Sanyeng action corando. The disadvantages that are inherent in ssangyong action with mileage

This is a more or less modern common-rail engine (injection pressure 180 MPa, VGT, change in intake tract geometry, DPF, Euro-5 support) with a return at the level of good analogues. In terms of mechanics - DOHC with a chain drive (gear between the camshafts) and hydraulic compensators, a balancing mechanism, from non-standard solutions - an oil level sensor in the absence of a pressure sensor (until MY2014, not the best option in the era of the mysterious "oil plague").

It has several advantages. Firstly, during the first year of production there was no alternative at all, and the petrol 4WD version appeared only after two years of waiting. Secondly, the torque - almost twice as much as that of a gasoline aspirated - subjectively, the car "really brings down". In terms of acceleration time 0-100, this is not noticeable (and a hundred is reached in 4th gear), but picking up from any reasonable speed pleases. Thirdly, the value of the average consumption is pleasant, although without unnecessary illusions about savings "per circle", payback of the starting overpayment, etc.

On the other side...
- Even an automatic machine cannot completely smooth out the ragged nature of traction, with an impressive "turbo lag" (almost up to 2 thousand) and a short shelf of torque - at first it seems that the engine only works in two modes - ON / OFF. Driving with him on the mechanics is even hard to imagine.
- In winter, the low efficiency of the heater, traditional for modern diesel engines, is compensated only by a dubious electric hair dryer.
- Technical problems, like any modern CR diesel, arise, but at first not fatal - throttle actuator, excessive fuel drain into the oil due to the features of the particulate filter regeneration and standard defects associated with the same DPF (like temperature sensors, etc.). ). The turn of nozzles, according to the SY tradition, comes after a few years of operation.
- Noise and vibration. It is impossible to compare it with really modern HMC diesels - from the outside the sound of the engine is frankly "tractor" and loud, inside, after warming up and at idle, the roar is not so annoying, but the diesel engine is clearly identified by vibrations. Every acceleration is accompanied by a crash bursting into the cabin - if a gasoline engine, in principle, allows phlegmatic acceleration without entering the zone of uncomfortable revolutions, then a "two-position" diesel engine with mediocre "lower classes" does not allow this. Perhaps for short rides or trips out of town once a week this is not a problem, but on a daily route home-work-home in "torn" modes - a serious drawback. However, the noise at speeds above 3 thousand will also serve as a natural limiter to the maximum speed during a long drive along the highway.
- Transmission. Still, for boxes that are aggregated with transverse engines, the value of the transmitted moment is critical, so it would be naive to expect outstanding durability from them. But in the case of Korando the flow of failures of automatic machines on diesel versions, even with low mileage, rolls over all reasonable limits- we are no longer talking about a resource, but about the lack of elementary reliability, design errors and marriage.

So, in the end, the diesel engine is removed from the agenda due to two shortcomings that are not even directly related to its materiel - an insufficient level of comfort and inevitable problems with the machine.

Since MY2014, the diesel engine has undergone some changes - a traditional oil pressure sensor has appeared instead of a level sensor, modified supports (designed to reduce vibrations), a filter has been removed from the fuel receiver in the tank, and the power figures of the top version have slightly increased (not supplied in Russia). According to subjective feelings, the engine noise became a little better (at least its timbre changed), but the next revision of the engine and automatic control settings did not please - the dynamics clearly deteriorated.

G20DF. Unfortunately, SY did not buy a normal engine from Hyundai in addition to the box, so he proposed another independent development that has no direct analogues (the reference to HMC-Chrysler joint engines is incorrect - the technical solutions are different there).

By design, the engine is a rather strange set of classic and relatively modern solutions, and the most unexpected element is a cast-iron block with an open cooling jacket. Everything else is more traditional - a timing chain drive on both shafts, an oil pump chain drive, mono-VVT, DOHC with rocker arms and hydraulic compensators, a dual-mass flywheel, distributed injection, VIS in the intake tract. A rather "hot" (90-100°C) thermostat is somewhat alarming ... however, judging by the complaints about the insufficient efficiency of "heating" and low engine operating temperatures in winter, the problems there are of a different kind.

Of course, this engine does not even provide dynamics comparable to a diesel engine (and indeed, with a similar mass, 2.4-2.5 engines would be more appropriate), but it somehow corresponds to the level of a standard 2-liter SUV. Consumption is too big - at least a couple of extra liters to the exemplary S12 with EJ.

