While driving this car, I had a really good feeling about the front. I also test drove this car. If I talk about that, it could be a big deal, right? Right? Right? I edited it. Hello everyone, I'm Opa Han. Today, I'm here with the CEO of The Most, Mr. Go Min-soo. Please say hello. Hello, I'm Go Min from The Most. Today, we're going to take a look at a really interesting car, the Grand Korinus. We're going to explore it for the first time in Korea with Mr. Go Min-soo from The Most. Before we start the video, I want to mention that when we film the Grand Korinus, there might be comments asking why we're filming this. But if a car YouTuber doesn't film cars, there’s really nothing to shoot, right? We can just look at cars as cars. Exactly. Moreover, this is a new domestic car that has been released after a long time.

There are many fascinating and interesting aspects. Today, before we started the video, I spent about an hour with the CEO looking around the car, and I saw a lot of things that made me think, Oh, so this is what it has. We will discuss the differences, the advantages, and the aspects that might be lacking. I would appreciate your attention today as well. Now, shall we take a look? The new cars we usually see have been quite boring, right? They all look the same, just stretched out a bit. However, I saw the new front-wheel-drive platform for the first time today, and it’s quite attractive. The CEO has also experienced it, and honestly, the overall evaluation was astonishing. There were comments about the driving feel of BMW and the ride comfort of a Bentley.

All the expected features have been released, and I even took a test drive and went in to take a look because I was curious about why it was performing like this. The driving experience was quite good. So, let's take a look at the front first. First of all, it's a global company, including Volvo and Renault Korea, and since it's a platform that they all use, it has applied a well-structured frame to respond to small overlaps. If you look at the member, you can see that it has a square member designed for small overlaps, which is bolted together. The front structure can be made without this, depending on the safety regulations of each country, and it's a platform that can also create global models, allowing for various uses. That's right, if you can just make it with one platform, it's great. These days, many companies are sharing platforms. The moment I saw the chassis, I thought...

The lower body cover of the representative's car is impressive, isn't it? We have conducted almost all the lower body reviews together, starting with domestic cars and moving on to imported ones. I feel that the level of cover is comparable to that of imported cars. For a car, this level of cover should belong to a lineup like Genesis. This car is also a hybrid, and when we talk about hybrids, the most important factor is fuel efficiency. To reduce the resistance from passing air and improve aerodynamic performance, having such extensive covers is essential for enhancing fuel efficiency. Furthermore, the car is very quiet when actually driven. This model features active noise cancellation, which is the first in its class. Unlike other models, it does not allow noise in at all because it does not have double-glazed windows. It reduces sound significantly.

Is it being captured by high frequency? What kind of method is it? I don't know when it operates, but when I drive like this, I'm in a situation where I'm cruising at a constant speed, and there will be a certain noise frequency coming in. However, it is said that the human ear cannot hear these frequencies simultaneously. So, if a different, unusual frequency comes in first and noise canceling generates that sound, people cannot hear that unpleasant noise. It's a kind of fake-out. The course we test drove on had a lot of wind and was by the sea, so there could have been a lot of driving wind noise. But it was very quiet. Very quiet. The wind noise, and then the road noise coming from the tires, was truly top-notch. The platform itself has this square platform, and if you look at the cross member, usually...

Now, there are often cases where there is one engine mission mount at the front. However, in this case, it has two mounts, one for the engine and one for the transmission, placed on both sides. So, two mounts are used. Of course, there's a difference between having one large mount or two small ones. If an accident occurs, it breaks and allows the engine to drop down rather than being pushed into the cabin. It is designed so that it falls down. So, it doesn’t just drop; based on simulations, even if it drops about 5 to 6 cm, it still doesn't push into the cabin, which makes a significant difference. It has been structured that way. Interestingly, while there are many single-piece mounts, this one has bushings inside and in the middle, connecting them. This seems to be done to enhance the efficiency of the engine and transmission mounts, possibly paying attention to vibrations and such.

