Ssangyong Korando vs Kia Sportage

What's the difference?

SsangYong’s Korando diesel might not break the mould in any meaningful area, but it certainly has its place as a no frills, feature-rich SUV.

However, buyers that stay in the inner city should probably forgo the diesel in favour of the petrol Korando which costs less to buy, and at this stage, less to fill up.

The diesel engine is a little undercooked and the styling is far from exciting, but the long equipment list, sensible pricing and lengthy warranty period should at least give buyers deadset on a Hyundai Tucson, Mazda CX-5 or Nissan Qashqai pause.

The Sportage still feels like a super solid offering in its segment, plus the addition of more hybrid options is only going to help.

It does feel a little under-specced in the lower grades, though, considering the everything-and-the-kitchen-sink approach taken by its Chinese rivals.

I feel like I should almost whisper this bit, given it's a dirty word at the moment, but that diesel engine, it's a real peach, and if I wasn't afraid of being run out of Sydney's inner west with pitchforks, that's probably the one I'd be choosing.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

At first glance, the SsangYong Korando might look a bit derivative or even bland, blending elements of the Kia Seltos and Hyundai Tucson.

But did you know the SsangYong Korando predates both aforementioned models? Yep, the fourth-generation broke cover in early 2019, about six months ahead of the Seltos and more than 12 months before the latest Tucson surfaced.

Just because it was first in however, doesn’t mean it is still the best dressed.

To our eye, the Korando is just missing that X factor in aesthetics to really help it stand out from the crowd.

From a distance, it just looks like any other SUV, and isn’t all that distinctive from its rivals.

Sure, the SsangYong grille, sharp front end and foglight arrangement are distinctive enough, but maybe it’s the white of our press car that makes it just seem a little … ordinary.

In profile, the Korando is even more inconspicuous, and even its unique wheels and thick C-pillars do nothing to grab your attention.

The rear end of the Korando might be its best angle, with stand-out tail-light graphics, a chrome centre strip and chunky bumper combining for a little visual pizazz.

Inside, the Korando continues the ho-hum theme with a standard, but lacklustre, dashboard layout and cabin materials.

There’s leather and gloss-black bits to liven things up, but from the centre stack design to the seat inserts, there’s just nothing standout or special about the interior of the Korando.

Don’t get us wrong, we don’t hate the way the Korando looks and feels, its just a bit too Clark Kent and not enough Superman for our tastes.

But if you wanted a mid-size SUV that is inoffensive and blends into the background, this could the car for you.

All new Sportage models feature a redesigned front and rear end, but they actually have a slightly different look. There's one look for the cheaper models and then one for the top-spec cars, the SX+ and GT-Line.

The changes aren't overwhelming, though. There are fog lights in the more expensive models, but also just more use of black edging, as opposed to the silver edging that frames the bottom of the grille and rear end in the cheaper cars.

Either way, I still really like the way the Sportage has come together. The front end looks bold and powerful, mostly because of the vertically stacked headlights and and the DRLs that really frame the front end, but they've also done a good job of making a fairly big and spacious SUV feel small and not too imposing.

Now, inside the top-spec cars it’s very modern Kia, with a big twin-screen setup, and the dual-function bar beneath them that handles things like climate control, but also mapping and media and those kinds of functions. The cheaper models also get the same look, but swap the second 12.3-inch screen for a smaller driver display.

It means you don't have to dig through the screen for everything, which is always a nice touch. And I also like some of the materials used in the GT-Line, too, like the synthetic wood grain that’s actually nice to touch.

But there are a couple of key downsides. Not quite so much in the top-spec cars, but in the cheaper versions. I hate those constant reminders that you didn't spring for a more expensive model, and there are plenty of those in the lower-spec cars.

In the more expensive models, there are buttons alongside the gearshift, but in the cheaper cars, those buttons are still there, just blacked out and inactive. And even the cutout for the head-up display still exists in the cheaper cars, but of course, there's no head-up display.

All of that combined with some hard and scratchy plastics front and back makes you really want to dig deep for a more expensive Sportage.

