Ssangyong Reviews

Which would you prefer to eat? Kimchee from Korea or pad thai from Thailand. That's what it's like when it comes to one tonne utes. Most of the ones we get here are out of Thailand, but the Ssangyong Actyon is from Korea. We were keen to give it a try because we see Korea as more advanced than Thailand.And the new Actyon Tradie - the entry level model in Ssangyong's new ute lineup reinforces this notion in plenty of areas. It's a good thing as well as being a much better looker than the previous model.VALUEIt sells for $26,990 for the six-speed manual we drove last week. This is the steel wheel special, the work truck that never has an empty tray, the one that lives outside and never gets a wash, rarely a service.And get this, even though it's the base model the Tradie scores Bluetooth phone and audio, a soft feel dash and other cabin touch points, aircon, remote central locking including the spring loaded tailgate and a multi-function steering wheel.It needs a left foot rest for the driver and the handbrake lever mover on the right side. Apart from that, Tradie is full steam ahead.TECHNOLOGYThis is a complete revamp of that ladder chassis vehicle with a new front, new interior and new powertrain including a 2.0-litre turbodiesel with a variable geometry turbo from VM Motori in Italy. There's plenty of power and torque from the engine that's good for 114kW/360Nm, the latter from a low 1500rpm.And Ssangyong has geared the Tradie right with a low first to get off the mark smartly when heavily loaded, well spaced intermediates and a high but not too high top for cruising. Fuel consumption is good at 7.3-litres/100km which gives a 1000km plus range from the 75 litre tank.DESIGNThe four-door dual-cab body offers room for five and access through the rear doors is easy. There's a tray liner protecting the painted two square metre tray bed. A tray bar to tie on lengths of timber or ladders over the roof would be handy.DRIVINGThis one feels solid as a rock and yet has coil spring rear suspension and rides like a passenger car even when unladen. Look underneath and there's a big diff, large springs and fittings, robust tailshaft - stuff that looks like it can take a pounding.We did a bit of that too loading the Tradie with nearly a tonne of pavers despite the load capacity being about 850kg. Handled it no trouble.VERDICTWe like it. Love the price and would definitely prefer an Actyon to a Chinese take away. The time Mercedes-Benz spent with Ssangyong had a positive engineering effect in that the latter knows how to build a truck.SsangYong Actyon TradiePrice: from $25,282Engine: 2.0-litre four-cylinder diesel, 114kW/360NmTranmission: 6 speed manualThirst: 7.3L/100 km (RWD), 7.4L/100km (4x4)

The wheels nearly fell off the Ssangyong a couple of years ago after its Chinese owner (SAIC) basically walked away.Lucky for Ssangyong, a saviour in the form of cashed-up Indian automaker Mahindra came to the rescue agreeing to take a controlling interest in the besieged Korean manufacturer.Lady luck has smiled twice on Ssangyong in a short time because the company was able to keep its new compact SUV program running despite the desperate times. Korando arrives this week priced to command attention and with styling by Giugiaro of the renowned ItalDesign studio. It makes a bold statement, unexpected from an outfit credited with having more than its fair share of stylistically challenged (ugly) motor vehicles.To its credit, Ssangyong took the criticism on board and has introduced a new design language that should put it on a road to potentially follow the other highly successful Korean manufacturers. Ssangyong is confident Korando will change the way people will view the brand.In diesel only at this stage, it comes to dealers in three grades; S, SX and SPR with the front wheel drive manual S kicking off at a sharp $26,300 plus on roads. Prices range up to $36,800 for the auto-only, all wheel drive SPR.Far from being a boned-out price leader, the front wheel drive only Korando S comes with plenty of standard features including air conditioning, cruise control, six air bags, stability control, Bluetooth with audio streaming, auto dip rear view mirror, wheel controls, power windows and exterior mirrors and even reclining 60:40 folding rear seats.Opt for adaptive all wheel drive and it means the SX model for a few grand more. All Korando models have the same powertrain with six-speed manual or six-speed (Australian made) automatic a $2500 option on the S and SX.Power comes from a European-designed 2.0-litre, four-cylinder turbo diesel with a variable geometry turbocharger. The VGT is electronically activated and designed to minimise hesitation off idle called turbo lag. The engine is good for a handy 129kW/360Nm and delivers a claimed 6.1-litres/100km in the most economical Korando variant, the manual S.Others aren't far behind. It is currently the only diesel in a compact SUV that passes the forthcoming, stringent Euro 5 emissions regulations thanks in part to a clever one piece catalytic converter and particle filter attached near the engine.The two six-speed