Test: SsangYong Korando D20T AWD Comfort
Content
Of course, it is best to have an account that can handle without shocks Evoked, GLK-I or Q5, but the harsh reality often reminds us that the average bill can more or less only T-shirts with these inscriptions. However, we would also like to drive in such a way that we at least forcibly satisfy our daily tasks, requirements, and if possible, at least partially also our wishes. The Ssangyong Korando is not a car to say to yourself when you see it, but you would like to have one, as many people say when they see a Kio Sportage.
Design is not avant-garde
It is one that today would be called classic or, even better, reliable, that is, one that is hard to miss as a brand. At the same time, being classic also means some practical advantages, such as better visibility or visibility around the vehicle - when we can't get rid of the opposite from the Sportage. Koranda on the outside, as well as inside, if we stretch this design philosophy into the cockpit, does not lack much, if anything, it lacks imagination in designing the interior.
Because inside… No, it's not ugly at all. In some respects, it is even better than many more expensive cars, namely the interior styles do not compete with each other, perhaps also because there is no recognizable design style at all.
But of course it is far from as dramatic as it reads; everything that matters to the driver and passengers works in the broadest sense of the word. And not just maybe, but certainly at least on average, if not above average.
Here we meet with the philosophical concept of the Qur'an. In Ssangyong, it was equipped with two sound - but not the most important - things, namely: Giugiaro's exterior and with the engine-transmission unit, which probably still speaks little German, and what item from the German shelves could still find its place on it. Then, after these two high-profile incidents, they built a car that was as rational as possible, but at the same time more than just good.
The chassis is gone
The previous Korando, if you remember, also had a chassis and body on it, this one now has a self-supporting body and therefore ranks among the soft, sporty SUVs. It also includes the drive, which is otherwise theoretically constant four-wheeled, and practically the front as long as the grip is good. When it is gone, the viscous clutch suddenly calls for help the rear wheels. That is a solution that is very similarly found in all cars that are labeled SUVs.
Exactly the same goes for chassis, which is adapted to a different body type and has a classic spring foot at the front and a multi-guide axle at the rear. A modern solution, then, and if anyone (technically) directly connects this Koranda with the previous one or - because the previous one has been ‘resting’ for some time - with Action, makes a big mistake. Compared to its predecessors, this Korando is newer than most of today's new (European) cars.
Theory in practice
The engine is already very powerful in numbers, but on the road it is simple - excellent. It is true that, like any turbodiesel, it heats up slowly (especially in winter) and therefore starts to heat up the interior slowly, and from this point of view it is good to have two front seats. two-stage heating - where the difference between the two levels is poorly perceived.
But when the machine warms up, its character is anything but a typical turbodiesel: the turbo hole is (almost) imperceptible, at 1.500 rpm it pulls well, showing full power at 1.800 rpm. and with increasing speeds up to a good 4.000, it does not resist increasing speeds, as we are used to with turbodiesels, which means that it can be used over the entire speed range.
It's easy to get started, even a little quicker if needed, and without too much trouble this jumper makes it up the highway, even when loaded inside with family and leisure. The torque and power declared by the manufacturer have proven to be excellent in practice, but nevertheless 175 'horse' not particularly greedy.
We read the following current usage from the trip computer: at 50 kilometers per hour in fourth or fifth gear (in sixth it cannot withstand such a low speed) about four liters per 100 kilometers; in the sixth - 100 6,2, 130 8,7, 160 12 and 3 180; according to our measurements, however, despite a significant push, the total is less than nine liters per 17,5 kilometers. Not bad.
The rest of the mechanics are also very good
The gearbox shifts very well and accurately, only occasionally at higher revs and faster gear changes there is a slight "rough" feeling on the lever when shifting. The drive is also very good, which, of course, turns out to be especially slippery when the position is always secure, the car is steering and well controlled, and the chassis did not show any poor performance during the test.
All in all, it may not really be great nor is it the latest scream of technique, but from a practical point of view it is extremely good. The mechanics may in general deviate somewhat - in a positive sense - from the general placement of this Ssangyong. For the rest, the new Korando is a basic look at what people really need, as the competition here and there has gotten a little complicated, forgotten the basics and offers a lot of things we don’t really need, but it’s nice to have.
