![]() The GM part of GMK could withstand losing money on its cars while it established itself in South Korea, given it had the backing of Detroit. While Shinjin’s activities with AMC were of some success, the half of the company tied to General Motors was not. The second Korando had the Jeep-like market to itself in South Korea and was very successful. After, it continued as a SsangYong through 2006. The Korando was renamed Daewoo Korando from 1999 to 2001 as Daewoo bought back into the company that was formerly a part of it. The gen-two Korando of 1996 was on a Mercedes platform that underpinned its new SUV (Musso), though Korando still looked very much like a Jeep. The Korando remained in production by SsangYong through 1996, which must be some sort of design longevity record given the CJ-5 hailed from 1955. No matter who made it, the Jeep/Korando was still the same Jeep CJ-5 it had been since the Seventies. At that point, the Korando was rebranded again to SsangYong. The change brought with it a new model name for the Jeep, Korando.ĭong-A’s independence and ownership of Shinjin’s factories was yet another short-lived arrangement, as Dong-A was bought out by SsangYong in March of 1988. Shinjin and Keowha ceased to exist as entities at that point, and the company was forced to rebrand all Jeeps it made from 1985 onward to Dong-A. Independent for less than two years, Keowha was taken over by a company called Dong-A Motors at the end of 1984. After AMC’s departure, Shinjin/Keowha appeared to have financial difficulties. That entity was short-lived, as it was renamed in early 1981 to Keowha. Shinjin Jeep continued through 1979 when AMC sold off its share back to Shinin, and the company renamed itself Shinjin Motors. After the alliance, Shinjin started the South Korean assembly of Jeeps, with production from October 1974 onward. Shinjin’s earliest engine experience was in fact with the Jeep engines it put into the Saenara Bluebird. The two companies formed another 50-50 alliance (half of the half of Shinjin) and created Shinjin Jeep Motors. In spring 1974 there was a new development between Shinjin and AMC. Remember, Shinjin still owned half of itself and maintained independence in decision-making. While GMK dealers were largely unsuccessful at shifting Opels and Holdens to Koreans, there was another more promising business at Shinjin HQ. Customers steered clear and after three model years, GMK managed to sell only 922 Caminas. GMK pointed to other changes it made like a new center console, bucket seats, and door trim pieces. It made 66 horsepower and was immediately criticized for being underpowered. GMK attempted to respond to fuel efficiency criticism by offering a 1.5-liter engine in the revised Camina. It’s unclear whether this version was created by GMK or by Holden’s designers. While the Holden was available only as a two- or four-door sedan, a wagon variant was available only in the South Korean market. ![]() Other market differences between the Torana and the 1700 included an additional body style. The 1700 was powered by a 1.7-liter inline-four engine, which was an Opel-derived engine for whatever economical reason. The Holden was converted to left-hand drive for Korean purposes and sold at GMK dealers as the Chevrolet 1700. The first model introduced via GMK dealerships to South Korea was the Australian Holden Torana (LJ series). Said cars were either Opel or Holden based, and assembled (per government rules) in the very same South Korean factory that just finished constructing Toyotas. A few months later, that same dealership would be branded General Motors Korea, and have entirely different cars on the showroom floor. Let’s embark upon a series of particular business arrangements involving Shinjin that didn’t last very long.įunny to consider that customers who visited Shinjin dealerships in 1972 saw a trio of Toyota-designed models on sale. GMK was immediately the new face of GM product distribution in South Korea. The 50-50 GM-Shinjin venture saw the latter immediately renamed to General Motors Korea. The deal was finalized in 1972 and saw Toyota sell its stake in Shinjin directly to GM. As expected, the government stepped in and assisted in a new deal between Toyota, Shinjin, and General Motors. Toyota wanted to sell cars in China, and China forbade any company that sold products on its shores from having operations in South Korea. After a few successful years building a trio of Toyota models (Corona, Publica, and Crown), Shinjin was forced to look elsewhere for a business partner.
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