Let's take a look at the cross member's shape. The shape of the cross member is quite sturdy. Yes, when you look at the assembly of the second-generation cross member at Hyundai Motor, you'll see that the cross member has the same shape on the top and bottom. They attach it like this and then weld it. They perform a full round of welding. To increase the reliability of this process, when assembling models like the Carnival or the Palisade, they connect bolts to ensure there is no gap. Gaps can occur during welding, so they use bolts during the process. The same applies here; they also bolt the upper and lower members before proceeding with the welding. Additionally, it's interesting that these days, when we buy cars, we often see things like reinforcement plates, underbars, and frame inserts being used in cafes and other places.

Let me talk about the frame insert. The cross member bolt is here. It has bolt holes inside and is assembled like this. If it is too tight, what happens? In a mass production process, efficiency decreases. We need to do it quickly, so we widen the holes. However, if we widen them like this, there will be space for the bolt, right? The bolt is long, and in situations where it experiences a sudden load, it can move. If you look at modern Hyundai and Kia cars, you'll see that at the back, the member bolts are secured to the chassis with a wide plate. Originally, that part was weak, so they reinforced it to make it sturdier. However, they have completely changed the shape of the member itself to connect it to the chassis at the back.

I have connected it once more with a thick bolt, so it's been made sturdy enough to hold without needing a separate reinforcement. That's right; this side has a structure where the bolt can shake, so I've extended it a bit more and firmly secured it to the car. Now, GM runs well. GM, so the fundamentals are strong. When we usually review cars, we talk about the fundamentals, and it's these small details that really make a difference when driving. Right, it may seem trivial, but the car's straight-line stability, rolling, and how it bounces over continuous road surfaces—when the car twists continuously—that's where the difference inevitably shows. Small differences can lead to big impacts, as we always say. Let's take a look at the front knuckle. The structure of the front knuckle, like domestic cars, is made of aluminum and is attached to the subframe.

Please take a look at the mount. You're talking about the mount here, right? Yes, the mount. If you look at the mount, on a typical front-wheel drive platform of vehicles, the knuckle is shaped like a 'D' and is bolted in place. However, this one receives a load from above, so it takes vertical loads. The shock absorber is completely seated on the lower arm structure's knuckle. I've seen this structure somewhere before. This is the BMW parts catalog. Look closely; this one and that one are the same. How did this happen? The representative said that in a MacPherson type, the shock absorber supports the vehicle's load, so when it compresses, the knuckle's pivot point needs to be quite sturdy. Therefore, although the two structures are the same, they are not identical. For example, if you look at Chevrolet, the bottom part of the shock absorber looks similar in housing, but the material is different.

It's thicker now. So, when it’s bolted together, that part is a bit sturdier, which increases the car's stability. It needs to be supported, right? Because it's the part where everything settles. In a way, it's like the leg part of the shock absorber. The connecting leg part needs to be strong. These aspects come together, and what surprised me while driving this car is that, typically, when driving front-wheel drive platforms, you feel vibrations through the steering wheel. It can be a bit unpleasant, especially in cheaper cars, where you feel a constant shaking. But this one had very little of that. If you experience my driving, there are many surprising aspects. So, we’ve really focused on minimizing those vibrations.

I said you did well because nowadays, the R MDPS member is here. The suspension is connected to the cross member that supports it. So, the vibrations from here travel through it into the cabin. If you look at it, even the road arm that goes into the tide is all made of alloy. Everything here is alloy. So, it's definitely much better than regular steel. Also, I've mentioned the difference between RM DPS and CMDPS several times. Yes, I remember. Honestly, the difference between the RM DPS and CMDPS in domestic cars is mainly the position of the motor. There are two types of R MDPS: the expensive one and the cheaper one. The expensive one uses a ball screw method, which makes it more reliable. Over time, it experiences less play, and the steering force controlling the gears is very tight and precise. So, those cars are typically only found in Hyundai and Kia models.