But the Korando has almost everything a person needs.
It has no leather on the seats, but it is on the steering wheel; has a number of drawers that are really good and useful, including places for cans and bottles that are well secured while driving; has a bag hook in the front passenger and two in the trunk; has an audio system with inputs USB in AUXс bluetoothom and surprisingly good sound; has very good driver ergonomics; has a rear bench divisible by a third with a multi-level adjustment of the backrest angle and folding in one downward motion (the seat is slightly deepened) to create a flat and horizontal surface of the enlarged body; has a strong illumination of the interior and trunk from above (not from the side); has a meter with a beautiful, attractive, but simple appearance and sufficient reading accuracy; has very good mechanics and ESP stabilization, cruise control, roof side members, alloy wheels ... Yes.
So ... Weaknesses? Also. On the one hand, for example, has an automatic dimming of the interior rear-view mirror, on the other hand, an antique key with a separate remote control with poor ergonomics. It also interferes with the trip computer button on the center console. It has additional windshield heating, but not particularly efficient. It only has a continuous run of the rear wiper.
The blue high beam control indicator is too strong - it disturbs the driver in complete darkness. The parking PDC does not know how to override the audio system. Common and double daily kilometers are part of the trip computer. The rear fog light button is low on the left side of the dashboard. Only the front left pane moves automatically. And there’s not a pocket on the backs of the seats, but a (thankfully fairly dense) mesh.
But all of this, or at least most of it, is far from tragic. The man gets used to it. However, Korando has one much bigger drawback - air conditioning. Its automaticity is already poor, as after about half an hour of driving, the temperature must be set to a level above the minimum value so that the front passengers do not boil.
The passengers on the rear bench freeze if the temperature is not set to at least the mean value, and the fan manually to almost the maximum value - but imagine what it is like for the front passengers at that time. Of course, this shortcoming is of such a nature that it is difficult to make a design error, rather a test vehicle failure. But it is worth checking anyway.
If you subtract that last indignation, but with all the other flaws and of course the merit and merit, it really does seem like Koranda had common sense in mind. Anything, more or less a matter of prestige.
Text: Vinko Kernc, photo: Saša Kapetanovič
SsangYong Korando D20T AWD Comfort
Basic data
| Base model price: | 24.490 € |
|---|---|
| Test model cost: | 24.940 € |
| Power: | 129kW (175 KM) |
| Acceleration (0-100 km / h): | 10,5 with |
| Maximum speed: | 178 km / h |
| Mixed flow ECE: | 9,8l / 100km |
| Guarantee: | 5 years or 100.000 3 km total and mobile warranty, 12 years varnish warranty, XNUMX years anti-rust warranty. |
| Systematic review | 20.000 km |
Cost (up to 100.000 km or five years)
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - turbodiesel - front mounted transversely - bore and stroke 85,6 × 86,2 mm - displacement 1.998 cm³ - compression ratio 16,5: 1 - maximum power 129 kW (175 hp) at 4.000 rpm - average piston speed at maximum power 11,5 m / s - specific power 64,6 kW / l (87,8 hp / l) - maximum torque 360 Nm at 2.000 rpm - 2 camshaft in the head (chain) - after 4 valves per cylinder - common rail fuel injection - exhaust turbocharger - charge air cooler. |
|---|---|
| Energy transfer: | engine drives all four wheels - 6-speed manual transmission - gear ratio I. 3,54 1,91; II. 1,18 hours; III. 0,81 hours; IV. 0,73; V. 0,63; VI. 2,970 – differential 6,5 – rims 17 J × 225 – tires 60/17 R 2,12, rolling circumference XNUMX m. |
| Capacity: | 179 km/h top speed - 0-100 km/h acceleration in 10,0 s - fuel consumption (ECE) 9,4/6,1/7,3 l/100 km, CO2 emissions 194 g/km. |
