KGM Korando III (C200) (2010 – 2019)
Reliability score : 7.4/10
The third-generation SsangYong (now KGM) Korando (code name C200) marks a historic turning point for the Korean manufacturer. Designed by Giorgetto Giugiaro, it abandons the ladder frame chassis of its predecessors for a modern monocoque structure, positioning it against the star compact SUVs of the market (Kia Sportage, Nissan Qashqai). It benefited from two major facelifts (2013 and 2017) that significantly improved the perceived quality of the cabin and the soundproofing. While it suffers from a discreet brand image and steep depreciation, it offers an unbeatable price-to-equipment ratio and excellent towing capacities (up to 2 tons), making it a popular choice among caravanners. Overall reliability is decent, but heavily dependent on the choice of gearbox on the early diesel models.
✅ Strengths
- Very advantageous used price-to-equipment ratio
- Exceptional towing capacity for the category (up to 2,000 kg)
- Generous rear roominess and flat floor
- Reliability of the 2.2 e-XDi engine and the Aisin automatic gearbox (post-2015)
- Initial 5-year manufacturer warranty (guarantee of proper maintenance in the early years)
⚠️ Weaknesses
- DSI automatic gearbox on the 2.0 e-XDi (pre-2015) unreliable and prone to jerking
- Quality of interior plastics on phase 1 (2010-2013)
- Sparse KGM/SsangYong dealer network
- Steep depreciation and sometimes difficult resale
- Slightly high fuel consumption compared to European standards
🎯 Verdict
The SsangYong Korando III is a rational choice for buyers on a tight budget who need a spacious SUV or an excellent tow vehicle. The verdict depends entirely on the chosen version. You must absolutely avoid the 2.0 e-XDi paired with the DSI automatic gearbox (pre-2015) due to its chronic fragility. On the other hand, the 2.0 e-XDi versions with a manual gearbox are robust. The best buy remains the facelifted version equipped with the 178 hp 2.2 e-XDi (from 2015 onwards): this engine is very reliable, performs well, and its pairing with the Japanese Aisin automatic gearbox makes it a highly recommendable and durable vehicle.
Common issues
Encrassement ou défaillance du FAP (Filtre à Particules Diesel)
High
🔧 80 000 – 150 000 km
💶 800 – 2 000 € (nettoyage ou remplacement)
Privilégier les longs trajets réguliers et vérifier les régénérations.
Vanne EGR (Exhaust Gas Recirculation) encrassée ou défectueuse
Medium
🔧 70 000 – 130 000 km
💶 300 – 700 € (nettoyage ou remplacement)
Un nettoyage préventif peut prolonger sa durée de vie.
Défaillance des injecteurs diesel
High
🔧 100 000 – 180 000 km
💶 400 – 800 € par injecteur (reconditionnement ou remplacement)
Utiliser du carburant de qualité et des additifs si nécessaire.
Défaillance du turbocompresseur
High
🔧 120 000 – 200 000 km
💶 1 200 – 2 500 € (remplacement)
Respecter les intervalles de vidange et laisser le moteur refroidir après usage intensif.
Problèmes de transmission automatique (à-coups, passages hésitants)
High
🔧 100 000 – 160 000 km
💶 1 500 – 3 000 € (réparation ou remplacement partiel)
Vérifier l'historique d'entretien de la boîte, vidange régulière de l'huile.
Estimated maintenance costs
| Oil change |
£70 – 130 |
| Timing chain |
£650 – 1 300 (si remplacement nécessaire) |
| Clutch |
£750 – 1 400 |
| Complete brakes |
£220 – 480 |
| Estimated annual budget |
£550 – 1 100 |
Indicative estimates (independent garage, UK market). Prices vary by region and year.