Ssangyong Musso vs Ssangyong Korando

What's the difference?

The SsangYong Musso XLV Ultimate is an affordable workhorse that has good comfort, features and drives well. It suited my little family and our gear just fine this week with its space. If you need the practicality of a ute and are on a budget, you get a lot for your money here.

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 Musso looks the part of a 4x4 dual cab ute. It’s big even without the XLV pack at 5095mm in length. And with it, that jumps up to 5395mm. Enough to well and truly fill out a car space.

To put it in perspective, it's longer than the Kia Carnival, so I'd check to see if it will fit in your garage!

The finish isn’t the best, with wide spaces between door jams and the tray (I can fit my hand in that one) and a painted foam-like joinery in the tailgate which is already showing a lot of wear and tear for a brand-new workhorse. Stuff like this could make it look worn quickly.

Once you move into the cabin, it becomes obvious where a lot of the facelift has been focused.

The black leather upholstery, headliner and accents all make it feel premium in the cabin.

The dashboard has been redesigned to be more horizontally-themed and to sit lower than the previous dash. It showcases the new upgraded tech screens, large integrated air vents and digital climate control panel.

The cabin looks way more expensive than the price tag might suggest and it's most welcome.

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.

The cabin of the XLV Ultimate is big on space and all occupants enjoy fantastic head- and legroom.

Individual storage is good for a ute with the front enjoying two cupholders, a good-sized middle console and glove box plus a drink bottle holder in each door.

Rear occupants get map pockets, a fold-down armrest with two cupholders and storage bins in each door.

Amenities on the whole are good with the heated and ventilated front seats that feature lumbar support. But the upgrade to electric control for the fronts and heat function for the rear outboard positions clinch the luxury factor Both rows are well-cushioned and comfortable for long journeys.

Charging options are limited to the front with two USB-C ports, which is an upgrade from the old USB-A ports, and two 12-volt sockets.

But one of them is an old-school cigarette lighter which I haven’t seen in years! Now that was a teachable moment when I was a kid.

It's a shame there are no charging options in the rear as it could be inconvenient if you travel a lot and your kidlets have devices.

Fitting a child seat in the rear row is a little awkward due to the backrest folding down in one piece and it misses out on any clever hacks like some other utes have, like the zippered accessed points to the top-tether anchor points found on the HiLux and D-Max or the 60/40 split-fold on the Cannon.

Because of this, you'll want to fit your child seats at the same time and probably want it to be a 'set and forget' scenario.

On to the upgraded technology – the touchscreen of the multimedia system is responsive but the info is limited to the radio and a small settings menu.

Think of it as more of a mirror-screening device for the wired Apple CarPlay and Android Auto. It’s easy to connect to the CarPlay and the graphics are nice and bright. 

The instrument cluster is semi-customisable but it’s here you can access/customise more information like the safety features, which I appreciate.

Our test vehicle has that XLV Pack fitted which adds 300mm to the tray length and boosts the overall capacity by 251L.

The max payload is 880kg, which should be sufficient for a lot of weekend pursuits.

You get a full-sized spare wheel and with our optioned tonneau accessory, you don’t have to worry about your gear getting wet, either. 

The tailgate is large and feels very light to operate, thanks to the assist function but this ute lacks any sort of step to access the tray, which won’t be an issue for you giants out there but for me it was a bit of comedy to climb in to the back to retrieve stuff.

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.

SsangYong’s Korando range kicks off at $29,990 driveaway for the EX grade, and tops out at $40,990 for the Ultimate Diesel that we have on test here.

While nearly $40,000 might seem like a lot to spend on a SsangYong mid-size SUV, the Korando Ultimate Diesel is actually the most affordable oil burner in its class, competing against the Hyundai Tucson (from $45,400 before on-road costs), Kia Sportage (from $39,845), Mazda CX-5 (from $45,880), Peugeot 3008 (from $53,540) and Volkswagen Tiguan (from $55,990).

