The return of the KGM Korando to the Russian market feels almost like a blast from the past. For many, this name is firmly associated with the mid-2000s, when the SsangYong brand was just finding its place in Russia. Today, the brand has changed its name, the model has been updated, but the philosophy remains the same: minimal digital noise, maximum familiar automotive logic. The Korando seems to be created for those who are tired of touch panels, complex menus, and overloaded electronics, but whether the market is ready to accept this approach again is an open question.
The current generation of the Korando debuted back in 2019, and it shows. By modern standards, the design is calm, without elaborate lines or aggressive plastic. The crossover has noticeably grown compared to the previous Actyon, received a monocoque body, optional all-wheel drive, and ground clearance sufficient for everyday Russian conditions. At the same time, there are no attempts to look like "technological future" - the Korando honestly remains a car from another era.
The main revelation awaits inside. The interior is a real reserve of buttons, knobs, and physical switches. Almost everything here is controlled directly, without having to go into the menu. Climate control - with separate controls, heated seats - with large buttons, multimedia - with a simple screen with outdated graphics, but with support for Apple CarPlay and Android Auto. The ergonomics are well thought out, you quickly get used to the location of the controls, and the only annoyance is the abundance of hard plastic and the visual simplicity of the interior.
The driving position is good. Seats with dense padding and wide ranges of adjustment make it easy to find a comfortable position, the steering wheel is adjustable for reach and tilt, and in more expensive versions there is heating. Even in the base, the Korando offers heated seats, which is already perceived as a plus these days. In general, the driver's seat is attractive precisely because of its clarity and lack of unnecessary distractions.
The second row cannot be called exemplary, but for the class it is quite comfortable. The wheelbase of 2.68 meters provides a decent amount of legroom, the backs have two tilt positions, and there is an armrest. It was not possible to avoid the central tunnel, and there are no heated seats or air ducts in the back, even in top versions. But the trunk is one of the strengths of the model: 551 liters, a flat floor when the seats are folded down, a full-size spare tire and a good set of useful little things for cargo.
From a technical point of view, the Korando is also without surprises. The only engine is a 1.5-liter gasoline turbo four-cylinder with 163 hp, working in tandem with a six-speed Aisin automatic. The bundle is proven and understandable, but not the most economical: in the city, consumption easily exceeds 13 liters per 100 km. All-wheel drive is implemented through a BorgWarner clutch and is designed more for bad roads than for serious off-road driving. In general, the technology is simple and, with normal maintenance, can last 200–250 thousand km without major surprises.
On the road, the Korando is surprisingly pleasing. The suspension is tuned in a European-style, firm but without excessive rigidity, the steering is clear, the reactions are predictable. This is not a driver's car, but not a sluggish "vegetable" either: it's nice to drive, especially on winding roads. There are also disadvantages - a thoughtful response to the gas pedal, moderate sound insulation and the absence of protection for the units from below. However, none of these disadvantages seems critical.
The main stumbling block is the price. Even with discounts, the Korando remains noticeably more expensive than most Chinese competitors, who offer more technology and options for less money. As a result, the Korean crossover turns into a niche choice for those who consciously seek an "analog" car and are willing to put up with outdated solutions.