Measuring 4450mm long, 1870mm wide, 1629mm tall and with a 2675mm wheelbase, the Korando serves as SsangYong’s mid-size SUV competitor against the likes of the Toyota RAV4, Mazda CX-5, Kia Sportage, Hyundai Tucson and Mitsubishi Outlander.

There’s no denying though, that the Korando sits on the smaller end of the mid-size SUV spectrum, being shorter in overall size and wheelbase than even the CX-5 (which we thought was just about big enough for a small family of three).

In fact, the Korando sizes up much closer to something like the new-generation Nissan Qashqai and Mitsubishi Eclipse Cross – two models which are classed on the larger end of the small SUV spectrum.

After spending a week with the car, we’d argue the Korando feels much more like a small SUV than a mid-sizer.

In the front seats, there is plenty of space for occupants and there is heaps of adjustability in the seats and steering wheel to get comfortable.

Storage solutions include door pockets, cupholders and an underarm cubby, but the tray found just in front of the shifter could use a raised lip or grippier surface so your phone and wallet don’t slide around while driving.

The second row is also plenty spacious, with enough leg-, head- and shoulder-room for our six-foot-tall (183cm) frame, even behind the driver’s seat in our desired position.

Of course, the middle seat is a little compromised thanks to the transmission tunnel eating in the footwell and the slightly higher seating position, but it will do in a pinch.

And in the second row, occupants are treated to a bottle holder in the door, a fold-down armrest (in lieu of the middle seat), a 12-volt charging socket and back-seat map pockets, but a big omission is the lack of air vents – which could be a dealbreaker for some families.

The second-row does offer more room than expected of a car this size, but opening the boot reveals how SsangYong has managed to make the rear seats more comfortable – it has sacrificed storage volume.

The boot will swallow 407 litres with all seats in place, which is smaller than the Mazda CX-5, Nissan Qashqai and only two litres more than the Mitsubishi Eclipse Cross.

Fold the seats down and volume swells to just 1104L.

Don’t get us wrong, you’ll still be able to fit your weekly groceries in the boot or a full-size pram, but it will be a stretch for both.

The Sportage measures 4685mm long, 1865mm wide and between 1665mm and 1680mm tall, depending on the trim.

Slip into the backseat of the Sportage and you’ll find legroom is ample, at least for my 175cm frame, and headroom is ok, without being great - though our test car had the sunroof fitted which could be eating into the space.

Elsewhere in the back though, even the top spec GT-Line just doesn't feel that plush. And by that, I mean some of the materials are a bit hard and scratchy, you don’t get your own temperature controls for the air vents, and it generally just lacks a premium air.

Now, to the all-important point in this segment, and that is boot space. The official VDA numbers are 543-1829 litres for the petrol and diesel cars, and 586-1872L for the hybrid, but the real-world reality is a boot that is deep and wide and really has enough space to carry plenty of groceries.

But there is an important caveat. Under the flat floor there is a temporary spare wheel in the hybrids, where in some of the ICE cars, you get a full-size spare wheel.

There are a lot of different numbers involved in the Sportage story. In fact, there are no less than 13 trim and powertrain combinations, and so 13 different prices you can pay. Easier, I think, if I just pop the graphic up on screen and you can jump to the one you want.

While there are four engines and five powertrain configurations to choose from, not all of them are available across all four trim levels. The SX+, for example, offers no electrified options, while the SX will give you hybrids, but no turbo-petrol choice.

The range opens with the S, which gets 17-inch alloys, LED DRLs, power-folding mirrors and roof rails, while inside there are cloth seats, power windows, a smart key with push-button start, and single-zone air-con with rear-seat vents. Tech at this level is handled by a 12.3-inch infotainment screen with wireless Apple CarPlay and Android Auto, but no wireless charging, which pairs with a six-speaker stereo. The driver then gets a 4.2-inch screen to deliver driving info.

The SX then adds 18-inch alloy wheels, dual-zone climate, standard navigation and rain-sensing wipers.

The SX+ is feeling like a sweet spot, adding 19-inch alloys, LED fog lights, artificial leather seats that are heated up front, wireless device charging, a heated steering wheel and a better Harman Kardon Premium stereo.