Even when compared, the Genesis uses a type of one gear, while regular cars have slightly larger C-type MDPS motors placed underneath. You can think of it that way, but I was really surprised to find the MDPS ZF4 in this car. It's not a lie; as soon as I saw the ZF4 mark here, I wondered what this was. Honestly, does it make sense for a second-tier car to have ZF4? Is this car really a Renault? There are many discussions about it being a Chinese car. However, the cars based on Geely Automobile in China are all European in origin due to their ties with Volvo and Renault. They are designed with the intention of being sold in Europe and tailored to European standards. While it might be a bit awkward to talk about cost-effectiveness, I remember the CEO mentioning that it’s somewhat disappointing, but when it comes to price competitiveness, they are quite aggressive.

If you go down, you can detail all those disadvantages. This time, if you look at the Grand Cherokee, the price is quite reasonable. However, here you can see that it has parts like ZF4 and different alloys compared to competing models, right? It's different. Also, while driving this car, we often drove at high speeds; we drove nearly 6 kilometers. During that drive, the straight-line stability was good, but the roll and other aspects were also very impressive. The car's dynamics are created by high-quality components like the shock absorbers, steering wheel springs, and the steering worm gear. All these parts in the interior are of good quality. Additionally, the stabilizers, which are referred to as basic components, have a thickness of 27.5 mm at the front and 28 mm at the rear. With that thickness, which car can we compare it to? Perhaps the GV70?

The GV70 has a front width of 288mm, and compared to the Palisade, which is often mentioned as a wide domestic vehicle, it has only 25mm. This means that the basic structure of the GV70 is significantly stronger, right? So, I think the car is very fun and attractive. I was thinking this even before the shoot. If you go to the back, you’ll see the hybrid battery. It feels like it has the spirit of Tetris. I wonder how they thought to place the battery right in the middle. The space isn’t actually that large when you take it apart, because it’s just the area where the drive shaft and other components pass through, so it’s not big, but the space is long. However, the fact that they managed to efficiently arrange the battery in that space is something I really want to applaud. In the case of the Carnival Hybrid, the second row...

There is also a battery behind the driver’s seat. I didn't realize this, but when driving hard on hot days, the heat can build up. To manage that heat, there are vents that release air. If the battery is positioned in the middle, it helps with the thermal aspect as well. When the car is in motion, the airflow cools down the battery effectively, making it more efficient and providing good space utilization. In hybrid cars where the battery is located under the seats, the cushioning tends to be less comfortable. However, this car doesn’t have that issue. It is space-efficient, and the central placement of the battery contributes to better weight distribution, which enhances the car's stability.

This setup is truly impressive, and it makes you realize how great this platform is. The CMA platform is used not only by Geely in China but also by Volvo. Of course, there are differences in the quality of parts; honestly, when you look at something like Volvo, it uses far more premium components than this one. So, this car has a solid base, and the premium features from Volvo are added to it. It has been modified to suit the specifications for the Korean market, with parts adjusted accordingly. In fact, this car is classified as a domestic vehicle because it has a localization rate of over 60%. To achieve that 60% localization rate, components like show parts, show money, and even steel plates are all produced in Korea.

It has brought technology, but it can be considered a domestic car. If you look here, the underside is very clean, especially the side sills. Here, here, and here. Yes, and if you look again, there are only one or two layers. This structure is something you can see in GM or foreign cars. There are two welding methods for assembling the body: the build layered method and the modular layered method. In the case of the modular layered method, it creates the car's floor, side panels, and roof. It puts everything into a kind of mold and builds everything at once. This makes production costs very efficient and reduces expenses. However, when parts are made separately and then assembled, the precision may slightly decrease, which can lead to a slight misalignment in the car. So, cars made with the modular layered method tend to have some gaps. There are gaps, but this build method...