transmission options put Korando at the head of the segment in this critical area as six gears maximises fuel economy and performance while reducing emissions.The all wheel drive models have a braked towing capacity of 2000kg and also feature lockable all wheel drive for speeds up to 35km/h whereupon the transmission goes into on-demand mode. Normal drive is to the front wheels.It's built on a monocoque (pressed metal) chassis that Ssangyong expects will help Korando achieve a five star crash rating. That will be assessed in the near future. It's a five seater with a good size boot and a full size spare under the floor.The interior has a generic look to it that is easy on the eye and simple to use. The wheel is adjustable for rake only and there's no left footrest on the manual model. But Korando offers plenty of goodies to make its occupants comfy not the least being good noise and vibration suppression, hill start assist and a comfortable, well controlled ride.The outside looks a bit like the rear of a Holden Captiva blended with the front of a current model Barina (not Spark). It's a cute looking vehicle easily the equal of any competitor in this class and is as practical as it is easy on the eye. We got to drive the S and SX manuals and liked both. Naturally the SX has a broader application as it can capably go a fair way off road without cause for concern. But the S is pretty good on dirt roads too.We liked the ride compromise and the roomy interior as well as the strong pulling power from the 2.0-litre engine. It really gets up and goes at highway speeds and from a bit above idle speeds, gets out of the blocks quicker than expected. An `Eco" mode can be selected to `coach' drivers to use less fuel.Ssangyong offers the new Korando with a five year/100,000km warranty and service intervals are 15,000 apart to reduce ownership costs. We were surprised by this newcomer from Korea although its forebears and stablemates all go  pretty well thanks in part to Ssangyong's earlier links to Mercedes-Benz.Now, there's a Ssangyong that puts it all together looks, performance, economy, price. Worth a look.

Ssangyong looks to have turned the corner in this country with the new and handsome Korando compact SUV worlds away from the stylistically challenged Stavic and Actyon. There's a new ute just around the corner too and more models in the pipeline. Like other Korean manufacturers, Ssangyong has engaged the services of established automotive designers, in this case Giugiaro, to pen its new vehicles including Korando. And it shows.One of the best lookers in the compact SUV class, Korando backs up the visuals with an impressive powertrain featuring an engine from Italy and now, a six-speed automatic transmission from ... Australia.Correct, we make auto boxes right here and they are really good. Makes you wonder why they aren't in Falcons, Commodores and Camry/Aurions.VALUEThe range topping SPR test vehicle ($36,811) is well equipped featuring aircon, cruise, power driver's seat, Bluetooth and audio streaming, USB and AUX plugs, a full size alloy spare, reclining rear seats, 18-inch alloys and heated front seats to name just a few goodies.Safe too with roll over mitigation, six air bags, stability control and safety cell chassis/body as well as rear park assist.TECHNOLO0GYThe engine is a Euro 5 compliant 2.0-litre turbodiesel from VM Motori and is good for 129kW/360Nm, the latter from 2000rpm.The front wheel drive diesel base model Korando can sip fuel at a low 6.1-litres/100km but the range topping SPR (auto only) we drove used around 8.0-litres/100km. Still acceptable but the smallish 57 litre tank limits range.Korando tops the class with a 2000kg towing capacity with a braked trailer.DRIVINGWe drove the six-speed manual Korando a few months ago and found it pretty good - spoiled a bit by a modicum of of turbo lag and overly aggressive torque delivery at low revs. It came on too strong meaning you had to adopt a certain driving style for smoothness.So, we thought the auto would be a better prospect and were totally correct, it's heaps better to drive in all environments and you still get impressive launch feel.The engine sounds like a diesel at low revs but is smooth and quiet once underway. This is aided by a balance shaft and mass flywheel that makes its presence felt at about 2000rpm or 110kmh on the freeway.The six speed auto offers sequential change mode from steering wheel buttons and also sport mode, just as good as anything else on the market.Korando is set up at the sporty end of the ride/handling spectrum and is well tied down offering a sporty feel from behind  the wheel. This is a good compromise for on and off road driving as it's not too firm but not too soft. Off road driving is aided by a lockable all wheel drive system giving 50/50 drive front/rear. Korando can also be left in normal drive mode which is predominantly to the front with the rear engaged as needed.Apart from too many hard surfaces inside, we like this vehicle ... it looks good, goes really well, has broader off road applications than most of its competitors and is generously equipped.

