even in Sport mode.

We couldn’t get close to Renault’s claimed economy figures, but depending on your route and driving style, anywhere between 40-50mpg is realistic.

Verdict: It would be easy to dismiss the new Renault Arkana as a case of style over substance. Yes, it’s an eye-catching coupe SUV and, yes, there are some issues with the gearbox, but overall, it’s a comfortable, practical, quality package backed up by a decent five-year/100,000-mile warranty.

Renault Arkana E-Tech Hybrid review

Renault UK