The red methods rise from the bottom, so they are somewhat advantageous in terms of step differences. In the past, it was said that this method had greater rigidity, but these days, the modular layered approach also shows sufficient rigidity. So, it's hard to say which is better. However, in terms of step differences, this method is very efficient, and high-end brands still adhere to it. Think of sturdy brands like Volvo or BMW. Now, let's take a look at the rear side. Is this material really good? Our Iman Do windscreen is excellent, and if you look back at old videos, we did a chassis review with the representative, and almost all the cars are there, like the S-Class or the Genesis. So, we currently have the hybrid cover removed, but the hybrid cover...

If everything is assembled, it doesn't really show. The bottom is completely flat from the front to the back. Right now, we have it removed, so you can see it, but it's all covered up. This means that as the wind passes by, it hits this surface and creates resistance. This can give the feeling that the car is heavier, and if the aerodynamic performance is affected, it can also decrease fuel efficiency. So, having the bottom as flat as possible is ideal, and we have made a significant effort to achieve that. The heat management is also well designed, with gaps on the sides, unlike typical vehicles that are completely sealed off. There’s nothing to nitpick about. Even inside the engine room, it’s not just parts covered up because they generate heat; everything is simply covered.

In the case of the muffler for the Tucson, the shape of the muffler is quite similar to that of the Sportage. It has a horizontal structure. The heat shield for the muffler is designed to be just the right size. Since a lot of heat is generated in the center, it prevents heat from rising from the middle, and the entire section from the front to the inside of the bumper is wrapped and secured with bolts. 

Additionally, for more expensive cars, you can see that the number of bolts used for the heat shield is quite high. The noise from this heat shield can be quite loud as it vibrates and makes sounds when in motion. Surprisingly, the number of bolts is more than you might expect. This is because, with a good platform, even if there are some issues here, the overall quality of the car remains high.

Even if we make reductions, we still benefit in certain areas. In a way, it's because Renault has taken that platform and created a Korean version of it. That's why the platform is important; it needs to be used in a structure that fits its purpose and is suitable for the situation. Since the platform itself is well-made, its efficiency is quite good. Now, let's look at the rear underbody. The rear hub overarm is very sturdy. Although you can't see it right now due to the underbody cover, the thickness of the plate is quite substantial. In contrast, Hyundai and Kia tend to use thinner materials. Additionally, if we examine the rear underbody, the cross member is also very robust. The thickness of the metal rolled in is impressive.

It's very sturdy, and the front frame is also quite strong. It's incredibly thick. Yes, the thickness is impressive, but if you look from this side, you'll see that the thickness here, where the load is applied, has been reinforced with welding. In luxury cars like BMWs, they sometimes create these parts as a single piece, which would be better, but this car is a mass-market vehicle. For a mass-market car, a certain level of sturdiness is essential for reliability, and this one is quite good. The car has been built robustly, and if you look at the front, you'll see that all the load-bearing parts, including the front assist arms, have been reinforced with welding. The outer layer has been added this way, right? The knuckle is made of aluminum, and the assist arm coming from aluminum is something we see often.

You see, this BMW, right? When you look at it, they initially got criticized for removing aluminum, but to use aluminum here, it needs to be quite thick. So, in a way, it’s like a giga-steel material; it needs to be thick, and only the bushings at the end can be efficiently made with aluminum. This way, we can slim down the space a bit. This is the same approach we took when reviewing the BM series. Then, regarding the upper arm, if this platform is going to be used for a luxury car, it might be reasonable to switch to aluminum for that part. There's space available up here, so it could be changed to aluminum. In terms of materials, it's generally typical. It's common, but...