It leaves much to be desired idle control during a cold start (the struggle in this direction was carried out mainly by updating the firmware), annoying rattling at startup - an indecent "feature" by modern standards (it was worth at least supplementing the spring-hydraulic chain tensioner with a ratchet mechanism modeled on decent brands), there is a slight leakage of gasoline / air leakage due to the fuel manifold installation curve (rather, the main cause of problems with revolutions during warm-up is here) ... But really serious problems were not long in coming - the situation with the timing chain is beyond good and evil.

TRANSMISSION

6-AT DSI M11- aggregated with a diesel engine. Products not too well known outside the SY-community of the Australian office BTRA, now under the name DSI, which is part of the Chinese Geely. It has no common analogues, the design is traditional (close to the Japanese school of "automatic engineering"), additional controls are the "winter" mode and the dishonest "manual" mode (limits the range of switching up, but allows automatic transitions down, switching - with a strange joystick on the selector , in good trim levels - also with buttons on the steering wheel hub).

As part of a short test, there are no questions for the box - it has to work more than actively, adjusting to the narrow operating range of the engine, but the switching itself occurs smoothly and on time, while the “torn” rhythm is caused not by the dulling of the machine, but by the nature of the motor.

But reliability leaves much to be desired, most likely for a number of reasons. The first and most obvious - the Australian-Chinese company, which has just begun to comprehend the basics of creating multi-stage transverse boxes - is far from Aisin (not to mention scandals with suppliers of defective components). The second - multiple changes in the software of control units hint at the fact that the boxes had a chance to work outside the optimal modes (this also includes the fight against harsh-shifting "at the transition 1-2, which the owners themselves would prefer not to attribute to defects - so massive and third, for a long time and without consequences, not a single transverse automatic machine can digest such a torque, although in this case “long” is not even the modest Toyota 100-120 t.km, but multiples of smaller values ​​(by the way, and the rather active failure of the CV joints is primarily explained precisely by the magnitude of the moment.) The fourth reason is non-systemic - if the assemblers install the box without the right amount of oil or pull the hoses on the cooling circuit fittings without removing the plugs from them, then the best device will not live long And the declared price of the new machine - about $ 10k, should be borne in mind by potential owners of "non-warranty" SY, especially since this endemic box has no "contract" or analogues.

6-AT HPT 6F24- aggregated with a gasoline engine. Hyundai Powertech products, better known as A6MF1, are also installed (with this set of gear ratios) on Sportage / Tucson SL / LM with a 2.4 engine. Of the additional controls - only an honest "manual" mode. In terms of reliability, this borrowing can be welcomed, although there is no question of trouble-free operation - Hyundai boxes are subject to the common misfortune of modern 6-mortars, except perhaps in a milder version - see the Sportage / ix35 review.

6-AT AW TF-81SC- since 2014, the Aisin automatic machine has been adapted for the single-drive diesel version.

SUSPENSION

Front - McPherson, rear - multi-link (spring and shock absorber spaced apart), both suspensions are assembled on subframes.

Of course, Korando is far from "soft and comfortable", but it is still less furious and prone to goat than some of the popular classmates. The suspension copes with small irregularities mediocrely, but dampens larger ones satisfactorily, sometimes working out, albeit loudly, but "isolated" from the body, steering wheel and seats.

So far, the main questions arise regarding the loose nuts of the front shock absorbers, the periodic tightening of the rod nuts, thrust bearings, and the strength of the stabilizer mounts. Cases of replacing subframes should rather be attributed to excessively "active" operation.

BRAKES

First of all, SY deserves a reprimand with an entry for cutting off stock versions of security systems. But from the semi-drain and above, a complete modern set is installed, which the Koreans have encrypted as many as ten three-letter functions - CBS + ABS + EBD + ESP + ABD + ASR + AYC + HBA + ARP + HSA - that is, the actual brake, anti-lock braking system, electronic brake force distribution, stabilization system, emulation of locks, anti-buffer control, under/oversteer control, emergency braking assistance, rollover prevention, hill start assistance. The parking brake is mechanical with a manual drive.

There are no comments on the efficiency of work during a blitz acquaintance. And in terms of reliability, so far it is rather not real defects that are characteristic, but unmotivated error diagnostics (with the transition to emergency mode). And, of course, like the rest of the systems, the ESP of already released cars was also flashed.

