Ssangyong Korando vs Ssangyong Tivoli

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.

I was asked the critical question while I had the Tivoli ELX on test – “Do you think people will buy this car?” After some time in thought, my answer was – “Not many… yet.”

Those who can look past the brand perceptions are getting an SUV which is damn near as good as anything on the market – and likely cheaper to run.

To that, you can say a lot of things: If only it cost slightly less. If only its rear was better looking. If only it had a five-star safety rating.

But here it is – the fact that the Tivoli can even hold a candle to its slick, finely tuned competition says a lot. The Double Dragon is back, and if it can afford to stick around for a while, perhaps it will stand a chance of putting the big players on notice.

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.

SsangYong is hardly a brand known for its consistent or good-looking design. In the past, the brand has floundered between the squared-off lines of the Musso and the unresolved bulbous curves of the last-gen Korando.

The brand’s re-launch has finally brought it up to speed, with every car across its range featuring a consistent design language. It’s improved out of sight, but still isn’t without its flaws.

Up front, there’s an angry-looking, squared-off horizontally slotted grille, with angles galore wrapping around the small SUV’s sides.

The angles continue up the A-pillar and across the roof for a squared-off, European-influenced roofline.

Then, around the back things get… strange. A pronounced curvy ridge makes its way over the rear wheels and into a rounded-out boot. It seems at odds with the angular rear glass and lower garnish.

There’s just way too much going on around the back; it’s overly styled. The chintzy chrome finish around the lower reflectors doesn’t help, nor do the big round SsangYong badge and bold ‘T I V O L I’ typeface.

The 16-inch alloys on the EX and ELX grade are a simple 10-spoke matte-silver. They’re nothing special, but at least they're easy to clean.

Inside, things are also mixed. There’s plenty of good and bad. The seats are clad in a robust cloth with plenty of sponge for comfort, and there are sensibly placed soft surfaces in the doors and on the centre console for your elbows.

The dash has an aesthetically pleasing symmetrical theme to it and is finished mostly in decent plastics. The 7.0-inch media screen is pretty good, too, but the rest of the centre stack is a bit nasty and old fashioned.

There’s the mix of gloss plastic and silver surfaces, a giant climate control dial and the so-so buttons that litter its surface. It reminds me of Korean car designs past, like the Holden (Daewoo) Captiva and generations-old Hyundais. Credit where credit is due, though - it all feels much better built.

I’m actually a big fan of the Tivoli’s steering wheel, it has a ridged, chunky shape and is finished in a pleasing artificial-leather material. The function stalks behind it are solid, with rotary dials on them to control lights and wipers. As the primary touch-points for the driver it’s neat that they have a unique, SsangYong personality to them.

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 Tivoli might be a small SUV but it has a cavernous cabin. It’s seriously impressive and rivals some of the best players in this segment, like the Honda HR-V.

The front seat offers huge amounts of headroom, leagues of legroom, great space for your arms on either side and a fully telescopically adjustable steering wheel.

Storage is comprised of a shallow trench under the climate-control stack, decently sized cupholders in the centre console and doors, as well as a deep console box and a glovebox, which seems to disappear forever into the dash.

There’s also a rather odd trench cut out of the dash above the console box. It’s ridged and has a rubbery surface but seems useless for storing things, which will simply topple out when you accelerate.

As previously mentioned, there are comfortable surfaces for resting your elbows on for front occupants.

Room for back-seat dwellers is also excellent, with awesome legroom for the segment and leagues of airspace even for taller folk. There are the same padded elbow-rests in the doors and deep cupholders, but no air-conditioning vents or USB ports.

There are also weird elastic ropes on the back of the front seats for storing things (with mixed success) and a pull-down armrest.

The boot is rated at 423-litres (VDA), which is deceptively large (size-wise not far off the HR-V’s 437-litre space). The problem here is the shape of the boot itself. It’s deep from the floor to the retractable screen, and SsangYong says it will hold three golf bags, but it’s the narrow width and length which limit  its potential.

I found it awkward to move some odd-shaped objects, like a heater and some boxes, and the high entry-point to the bootlid makes things a little difficult when moving heavier items.

Our ELX has significantly more room thanks to a space-saver spare under the boot floor. The Ultimate, which sits above has a full-size spare, further limiting boot space.

There are the same odd elastic ropes in the edges of the boot wall for smaller loose objects or cables.

If SsangYong wants to roar back onto the market and challenge people’s perceptions of the brand, it’ll first need to get them in the door. After all, this low-ball strategy worked for Hyundai and Kia, who infiltrated Australia with models like the Excel and Rio, which offered all the features of more established brands at a cut price.

The challenge is not tarnishing your brand while you’re at it. Has SsangYong pulled it off with the Tivoli?

Our ELX is the mid-spec car, sitting above the entry-level EX and below the all-wheel-drive and diesel-only Ultimate.

The $29,990 ticket price for our front-wheel-drive diesel would be about right if the Tivoli was from any mainstream brand. For roughly the same money you can get a top-spec Mitsubishi ASX Exceed ($30,990), Honda HR-V RS ($31,990), fellow Korean Hyundai Kona Elite ($29,500), or a diesel-powered Mazda CX-3 Maxx Sport ($29,990).

