After moving a step closer to acquiring SsangYong, Mahindra & Mahindra (M&M) is taking a hard look at the Korean automaker’s portfolio to identify which of its models could work in India.

SUV specialists Mahindra and SsangYong started out from the same point — building 4x4 jeeps. As a result, products from both companies have had ruggedness as part of their DNA and a long history of building SUVs with a traditional body-on-frame chassis. SsangYong though, faltered in the styling department and gave their cars strange names like the Kyron, Actyon and Rexton. These SUVs are little known and, on a global scale, marginal products at best.

However, the all new Korando could be the game-changer SsangYong is in dire need of. It is the first monocoque vehicle SsangYong has ever produced in its 56-year-old history and the beleaguered Korean company is betting all its chips on this soft-roader.

However, for the Korando to have even a fighting chance, SsangYong realised that the first thing it had to do was move away from the weird shapes that characterised its previous SUVs. SsangYong gave the job to Italdesign, the legendary Italian styling firm, to pen a shape that would easily blend into any market around the world. The result is a pretty generic-looking SUV but a welcome move away from anything SsangYong has produced so far.

I managed to get my hands on a freshly minted example at the test track in SsangYong’s Pyeongtaek factory. The initial impression is that the Korando doesn’t have the bulk an SUV owner in India would expect. However, going in the Korando’s favour is the sporty stance of the car and a design that bears strong SUV cues. The muscular flanks, flared wheel arches that enclose 225/60 R17 tyres and a high beltline, deliver a dose of aggression but the small headlights, undersized grille and a chin that ducks under the body, give the nose a tame look. In fact, the Scorpio has a more aggressive nose than the Korando’s and from what I hear, Mahindra’s all-new global SUV, due in around six months, will make SsangYong’s best look outdated! In the Indian market, owners want more road presence and in-your-face looks but in Europe, which is the main market for the Korando, its relatively simple and understated lines should go down well.

In the interiors department, the dashboard is pretty straightforward with the controls logically laid out and within easy reach but the design is pretty uninspiring and the interiors don’t quite have the levels of plushness of, say, the Fortuner. The five-seater SUV has inadequate luggage capacity of only 486 litres with the seats up. However, passenger space is very competitive particularly in the back where legroom is quite generous. This will be a big plus in India. The front seats are also generous with enough adjustment for tall drivers. Outside visibility is good except for the fat rear pillars, which make parking tricky.

A couple of laps around the test track weren’t enough to arrive at a firm opinion. But the first impression after firing the 173bhp 2-litre turbo-diesel is that though it’s noisy from outside, the well-insulated cabin is reasonably quiet. Driving at cruising speeds, engine noise doesn’t intrude but at high revs it does sound gruff. The problem with this engine is the uneven power delivery, which is significantly peaky for a modern common-rail turbo-diesel. Peak power is produced at a lofty 4000rpm and maximum torque of 36.7kgm at 2000-3000rpm.

Accentuating the problem is the six-speed automatic gearbox fitted on my test car. The gearshifts were sluggish and had a reluctance to shift with urgency. Incidentally, the Korando’s auto gearbox is made by DSI, the same Australian firm (bought by Geely in 2009) that supplies the gearbox for the Scorpio auto. The India-spec Korando will, in all probability, come with a six-speed manual, which is a good thing.

A couple of corners on the test track gave me a feel of the Korando’s dynamics. The steering isn’t particularly accurate and there’s a mushy area around the straight-ahead position. The Korando rolls quite a bit too and though the test track surface was too smooth to assess the ride, I don’t expect the SUV to be a leader in terms of ride comfort on Indian roads.

Introducing it in India depends on a couple of factors. First, there is the job of completing the acquisition of SsangYong, a process that is in its final stages. Second, will the Korando be branded as a SsangYong or Mahindra? To be cost-competitive in the Indian market, the Korando will have to be locally assembled and the lead-time for setting up a CKD operation is considerable and can only start after Mahindra officially takes over. Last, where will it be positioned?

The Korando will not arrive here before 2012 and my guess is that it will sport a Mahindra badge as establishing an unknown brand like SsangYong in the Indian market will be too costly and time-consuming. Besides, the Korando fits in the Mahindra line up quite nicely, sitting way above the Scorpio and leaving a gap for Mahindra’s own all-new SUV (W201) to be slotted below. There is no talk about prices yet but the Korando could start at around Rs 15 lakh and undercut rivals like the Captiva, Fortuner and Santa Fe. At a competitive price, Mahindra’s future flagship model could be a serious rival to some established global names.

SPEC CHECK

SSANGYONG KORANDO

Price: Rs 15 lakh (est)

L/W/H: 4410/1830/1675mm

Ground clearance: 180mm

Engine: 4-cyls in-line, 1998cc, turbo-diesel

Power: 173bhp at 4000rpm

Torque: 36.7kgm at 2000-3000rpm

Gearbox: 6-speed manual/automatic

Suspension (F/R): Independent MacPherson struts with coil springs, anti-roll bar/ independent, multi-link, anti-roll bar

Brakes (F/R): Ventilated discs/ solid discs