The trailing arm here, this side, right? As the lower body moves, it generates lateral acceleration at the back. The part that serves as the support point is right here, here, and here. Yes, this part. It is connected to the chassis. If you look at typical cars, there are two bolts firmly fixed in this trailing bushing, like in Hyundai and Kia cars. However, this one has a strong bracket that is bolted on both sides, making it sturdy. It is attached to the chassis with four bolts. You can see here, one, two, three, four; they are firmly attached. They are thick, right? So, the difference in rigidity between being attached to the chassis and being assembled with a sturdy bracket is like night and day. This means that when the lower body shifts and twists continuously, the structural integrity is significantly enhanced.

When it occurs, there are no games or anything about the rigidity points. Ah, where can I see this? The Malibu is structured like this. Places that make a good chassis platform do it this way, and this car has a similar structure. Right? Just looking at this, you can see that the thickness is incredibly thick, and because it is fixed so robustly, it supports everything, right? It's not advanced technology, but it has adopted an advanced method. If we only look at the hybrid platform, to be honest, we didn't believe it until we saw it. We just thought it was our feeling. However, as we take it apart piece by piece, we become more amazed. And in the case of the rear stabilizer, the thickness is 22mm, which is similar to the Santa Fe and Sorento.

What's unusual is that usually, the stabilizer link is connected to the cross member, but in this case, it is directly connected to the knuckle. This means it moves directly, allowing the knuckle to twist quickly. I was a bit surprised by this aspect. Also, if you look over here, you can really feel that Renault has made a huge effort to maximize the interior space with this new platform. When I first looked at the car from underneath without removing the wheels, I noticed there were only three springs. I thought that was a bit short. It felt like it was more of a sports car. However, the thickness of the lower arm is quite significant, and inside, two springs are integrated. So there are indeed two springs in there.

So, the space we have here is about 7 cm. The fact that we can lower the spring contact point by 5 cm to 7 cm means we can secure that much more interior space in the second row. It may seem trivial, but it's actually a very challenging technology. It's truly impressive. Yes, we have significantly lowered the center of gravity for the operation itself. If you look at the undercarriage of Hyundai vehicles, it gives a feeling of being somewhat excessive and flimsy, but instead, it provides a vast interior space. However, when you look at something like Genesis, it's sturdy and good, but the interior space is relatively cramped. So, if this is robust, we might have to compromise a bit on the interior space. There’s a reason for all of this, right? But for the typical entry-level models, the performance of the undercarriage is generally sufficient these days, as they are coming out quite robustly.

It's something that comes from thinking and reaching a certain compromise. Depending on the person, it might be a bit uncomfortable or inconvenient, but when we rode in it, the fact that the second-row seats don't recline was somewhat inconvenient. However, we didn't really feel disappointed about the space. The headroom in the second row is very spacious. They really tried to lower it as much as possible. I should also mention that if you look at the second-row cross member, the thickness of the bushings is quite substantial. It's really thick, and a lot of people do this; they widen the member washer to better compress the materials and reduce the gap tolerance.

This is how it is done. As you can see, the purity has been maintained well, and the width is quite ample. The washer is also made thick and sturdy. This indicates that the platform itself is quite good; it seems that a lot of care has been taken in its design. Next, I haven't removed the wheelhouse because there is no insulation on the inside of it. The material and thickness of the wheelhouse cover are designed to effectively block noise. If you look at the rear shock mount, it is made of aluminum, but I thought the front was aluminum as well; it turns out it isn't. The front is not aluminum. Interestingly, the front shock mount of the Trax crossover is aluminum. This is something we always need to check. Typically, the position of the rear shock is...

Lying back like this, it seems that it's slightly tilted back, and it also has a slight forward lean. I think they set it up in such a way as it came down. Since they created the interior structure like this, they have lowered it quite a bit. They've lowered the spring contact points a lot. They also made an effort for a flat new platform, and since it’s a front-wheel-drive platform, it provides sufficient interior space. Moreover, true to the Renault platform, the insulation and sealing are very well done. If you look inside, there are parts that continue seamlessly. The underbody also feels well-constructed without any breaks, giving a sense of completeness.