Oh, and despite it looking quite large in the pictures, the Tivoli is most definitely a small SUV, being narrower than a Hyundai Kona and not as long as a CX-3.

Feature-wise, our ELX gets 16-inch alloy wheels, a 7-inch multimedia touchscreen with Apple CarPlay and Android Auto support, front & rear parking sensors with reversing camera, auto-dimming rear-view mirror, leather trim on the steering wheel, standard faire cloth seats (which weirdly remind me of Hyundai’s seats from about a generation ago), roof-rails, luggage screen in the boot, dual-zone climate control, privacy glass and halogen headlamps with LED DRLs.

Not bad. The safety offering is not only good but available across the range, so check the Safety section of this review out for more on that.

Missing at this price are leather trim (available on the Kona Elite and ASX), active cruise, LED front lighting and powered front seats. It’s not crazy value, but it’s also not bad at $29,990.

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.

Our Tivoli is powered by a 1.6-litre four-cylinder turbo diesel engine producing 84kW and 300Nm of torque.

That seems a little low on the power front compared to petrol competitors, but the strong torque figure available from an almost instantaneous 1500rpm gives this engine a solid amount of get up and go.

If you aren’t opposed to diesel, I would strongly suggest this engine over its underpowered 1.6-litre petrol equivalent, as it has almost twice the available torque.

It might seem risky for SsangYong to be offering diesel in a segment where the fuel type is unpopular, but it makes sense from a global supply point of view, as diesel is largely the fuel of choice in the Tivoli’s home country of South Korea.

The ELX is front-wheel drive and can only be had with a six-speed torque converter auto transmission manufactured by Aisin.

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.

Over my week of mainly urban driving I scored a fuel-consumption figure of 7.8L/100km against a claimed urban figure of 7.4L/100km which is not too bad, but also not stellar.

The official claimed/combined usage figure is at a bold-sounding 5.5L/100km.

The Tivoli has a 47-litre fuel tank.

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.

We never recommend that you drive blindfolded, but if you could and you drove the Tivoli, I honestly believe you’d have trouble telling it apart from any other small SUV on sale today. 

The diesel engine feels strong from the get-go and pushes the 1390kg SUV along with a reasonable urgency. It’s no performance drivetrain, but it's as good as, if not better than, most of the petrol competitors.

The six-speed torque converter auto is mostly great around town but is old-school in that you can definitely feel each ratio. It also had the unfortunate habit of occasionally grabbing the wrong gear.

I once caught it out altogether under heavy acceleration and it spent a whole second fishing for the ratio it wanted. It’s still better than a continuously variable transmission (CVT) for driver engagement, though.

Steering is on the light side but is direct and offers decent feedback. The ELX offers three steering modes - 'Comfort', 'Normal', and 'Sport', which artificially alter the weight behind the steering. 'Normal' is by far the best.

The suspension was also notably impressive. Fellow Korean brands, Hyundai and Kia, have harked on for a long time about local tuning efforts, but I found the Tivoli’s suspension tune almost as good. It’s a slightly more spongey, comfort-focused tune, but I was impressed at how composed it felt in the corners.

The ELX has a cheap torsion-bar rear suspension setup, which could only really be noticed over rough road conditions.

Behind the wheel, the Tivoli was also surprisingly quiet at lower speeds. This makes for a nice, quiet drive around town, despite the diesel engine, but at speeds above 80km/h and engine rpms above 3000 the noise became significantly worse.

I’d say the Tivoli drives just as well as most Hyundais and Kias from just a few years ago. There’s room for improvement in the little details, but for the brand’s first effort since its international re-boot, it does a darned good job.

The Tivoli comes with a reasonably comprehensive safety offering, but there’s room to improve here, too.

On the active-safety front our ELX has auto emergency braking (AEB – works up to 180km/h), lane-departure warning (LDW), lane-keep assist (LKAS) and high-beam assist.

There’s no active cruise, blind-spot monitoring (BSM), traffic-sign recognition (TSR), or driver-attention alert (DAA) available on even the top-spec Ultimate.

The Tivoli has seven airbags, two ISOFIX child-seat mounting points on the rear outboard seats and top-tether anchorages across the second row, as well as the expected brake and stability controls (but no torque vectoring).

The Tivoli has received a four-star ANCAP safety rating as of 2016, however this is based on a EuroNCAP score and now-available lane-assist technologies were not factored into this test.

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.

The SsangYong Tivoli now leads the small SUV segment with a seven-year/unlimited-kilometre warranty, which is miles ahead of the acceptable industry standard of five years/unlimited kilometres offered by most competitors.

Service pricing comes in at a completely fixed and impressive-for-a-diesel $322 per yearly 15,000km service for the life of the warranty.

Extra service items are tidily laid out in a chart breaking down parts cost, labour, and total price, with the most notably expensive item being transmission fluid ($577), which, at worst, is recommended to be changed at 100,000km.

From this we can tell SsangYong intends to target Kia’s audience and use this part of the business to categorically beat its competition.