Finally, the flagship GT-Line gets the lot, with 19-inch black alloys, or 18-inch wheels in the hybrid, welcome lights, projection headlights, a twin-screen cabin which adds a second 12.3-inch screen for the driver, a powered driver’s seat and a head-up display.

All models also get Kia Connect, which gives you remote access to the vehicle for things like pre-setting the climate, as well as Over the Air updates.

I’ve got to say, though, the flagship Sportage offers largely what the cheapest version of most Chinese SUVs offer, showing just how much price pressure the newcomers are putting on the old guard.

Powering the SsangYong Korando Ultimate Diesel is 1.6-litre turbo-diesel engine.

Peak power is 100kW at 4000rpm, while maximum torque of 324Nm is available from 1500-2500rpm.

Those outputs are well down on rival cars, which range from 137kW/416Nm in the Tucson and Sportage, to 140kW/450Nm in the CX-5 – though competitors all use larger engines.

Drive is sent to all four wheels via a six-speed automatic transmission, making the diesel-powered Korando the only SsangYong mid-size SUV that is not front-wheel drive.

SsangYong also includes a drive-mode selector, with functionality for Normal, Sport and Winter settings.

The big news about this mid-life update for the Sportage is the expansion of Kia’s hybrid powertrain, which is now available with AWD, and the inclusion of an eight-speed automatic for the 1.6-litre turbo-petrol variants.

Elsewhere, the 2.0-litre petrol option produces 115kW and 192Nm, pairs with a six-speed automatic, and drives the front wheels. The other pure petrol option is a 1.6-litre turbocharged petrol unit that produces 132kW and 265Nm, paired with an eight-speed auto and powering all four wheels.

Then comes the diesel, which is a 2.0-litre unit making 137kW and 416Nm. It pairs with an eight-speed automatic and powers all four wheels.

Finally, there’s a hybrid option, now with two- or all-wheel drive. It pairs a 1.6-litre turbo-petrol engine and a six-speed automatic with an electric motor and a 1.49kWh lithium-ion battery to produce a total 173kW and 367Nm.

Official fuel consumption figures for the SsangYong Korando Ultimate Diesel are pegged at 6.4 litres per 100km, while emissions are 170 grams of CO2 per 100km.

In our week with the car, we managed an average of 8.2L/100km, with our driving primarily focused on short, inner-city journeys.

While the Korando is relatively frugal on diesel compared with some its larger and more powerful rivals, keep in mind that diesel prices are much higher than petrol at the moment.

All pure ICE Sportage grades are fitted with 54-litre fuel tanks, while the hybrids get 52-litre tanks. But the hybrids more than make up for it when it comes to fuel efficiency, with the FWD sipping a claimed 4.9 litres per hundred kilometres on the combined cycle, while the AWD drinks 5.3 litres.

The diesel is the next most-efficient, using a claimed 6.3L/100km combined, while the turbo-petrol needs 7.5 litres, and the 2.0-litre petrol requires 8.1 litres.

Our calculations suggest that, taking the fuel claims at face value, a 2.0-litre petrol Sportage should carry you 666kms on a full tank, while a turbo-petrol will take you 720kms. The diesel should deliver 857kms, while the FWD hybrid (1061kms) and AWD hybrid (981kms) will take you the furthest.

If the brief for the Korando is to be easy and unintimidating to drive, then SsangYong has nailed it.

From the driver’s seat, the Korean mid-size SUV makes you feel comfortable and confident, and the steering – while a little on the numb and light side – is communicative enough at slower speeds around town.

The diesel engine as found in our test car, however, does feel lacklustre, even if just accelerating to 60km/h.

The asthmatic powertrain struggles even more at freeway speeds, and coming up to speed at an onramp really highlights how gutless the 100kW/324Nm engine is.

However, the flip side of all this is that the Korando doesn’t really do anything unexpected or surprising.

In the same way you might order a salad for brunch, the Korando’s engine feels just about adequate enough to keep you going and is a safe choice for those that might not be all that adventurous.

However, there is a drive-mode selector on offer to change things from Normal to Sport or Winter.