Flatscreen TVs. Stereos. Fridges. Sewing machines. All responses when we asked colleagues what they thought was made by the SsangYong company.Reanimated after two years in GFC-induced stasis, the Korando compact SUV has mountains to climb in the already formidable task of impacting upon a savagely competitive segment, but in building an entire brand name. It's a brand, it must be said, even in so far as it registers at all is associated with the Stavic people mover, an apparition so ungainly that it was on introduction widely assumed to be a particularly elaborate practical joke.Though still managed by Koreans, SsangYong is owned by India's Mahindra, while the Korando is designed by Italian legend Giorgetto Giugiaro and uses a German-sourced diesel which will run (eventually) through an Australian six-speed automatic.If Korando is supposed to be contraction of "Korea can do", it's as though the UN has come to its aid. In this segment, against these rivals, especially those from its "own" country, it's going to need all the help it can get.VALUETry $26,311 for the entry level S manual with front wheel drive and an introductory driveaway $27,990. It's a startling price point for a diesel SUV.The auto model, apparently trundling down the assembly line even as you read this, is $28,811. All-wheel-drive comes with the SX at $30,311, with $2500 extra for the untried auto. At $36,811, the leather-lined topline SPR is auto and AWD only.Equipment at all levels look good, though satellite navigation and a reversing camera are not to be had at any money. While the warranty is a Korean and Mitsubishi equalling five years, bizarrely SsangYong are unable to say what kilometres apply. That's being worked out. The five year thing, they say, was an apparently spontaneous offer of good will from head office. Okayyyyy .TECHNOLOGYNothing startling, though the ability to stream your iPod through Bluetooth is cute. SsangYong "lives diesel", at least until a petrol variant comes online next year. Until then the Korando's sole powertrain is a state of the game, Euro 5 compliant, common rail variable geometry turbo unit that it manages to bring to the game far more cheaply than either Hyundai or Kia, which run weedy petrol fours at this price point.But with at least 80 per cent of potential buyers opposed to changing gears for themselves, it needs that auto rather desperately, which makes the decision not to wait two months and launch with one puzzling.All-wheel-drives have a torque sensor that shovels 50 per cent of the grunt to the rear axle when it feels the need. There's a diff lock for constant all paw under 40km/h.DESIGNNot an Alfa Romeo, though penned by the maestro responsible for some of the best of them, the Korando is at least a massive visual departure from the rest of the brand's anonymous and even unsightly models. Upfront there's the inevitable low-placed mesh grille and whopping wraparound lights, and a general stance that, equally inevitably, is going to be described as "sporty".Nice wheels too, alloys throughout the range. Sixteens for the S, 17s on the SX and 18s on the SPR.Within it feels less than the sum of its parts. Yes, all the bits and bobs are there, there's a stack of useable but discreet storage spaces and no less than eight drink holders. But, as my co-driver confirmed on climbing in, somehow it feels not quite of the moment. And in the mid-spec SX, you're starting to wonder if this ambience is worth $30K plus auto plus on roads.Leg and headroom in the back are excellent, but it's a bit narrow. We two kept brushing elbows. The seats slightly overlap the centre console. It's hard to get your hand between the seat and door to the adjustment knob. The seats themselves lack under thigh support and the steering wheel has no reach.SAFETYYet to be crash tested, SsangYong hope rather than expect five stars. Four is certain. Again, the parts are all there, but not the finish. The electronic stability program has an anti-rollover sensor for rough terrain running. Anti-skid brakes come with assist and force distribution. There's six airbags and a full-size spare, even for the SPR.DRIVINGOver a combination of freeway, tasty B-roads and dirt, the Korando SX is competent by the standards of the compact SUV pack. The diesel is acceptably refined and predictably punchy in the mid-range, but there's a gaping torque hole under 2000rpm. Several times on a winding uphill run, I had to force the shortish throw gearstick into first. The auto might mask that.Turn in is not the sharpest and the inclination is always to run wide. The ride verged on the terse by the cosseting standards of this class. As in most of its other aspects, driving the Korando enforced the impression that, should you take the plunge, you're best bet is to buy bottom end, taking advantage of that entry price and adjusting your expectations accordingly.VERDICT: Overwhelmingly adequate