STEERING

The type of steering depends on the configuration: up to a semi-drain - a hydraulic booster, from a semi-top and above - an electric booster (although for other brands it’s more common to have an electrician on cheaper versions). The EUR motor is located at the top of the column, like on Toyotas - so the durability of the mechanism is not expected. It is highly recommended to check the tightness of the fastening of the tie rod ends before the start of operation.

Management is easy, understandable, however, the presence of a budget-level EUR is clearly manifested by "ignoble" sensations on the steering wheel. Maneuverability and turning radius, despite a decent wheelbase, are not bad. The front drive shafts are of equal length, so there is no nasty torque steering.

PASSABILITY

Four-wheel drive - classic torque-on-demand (similar to Toyota ATC): constant front, automatic connection of the rear wheels with a multi-plate electromechanical clutch mounted on the rear gearbox (since 2010 - GKN, since 2014 - BorgWarner).

Additional control options - forced activation of the maximum clutch lock mode, disabling ESP. Wheel locks are automatically emulated using the braking system. This is where the oddities of the car's electronics come in: although the button is by definition designed to force inclusion couplings, in some conditions it actually disables rear-wheel drive - advanced owners warn that having already "planted" the car in automatic mode, you should not try to turn on the "Lock" mode.

According to the components of patency:
- Clearance. It balances on the verge of the minimum class requirements - 180 mm.
- Geometry. The front overhang is normally sloping, the rear overhang is short. The exhaust tract, propeller shaft and not too well located fuel tank are quite vulnerable, but there are no hanging giblets (like the RAV4 40, the "wheel drive" Juke, etc.) under the bottom.
- Articulation. Indicators below average - this is some kind of all-Korean tradition.
- 4WD scheme. The most common type of plug-in drive, efficiency and endurance at the level of analogues. There is a forced 4WD mode (although it sometimes works with oddities).
- Emulation of wheel locks. Efficiency is not bad, at the level of good analogues.
- Thrust-to-weight ratio. For the gasoline version - the minimum acceptable, for the diesel version - not the most optimal due to the "pit-explosive" nature of the engine.
- Durability of transmission. Full-fledged hydromechanical machines, there are no questions regarding the gasoline version.
Total: definitely better than RAV4, expectedly worse than Forester, approximately at the level of Sportage / Tuscon SL / LM.

CLIMATE
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Before restyling, a conventional air conditioner was installed on the stock and semi-stock, and single-zone climate control was installed from the semi-top (a classic implementation with a simple compressor). The central deflectors of the instrument panel are overlapped. The control principle is the most correct - with the separation of auto-modes of blowing force and direction (like in S12), but the controls are not very good - there is no display, round controls are not very informative.

The standard set of pillows for today is present - two front, two side, two curtains (except for stock versions, which have only two pillows left - dubious savings). Crash tests according to the EuroNCAP methodology were not carried out.

Starting from the semi-top there is an "optitronic" combination with a simple trip computer - beautiful, although in the daylight and dim-sighted.

Sometimes it’s even embarrassing for Toyota - well, how can you bet on the latest 4th generation RAV4 squalor, which is radically inferior even to the budget version of SY.


After restyling, at least relies an integrated multimedia system with a large touch screen, navigation and other amenities of a normal Asian combine.

ELECTRICAL EQUIPMENT

Semi-top equipment can be considered as optimal in terms of equipment. Among other things, it includes heated rear seats, heated steering wheel, optotronic combination, rear parking sensors, electric folding mirrors. After restyling, a keyless access and engine start system became a nice addition.

The electrics of Korando initially do not assume a calm future - for a manufacturer of this level there are too many modern electronics tied via CAN and controlled via BCM (not to mention the connection of all main control units via the CAN bus). But for now, the problems are more mundane - a strange headlight setting (until MY2014), a strange wiper pause control, unreliable power windows (the best thing is not to use them, remembering to turn on the lock button).

BRAND

The most modest Korean automaker with a long history and ambiguous "karma". From the beginning of the 60s to the beginning of the 90s, he was engaged in the production of Korean "jeeps" and special vehicles. The partnership with Mercedes-Benz (1991-1997) proves to be decisive for the development of the company. In 1997-2000 - part of Daewoo, but due to the ruin of the latter, the alliance breaks up. In 2004-2009 - controlled by the Chinese (SAIC), but the relationship ends in a scandalous divorce. Since 2010 - controlled by the Indians (Mahindra).