| Transportation and suspension: | off-road sedan - 5 doors, 5 seats - self-supporting body - front single suspension, leaf springs, three-spoke cross rails, stabilizer - rear multi-link axle, coil springs, telescopic shock absorbers, stabilizer - front disc brakes (forced cooling), rear discs, parking brake ABS mechanical on the rear wheels (lever between seats) - rack and pinion steering wheel, electric power steering, 2,8 turns between extreme points. |
| Mass: | empty vehicle 1.672 kg - permissible total weight 2.260 kg - permissible trailer weight with brake: 2.000 kg, without brake: 750 kg - permissible roof load: 100 kg. |
| External dimensions: | vehicle width 1.830 mm, front track 1.573 mm, rear track 1.558 mm, ground clearance 10,8 m. |
| Inner dimensions: | front width 1.500 mm, rear 1.470 mm - front seat length 510 mm, rear seat 490 mm - steering wheel diameter 380 mm - fuel tank 57 l. |
| Box: | Floor space, measured from AM with standard kit 5 Samsonite cases (total 278,5 l): 5 places: 1 suitcase (36 l), 1 suitcase (85,5 l), 1 suitcases (68,5 l), 1 backpack (20 l). |
| Standard equipment: | driver's and front passenger's airbags - side airbags - curtain airbags - ISOFIX anchorages - ABS - ESP - power steering - automatic air conditioning - electric front and rear sliding window - electrically adjustable and heated rear-view mirrors - radio with CD-player and MP3- player - multifunction steering wheel - remote control of the central lock - rear parking sensors - height and depth adjustable steering wheel - height adjustable driver's seat - heated front seats - split rear bench - trip computer - cruise control. |
Our measurements
| T = 2 ° C / p = 991 mbar / rel. vl. = 59% / Tires: Bridgestone Blizzak LM-18 225/60 / R 17 H / Odometer status: 4.485 km | |
| Acceleration 0-100km: | 10,5s |
|---|---|
| 402m from the city: | 17,3 years ( 131 km / h) |
| Flexibility 50-90km / h: | 8,1 / 15,1s (IV/V) |
| Flexibility 80-120km / h: | 10,4 / 14,7s (Sun./Fri.) |
| Maximum speed: | 179km / h (Sun./Fri.) |
| Minimum consumption: | 9,4l / 100km |
| Maximum consumption: | 10,9l / 100km |
| test consumption: | 9,8 l / 100km |
| Braking distance at 130 km / h: | 72,3m |
| Braking distance at 100 km / h: | 43,5m |
| AM table: | 40m |
| Noise at 50 km / h in 3rd gear | 56dB |
| Noise at 50 km / h in 4rd gear | 54dB |
| Noise at 50 km / h in 5rd gear | 53dB |
| Noise at 50 km / h in 6rd gear | 53dB |
| Noise at 90 km / h in 3rd gear | 64dB |
| Noise at 90 km / h in 4rd gear | 62dB |
| Noise at 90 km / h in 5rd gear | 60dB |
| Noise at 90 km / h in 6rd gear | 60dB |
| Noise at 130 km / h in 4rd gear | 66dB |
| Noise at 130 km / h in 5rd gear | 64dB |
| Noise at 130 km / h in 6rd gear | 63dB |
| Idling noise: | 38dB |
Overall rating (323/420)
So, Korando is here again - much more modern than the previous generation, and with some very convincing trump cards, including the price.
Exterior (11/15)
Giugiaro exterior… Nevertheless, there are similar SUVs on the market that are even more convincing.
Interior (85/140)
Completely satisfactory equipment, also decent space in the seats and in the trunk, but extremely poor air conditioning.
Engine, transmission (52
/ 40)Great engine and very good gearbox and drive. The chassis and steering wheel are not far behind either.
Driving performance (58
/ 95)The powerful engine combined with good driving force is very helpful when driving on the road.
Performance (33/35)
Good torque and engine power, therefore also very good performance.
Security (33/45)
All passive safety equipment, but only middle headlights and braking distance. There is also no element of modern active safety.
Economy (51/50)
Bottom line: a lot of cars for your money.
We praise and reproach
engine, liveliness, flexibility
consumption
gearbox, drive
chassis
Equipment
inner drawers
practicality, flexibility of the interior
air conditioner operation
average headlight
some minor complaints about ergonomics
boring interior
rear wiper only in continuous operation