The promise of Mercedes Benz quality at a Korean price was an attractive proposition that drew many buyers to the SsangYong Musso. The Korean-built four-wheel drive wagon was imported first by Mercedes-Benz and sold through ’Benz dealers, giving the Musso an instant credibility few Korean cars enjoyed.Although there were lots of Korean makes and models being sold here, they were typically cheap and cheerful cars that appealed to those with a severely limited budget. With its Mercedes connection the Musso caused a rethink of what Korean cars were.MODEL WATCHWhen it arrived the Musso brought with it some distinctly Asian styling. In a market used to four-wheel drive wagons with fairly straight lines and boxy shapes, the Musso’s angular shape stood out.Back then it was case of love it or leave it, but compared to some of the four-wheel drives that now fill showrooms to overflowing the Musso fits right in.The Musso had a head start in terms of credibility. Although the SsangYong name was new to this country, the fact that it was being imported and sold here by Mercedes-Benz made it acceptable in some minds that would otherwise have dismissed it as just another cheap import from Seoul.At the time SsangYong and Mercedes were involved in a joint venture with the German star marque providing the Korean company with technology, and access to engines that had been superseded in the Mercedes range.SsangYong was also able to source components from the same suppliers as Mercedes so the quality came indirectly as well as through the front door.The Musso was a four-wheel drive wagon of a size similar to the Toyota Prado, Mitsubishi Pajero and Jeep Cherokee, the very models that were beginning to power the push to four-wheel drives for every day round town use.At launch there was a choice of petrol or diesel engines, both with strong Mercedes-Benz connections. The double overhead camshaft, four valve, 3.2-litre fuel-injected petrol engine gave 161 kW and 310 Nm, which was enough to endow it with a lively turn of speed.Not only was its acceleration off the mark brisk, it also had good mid-range urge for safe overtaking.The diesel choice was a sturdy 2.9-litre single overhead camshaft five cylinder which produced 70 kW and 192 Nm for a much more sedate drive.By today’s standards the normally aspirated diesel lacks performance, it’s sluggish away from the lights, but it’s hard to beat for fuel consumption.A double overhead cam, four valve, fuel-injected four cylinder petrol engine was added to the range in 1997. With 104 kW and 220 Nm, performance was not breathtaking.When it first arrived the petrol-powered Musso could only be had with a four-speed auto taken from the S-Class Mercedes, but a five-sped manual was made available from 1997. The diesel could be had with both from launch.Two types of four-wheel drive system were employed, both activated by a switch on the dash. The diesel had a part-time system, which meant it could be driven in two-wheel drive as well as four-wheel drive, the petrol engines were full-time four-wheel drive. Both had high and low range four-wheel drive for useful offroad performance.All were well equipped with a long list of standard features, including power steering, ABS, air-conditioning, alloy wheels, power windows, power mirrors, central locking, leather steering wheel, rear spoiler, metallic paint.IN THE SHOPThe Musso suffered very few problems, there is nothing major that appears to afflict them.Early wagons with the six-cylinder petrol engines could suffer from oil leaks from the head gasket, but it’s not a widespread problem that should cause undue concern.With the Musso so well equipped it was really aimed at the buyer who drove their 4WD for every day transport with only the very occasional foray beyond the black top, so damage from offtrack use is not normally found.Even so it’s worth looking for signs of hard off-road use, like bashed brackets and fittings underneath, dents and scratches down the sides, and dust in the hard to get at crevices inside.The transfer case caused some grief on early models due to the electric shift motor (coloured blue) overloading the shift fork, which was rectified on a service campaign.Front upper control arm bushes are also known to chop out, but improved aftermarket bushes are available to eliminate that problem.Like all cars Mussos need regular and proper servicing to keep them running sweetly, so look for a service record when inspecting one with a view to purchase. Some uncaring owners were inclined to neglect their Mussos and didn’t service them as they should.OWNERS SAYRetired Mercedes-Benz service technician Peter Hoockey owns a 1997 Musso diesel