The scale of production (about 120 tons in 2012, 140 tons in 2014) is negligible against the background of the total output of passenger cars of Korean brands (~4500 tons). More than a third of the volumes were dispersed within Korea, another quarter - on the main export market, in the Russian Federation.

Historically, the most valuable SY vehicle was the Istana, which at one time became the backbone of commercial passenger traffic in the Far East of the Russian Federation. Also made with the help of Mercedes Musso and Korando II did not find much popularity or respect, but thanks to conveyor longevity, they entered the classics fund. The new models that appeared later already bore the imprint of the company's problems and the costs of their own engineering (if Rexton had a rudimentary legacy of Merc, Kyron-Actyon were pure amateur performance). The experience of producing these frame "under-SUVs" can hardly be attributed to asset - as a rule, their owners bought SY for the first and last time.

The company never had a light program, so the Korando III became literally the first experience in creating an initial front-wheel drive car with a monocoque body.

QUALITY

It is obvious that the "quality" of a vehicle is not taken from nowhere only at the request of the manufacturer, but is gradually built up from many individual bricks. As noted above, one of them - previous positive experience - in the case of Korando does not exist in principle.

For the same reason, we will refrain from any formalized assessment of the work of designers - this issue can be approached at least after 5-8 years of operation of a given or similar model of the previous generation. On paper, some strange decisions are present - but nothing more. The first questions arise for a bunch of designers and technologists - on serial machines of not the first year of production, fraying hoses, bolts protruding where they do not need to, lights rubbing against the body, etc. - are an indicator of the level.

The next step is accessories. While reputable automakers usually use the services of affiliated companies or oem-suppliers of the first rank, then SY is forced to turn more often to products of second-rate firms - this can be seen even with a cursory study of the origin of small components.

Usually we try not to label "bad local assembly", especially since the problems occur with fully shipped Korean components. But you should not remove the share of guilt from the Primorye residents - it’s not for nothing that the turnover "forgotten at the factory" has become the norm even when communicating with officials - today there are not so many models that need an "after-sales" broach of the chassis, checking clamps, refueling the air conditioner, refueling the machine, but the story with oil cooler plugs will be remembered for a long time.

Traders look the best in the SY team - at least they understand that it is not enough just to sell cars of an unpopular brand in a stagnating market, it is desirable to actively and creatively "push" them.

The cost of CASCO is even higher than that of many classmates of more decent brands - before the war it was about $ 2,000 in an office of an average rank.

Of course, the modest scale of SY turns into difficulties with the service network. Here, the "loss of connection between generations" is also manifested, although it would be strange to expect from a brand that has already replaced four official "roofs" on the Russian market, the presence of solid specialists with work experience. So at best, you have to rely on a modest enclosure in the house of one of the multi-brand companies and staff trained along the way.

Thoroughly raw software for almost all control units has become Korando's scourge - so firmware and encoding updates come out with regular updates of some browsers. The owners themselves already prefer to think in the direction that a large number of software updates, as it were, indicates the "modernity" and high technical complexity of the model. However, we still note that the technical level of Korando corresponds rather to the beginning of the 2000s, when the vast majority of the same Toyotas had neither the capabilities nor the need for reprogramming at all. And most of his modern Asian classmates require intervention in the "brains" almost an order of magnitude less often (for example, our S12 from the previous review was flashed once in five years).

Providing spare parts is perhaps the saddest chapter of the Korando story. Let us once again pay attention: the Russian Federation was the most significant foreign market for SY, the rest of the export did not show explosive growth at all and was smeared all over the world with the thinnest layer - rather creating the illusion of presence. This directly implies the corresponding level of interest in the model from serious duplicate manufacturers, and their "efficiency". And if the situation gradually settled down for elementary consumables, then the waiting times for even small parts for warranty replacements can still be stretched out for impossible 1-2-3 months. We must not forget about the lack of platform models, "prototypes", structurally close analogues of other brands and, of course, "contract" nodes. The only small outlet is some details, like hydraulic lifters or nozzles, borrowed from previous models, as well as empirically selected analogs from HMC models. For the same reason, it is highly recommended to pay attention to the limitations of the warranty given in the service book in advance. They are always unpleasant, but for a full-fledged brand, the issue can, in principle, be resolved within a reasonable time (after all, "loot conquers evil"), but in the case of Korando, many components are physically absent - they can only be ordered at low speed due to the 125th meridian and only through officials.