I'm going now. So, I expressed it like a joke, but without that feeling, it has been done really well. The wheel bolts usually need to have high rigidity, so European cars mostly use bolts. Domestic and Japanese cars tend to use more nuts, but for high-weight and luxury models, like the Genesis lineup, they also use bolts. However, this one has been using bolts since the old days, from the Chevrolet GM era, back to the Daewoo days. As we look around with the representative, we think that it has incorporated all the good parts. The structure is actually the same as that of imported cars, right? It’s just labeled as a Samsung car or a Renault car, but this car could very well be considered a European car.

I get the feeling of a budget car, and at this level, it seems like the profit margin might not be very exciting. That's Renault's situation. Another thing I noticed is the line; as I looked more closely, I realized that it starts from here and continues all the way through. So, it feels like they inherited a good platform. Typically, the engine area is used, but when you go to the back, it’s not often utilized, especially in expensive cars. However, since they are using the same platform, it feels more like a unified structure rather than just a division. It's also difficult to create this with different materials, which is why the platform is important. So, this platform really is crucial for the premium feel.

To get a cheaper car on the platform, I end up spending a bit more money. It feels like, Oh, just include this. So, I found those aspects quite good. There are concerns about Chinese cars, but these days, many domestic cars are also heavily influenced by Chinese designs. So, there are indeed many cars that are made in China. The factories are located in China, and even the Renault Koleos can be produced domestically, which means it uses local parts. It’s more accurate to think of it as a true domestic car. The design is different too. Right? And whether it’s the transmission or the engine, the only difference is the corporate entity that established it; essentially, they are all aviation products. So, I don’t think you need to worry too much about those aspects. And over here, I wonder if you can see it. Yes, if you look at the front bumper frame over there...

I was surprised. I've installed this amazing aluminum alloy bumper frame. Since the platform is good, it’s compatible and can be used as is. I checked the thickness of the springs as well, and honestly, the spring thickness in the back is significantly thicker. So, with those aspects, you can feel the European car sensibility when driving, and I think it will be remembered as a fun car. Alright, today, together with the representative, we are looking at the Grand Koleos chassis, which I believe is the first in the country. However, many people visiting the showroom have also started to think about it, and the period has also been extended quite a bit.

I heard that the duration has increased. It's been over two months now. It's surprising that even the duration for gasoline has been extended. It seems that consumers are becoming smarter. No matter how much we influencers say that something is good, there is still a lot of skepticism. However, when I listen to the reviews from actual buyers, most of the feedback is positive. I think there are quite a few people who are starting to take an interest and look around.

When you came, could you explain the advantages of the Koleos compared to the Sorento and Santa Fe? Also, could you tell us if it's a reliable car worth buying? This will help wrap up the video. First, regarding the platform, honestly, the chassis ratings for the Santa Fe and Sorento, especially in terms of hybrid feel, are a bit different when you drive this car.

The time was a bit fresh, right? And the fuel efficiency is said to be similar. Now, the convenience of maintenance and other aspects can only be assessed after the car has been driven around. We need to observe the costs of replacing parts that commonly get damaged in minor accidents, like bumpers, side mirrors, and lights. It seems reasonable to evaluate that aspect. Today, while touring with the representative, we had the opportunity to confirm why we felt certain things during our previous drives. This time, we were able to check the condition of the new car as well. It would be great to discuss the car with an expert, as I'm quite curious about it. Thank you, and I will wrap it up here. Let's hear from you all.

I will now start the review of the new ultra-lightweight air gun. It weighs only about 200 grams, yet it boasts incredibly strong power. The twin air gun can also be used as a vacuum cleaner, making it great for simple cleaning tasks or removing dust from your car. If you purchase it now, you will receive a complete set of 13 accessories, including various nozzles. This allows you to inflate things while camping or even start a fire. There's also a hairdryer nozzle included, which makes it possible to dry your hair. It features a BDC motor that is found in high-end hairdryers, providing impressive suction power and airflow.

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