ex-Mercedes Benz, which has now done 160,000 km. According to Peter it has been an excellent and reliable vehicle. He likes the roomy interior, the lift up tailgate, which gives weather protection when unloading the vehicle, the reasonable roof height for loading the roof rack, the very quiet pre-chamber diesel, and German-made auto. Other good ideas are the heated exterior mirrors, lay back rear seat squabs, and rain sensing wipers. Acceleration is not exactly neck snapping, but the with 10 L/100 km in city driving and 8-9 on the highway the fuel consumption is excellent.John Dummler and his wife, Michelle, own two Mussos. Michelle’s is a 1996 auto, with dealer fitted turbo diesel, which has done 142,000 km, John’s a five-speed manual 3.2-litre six which has done 100,000 km. They have experienced no mechanical problems whatsoever, apart from replacing a set of glow plugs on the diesel at 140,000 km, at a cost of $30 each. John felt the suspension was too soft causing them to wallow over rough roads and sag in the rear, but replacing the rear coils and shockers with Pedder’s heavy duty units rectified that. John says both are more than capable of handling some pretty serious tracks, but the diesel lacks the highway performance of the petrol engine.LOOK FOR• reliable Mercedes-Benz engines and transmissions.• roomy and comfortable interior• capable offroad performance• zippy six-cylinder petrol engine• sluggish, but economical diesel• good value for moneyTHE BOTTOM LINEComfortable, capable four-wheel drive with proven Mercedes-Benz engines and transmissions.RATING65/100

If the market trend toward turbodiesel engines continues, then the SsangYong Kyron is going to be well placed to take maximum advantage of the surge in popularity of modern diesel technology.The fact that the Kyron range now lacks a petrol variant altogether could potentially be a problem in the showroom, but with more and more buyers in this segment looking toward diesel to satisfy their needs, it may yet prove to be an inspired move by the honchos at SsangYong.Much like the predecessor it replaces, the new Euro IV Kyron is somehow trapped between being classified as a compact SUV or a full size wagon. It’s a strange state of affairs but not necessarily a bad thing by any means.There’s potential there for Kyron to make its mark in two sectors of the burgeoning SUV market. Buyers looking for a smaller vehicle will be attracted by Kyron’s frugal fuel consumption and relatively compact dimensions, while buyers looking for a larger wagon will find its deceptive load space and roomy interior competitive.Design changes to both the front and rear ends of the Kyron make themselves immediately obvious and the new model is a lot less visually controversial than the ugly duckling it replaces.The new look is both neater and more modern, and while still not taking the top step as the best looking vehicle in its class, it’s a whole hell of a lot better than it was.The most pertinent and obvious changes include a revised grille design that transforms the front end and replacement of the extremely weird ‘shield shaped’ taillights that softens up the rear end styling significantly.It appears that SsangYong has been listening to the feedback of the buying public.The smaller of the two oil burning engines is more efficient and slightly more frugal than the outgoing model, but does not generate any more power or torque. What it does deliver is an increase in driveability.The main improvements for both the 2.0-litre and 2.7-litre engines have been in the areas of emissions, which mean that they are now Euro IV compliant. The blocks and cylinder heads are both sourced from the Mercedes Benz parts list; although that’s not something SsangYong will be looking to trade on (to their credit) despite the cache that goes with it.The larger 2.7-litre motor is a willing performer on and offroad and also delivers a claimed fuel consumption figure of 8.7L/100kms, while delivering 121kW and 340Nm. Importantly, the torque is available from 1800rpm, which means that you’ll notice less of the flat spot under acceleration than we experienced in the previous model, which was both annoying and potentially unsafe. That said the 2.0-litre version still needs some spirited coaxing to get it moving along, but the new technology and tweaking of the engine mapping results in a solid driving experience. We’d definitely opt for the bigger engine though.Impressively, the Kyron has been built on a triple layer, steel ladder frame chassis that delivers a genuine 2300kg towing capacity, which should satisfy the weekend towing warriors.Onroad handling is solid thanks to the double wishbone, coil sprung front end and 5-link solid axle coil sprung rear end and 255/60, 18-inch rubber.The ride does become a little