In the current economic situation, a global question is also appropriate - where will SY be, if not tomorrow, then in five years? When will his dynamic Russian partner once again "optimize" the production program? In any case, each buyer of piece goods must be aware that he runs the risk of being left face to face with one and a half tons of "disposable" iron.

It should be noted that SY is good for those who like to delve into the car - improve, modify, saw off, cover up, pick up an analogue ... Its owner eventually becomes one of the most technically savvy owners of new cars - something similar is also found among the "mechanical drivers" of fresh GM-Chevrolet. Well, can you imagine a completely "herbivorous" owner of a new warranty Japanese woman who bends the fuel manifold with a crowbar to improve the stability of the engine at idle?

In general, from observations of the owners of Korando / Actyon, one gets the feeling that most of the dissatisfied are people of a newer formation, former owners of decent foreign cars who decided to "change the quality of life" by switching to the class of SUVs. But the assumption that if the two main Korean brands have pulled themselves up to the level of quality of the classic Japanese, then the rest will not bring surprises, was still erroneous. So the degree of "dampness" of a new car, the number of minor and not very defects, the situation with the service can somewhat shock a modern person who has the right to believe that a "guarantee" is not so much the elimination of a shaft of major troubles at the expense of the manufacturer, but the period for which an initially high-quality car should not have serious problems at all.

Typical so far satisfied customers of Korando can be roughly divided into two groups. The first is the former owners of frankly utilitarian cars (from a basin to a logan), for whom the positive sensations from moving to a radically new level compensate for everything else. The second group is a kind of "men" in age, "handy", but far from the nuances of the modern car industry. It seems strange to us not to distinguish between hyundai-kia / gm-korea / samsung / ssangyong by quality level - for them, there are abstract "Koreans" at best. They live quietly in their own way, not imagining the difference in reliability between Renault and Peugeot, Opel and Honda. And they can choose a car purely "organoleptically" - and this is where Korando captivates, because at the first meeting and test drive it looks more attractive than many classmates, and even costs a little cheaper. They perceive the "features" of the same model and brand with surprising humility - "so new model", "well, the Koreans had no experience"... except perhaps remembering the "gift horse" - although with such loyalty it sometimes seems that the cars were really presented to them.

COMPETITION

But in the case of Korando, it just doesn’t smell like gifts - the charm of a small tractor and its gasoline counterpart is completely dispelled at the sight of the price tag (and especially after it is “divided” by the “quality” parameter).

Yes, a lot of frank rubbish was traded in Russia at a price of $30k+. But if some can at least hide behind conditionally reputable brands (like GM), then what is... Mahindra doing here? And why is it that even an SL / LM (an overrated, highly flawed, but still deservedly popular car) with a similar filling is more expensive than a SY layout by a few percent?

RESULTS

Korando (Actyon) is a strange synthesis of good form and mediocre content. As a pure abstraction, it is not bad: in statics it surpasses many classmates (mainly due to the work of Italians), in dynamics it is not inferior in most disciplines. In the role of a corporate or rental car, it could be preferred to all compact and many mid-size SUVs.

But not in the role of personal transport - when it comes to ownership, maintenance, reliability and maintainability parameters, then everything falls into place. Practice has shown that Korando does not have a single trouble-free modification that could be operated for any length of time, limited only by planned maintenance costs and non-destructive current repairs.

Not bad if SsangYong will bring to mind its debut in the parquet class and continue development. But it is desirable that someone else pay for this training and work as a "factory tester".

Buying a Korando (by analogy with any "Chinese") makes sense when the future is guaranteed and cloudless, a long life together with the car is not planned, and the $30-35k spent can be written off painlessly at any time. If any of these points is not fulfilled, then machines should be purchased not only of higher quality initially, but also with clear prospects for operation. "We are not rich enough to buy cheap things"- exactly about SsangYong.

P.S.(Fall 2015) Looks like the answer to the question "Where will SY be?" you won't have to wait long. Sales in the Russian Federation have collapsed several times, local assembly has stopped, the so-called "dealer network" is falling apart, new cars serve as donors of components for still warranty repairs, spare parts prices look simply monstrous in the absence of duplicates ... In general, it remains only to congratulate those who overcame doubts and did NOT become the owner of the Russian SsangYong "a.

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