So, for those after a diesel SUV for the family on a budget, the SsangYong Korando should definitely be on your list.

And don’t think that SsangYong has skimped on the equipment to bring the price down either, as there is a long list of standard gear that includes 19-inch wheels, front and rear fog lights, auto-folding mirrors, heated and cooled front seats, LED daytime running lights, rear privacy glass, a sunroof, dual-zone climate control, heated steering wheel, power adjustable front seats, and push-button start.

The multimedia system measures 8.0 inches, and features touchscreen functionality with Apple CarPlay and Android Auto support.

There’s also a 10.25-inch all digital instrument cluster that lets you adjust the readout to display the information you want.

However, with a small family to juggle, it’s the powered tailgate and keyless entry that were appreciated the most, as well as the biscuit-crumb-resistant leather seats.

All in all, the Korando is fitted with a comprehensive list of equipment that would make similarly-priced offerings from Hyundai and Kia jealous, but there are a couple of glaring omissions – digital radio and a wireless smartphone charger.

To be fair, wireless charging is a nice-to-have feature – not a must have – but in 2022 when technology is quickly becoming the focus for new vehicles, it is strange to see both of these items not included on the top-spec variants of new vehicles.

The upgrade hasn’t seen any changes to the Musso's powertrain and it is still powered by a 2.2-litre, four-cylinder turbo-diesel engine with a maximum power output of 133kW and 420Nm of torque (400Nm without the XLV Pack).

It’s got plenty of grunt and despite having only a six-speed auto transmission, the gear changes are mostly smooth.

Adventure enthusiasts should be happy because the Musso is a proper part-time 4x4 with low- and high-range, which is easy as pie to change over to when the need arises.

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.

Despite its size, the Musso's official combined cycle fuel economy figure is only 9.0L/100km.

My real-world average came in at 10.2L/100km after a good mix of open-road and urban driving. Not too surprising, but that's without any loads. Expect it to be thirstier if you plan on towing.

Based on the combined fuel figure and 75L fuel tank, you should be able to get a driving range in excess of 800km.

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.

The Musso has won me over with how it drives. The update has seen the suspension retuned and it’s well-cushioned without feeling spongy.

The ride comfort is very good but you occasionally get some shudders through the frame when gear changes happen on a steep hill. The cabin sounds refined with how quiet it is, even at higher speeds and you’ll enjoy that on longer trips. 

Hitting the open-road isn’t an issue with power being delivered smoothly when you accelerate. Despite being a tall car, the Musso handles cornering much better than I thought it would without heaps of roll. 

You don’t feel any of the weight of the car when you steer, though, and that’s a bit too light for my liking. But it gives the Musso more of a car-like feel rather than a ute/truck feel which some people might enjoy.

Massive windows mean the Musso has crazy-good visibility for a ute and I feel confident about checking the blind-spot because of it. That's great for such a big vehicle.

Despite being almost 5.5m long, the Musso isn't too difficult to park because of the 360-degree view camera system, and front and rear parking sensors, a must have on large cars like this. The camera system is a smidge low quality for the image, though.

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.

SsangYong’s Korando was awarded a maximum five-star ANCAP safety rating from testing in 2019, notching particularly strong results for adult occupant (88%) and child occupant protection (86%).

Standard safety equipment across the entire Korando range include autonomous emergency braking (AEB), forward collision warning, lane-keep assist, automatic high beams, a reversing camera, rain-sensing wipers and hill descent control, while the ELX grade adds blind-spot monitoring, rear cross-traffic alert, and front and rear parking sensors.

The top-spec Ultimate scores all the fruit, as well as tyre pressure monitoring, adaptive cruise control and lane centre following assist.

The on-going costs are great on the Musso, with it coming with a seven-year/unlimited km warranty, which is above average for this class. 

It also comes with a seven year/105,000km servicing program where services average $375, which is competitive for the class. 

Servicing intervals are average at every 12 months or 15,000km, whichever occurs first.

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.