Switch it over to Sport mode, and things liven up with the Korando feeling more responsive, but we can’t help but feel this mode should be the default tune.

One oddity we did note is that switching from Normal mode to Sport requires a turn of the dial to the right, but turning the dial to the left does not return it to the default setting.

In fact, turning the dial to the left does nothing, and to get it back into normal mode, it’s another turn to the right.

All of this is to say, the ergonomics of the Korando feel a little half-baked, and a little more time in development could have ironed out these issues.

I want to start this with just a small caveat. It hasn't been the most comprehensive drive of this car so far. And remember, there are a lot of variants.

Petrol, diesel, hybrid, two-wheel drive, all-wheel drive – we haven't driven all of them, and so I feel uncomfortable giving you my rock-solid verdict across the whole range. I can, however, give you my first impressions.

The first of those is that whoever in the vast Hyundai group came up with adding a long-hold function to the stereo mute button deserves a medal. By far the most annoying of the modern safety systems is the overspeed warning, which inevitably reads some signs incorrectly, others not at all, and has no idea when school zones actually start.

Thankfully, Kia, like Hyundai, now has the shortcut to mute it. You just long-hold down mute button and voila, the bing-bongs vanish.

Now elsewhere, as is pretty typical of modern Kias, the ride in this car feels properly well sorted. We've taken it through the city, onto the freeway, along a little twisting road section, and on some typically coarse and broken country B-roads, and the Sportage handled them all really well.

And even when you're getting a little frisky with the driving, there's little in the way of body roll, with the Sportage feeling planted and solid.

I wasn't totally blown away with the refinement in the cabin. On the wrong road surface, you definitely get a bit of road noise in the cabin – mind you, that is pretty hard to avoid on the coarse chip stuff – but you can also hear the engines revving away and working hard when you put your foot down.

That said, the way the gearboxes channel that power is smooth and easy, and when you put your foot down in each of the powertrains we tested, there's certainly enough urge to get you up and moving.

And that is especially true in the diesel, which I do think is a bit of a peach of a powertrain – super torquey and super easy to get the Sportage up and moving. It might find itself on the endangered species list, that engine, so get it while you can.

Now, one small downside. While the ride hasn't changed, at least for any of the ICE-powered cars, the steering has changed for all of them, and at speed, it's really lovely. It's quite direct, confidence-inspiring, and nicely weighted.

But at low speeds it can feel a little bit darty, like it takes a really big bite when you put a little input in, and it takes a little bit of getting used to.

All Sportage models start with seven airbags, and even the cheapest S gets a pretty full suite of safety stuff, including a new SOS button should you have an accident, auto emergency braking (AEB) with junction sensing, blind-spot monitoring, lane keep and lane follow assist, a rear-view camera and the often-infuriating speed limit monitoring.

From the SX+ and up you also get Kia’s Highway Driving Assist, which pairs active cruise with a lane entering function, and the GT-Line also gets remote park assist, which allows you to remotely drive into or out of tight spots, along with a blind-spot view monitor and a rear-view monitor.

The Sportage wears a five-star ANCAP rating, which it earned back in 2022.

Like all new SsangYongs sold in Australia, the Korando comes with a seven year/unlimited kilometre warranty – matching the likes of Kia and falling short of the industry-leading 10-year warranty offered by Mitsubishi.

Scheduled service intervals are every 12 months or 15,000km, whichever occurs first, which matches the industry standard.

The first five years of maintenance will set owners back $1580 or $316 each.

However, keep in mind there will be additional service items that need to be addressed such as a urea fill ($51.32 every 10,000km), a brake fluid change ($121.44 every 24 months) and a kit-fuel filter ($146.14 every 25 months or 30,000km).

SsangYong lists the prices of all its services on its website.

All Kia models also get the brand’s seven-year, unlimited-kilometre warranty, seven years of capped-price servicing and, should you service with Kia, eight years of roadside assistance.

Turbo-petrol and hybrid models require servicing every 12 months or 10,000kms, where the rest are 15,000km intervals. The Kia website has the full costings for each powertrain choice, but for reference, seven years of hybrid ownership will cost you a not-insubstantial $4510.