harsh over badly rutted, dirt roads though and the suspension can load up quite significantly when the going gets tough. The steering is responsive and communicative and generally speaking, the nose goes where you point it no matter what the road surface underneath you.The auto box is a nicely geared system that gets about the job asked of it without any snatchiness or fuss, but you’d be well advised to consider the manual if you’re looking at the 2.0-litre engine.We’re not big on the new ‘thumbs up’ manual shift option that’s been added to the auto and instead preferred to let the gearbox manage the shifting without input. It must be said though that the ability to manually work through the gears without taking your hands off the wheel is a sensible and safe inclusion.The 4WD system belies the Kyron’s buy in price and we were surprised with the ease with which it traversed a couple of steep and particularly gnarly gradients that some of its more esteemed competitors would struggle to conquer.Day to day driving is a RWD affair, which in itself is preferable to FWD, and you can select high and low range 4WD from inside the cabin via a dash mounted switch. On the fly switching to high range is available up to a speed of 70kph.Interior fit and finish has stepped up another notch from the previous model and is impressive and user friendly. The digital clock is a quirky little device that displays the hour above the minutes, but a minor inconvenience it must be said. The standard audio system is clear and easy to use and all switches and controls fall easily and sensibly to hand. We found the driving position to be comfortable and functional and outward view is impressive on or offroad.The Kyron’s price is competitive when placed against its direct competitors and its build quality is impressive. Importantly, the controversial styling of the previous model had been comprehensively left behind. On first impressions, we reckon it will be well received, particularly by buyers looking to stretch their dollar to the absolute maximum. Range & Prices2.0L Diesel Manual: $32,9902.0L Diesel Auto: $35,9902.7L Diesel Manual: $36,9902.7L Diesel Auto: $39,990 

The Korean Actyon and the Actyon Sports — the differences are largely confined to the chassis length and the bodystyles — arrive at a reasonable price into two market segments that continue to grow.Both are offered with petrol or diesel engines, manual or automatic transmissions; both have two trim levels and the Actyon Sports ute is also available in two-wheel drive.Both have fabulous noses, shark-like character lines from the windscreen forward. Until the B-pillar (the one behind the front seats) the shorter Actyon hatchback and the Actyon Sports share exterior style and cabin detail.Then the Actyon turns into a bob-tailed, four-door hatchback and the other into a useful four-door ute.Most mechanicals are shared, apart from a 320mm shorter driveline on the Actyon, which sits at 4455mm in body length compared with the Actyon Sports' 4965mm.And for much of the driving experience the pair are quite similar, in particular here with diesel-automatic versions of the Ssangyong siblings driven back-to-back.Maybe the hatchback rides a touch tauter and quieter, maybe it sits a bit taller on the road yet otherwise the results are much the same. Here is a pair of Koreans with a fresh (some think too fresh) approach to style, reasonable build quality and sturdiness plus decent pricing. The style polarises opinion.The Actyon, up against the likes of Toyota's RAV4, Nissan X-Trail and Honda CR-V, looks like a Dakar racer. It sits tall and squat with a little bit of crouch on 18-inch alloy wheels. The hatchback style is unusual in this part of the market and indeed that falling-away roof line at the rear cuts into luggage space (especially when the Actyon's rear floor sits so high). So perhaps it loses a little here against the rivals which generally arrive in conventional wagon styles, albeit with a few curves and swoops.But before the tyrekickers start taking aim at the Actyon's unusual style, take a quick look at the Audi concept coupe (possibly pointing to a forthcoming Q3 or Q5?) shown at the Shanghai motor show earlier this year. If it's OK for Audi to play with this school of thought the Ssangyong crew may just be running ahead of the pack.The Actyon Sports ute of course shares the same frontal treatment as the hatchback, apart from the material filling in the grille opening. The ute's looks are welcomed in this segment where there's been little adventure in style for some time (though the current Mitsubishi Triton has lifted the bar.)Unlike the Actyon, the Actyon Sports has a very useful tray area out back. It is not overlong at 1275mm but there is decent width at 1610mm and depth of 540mm.Some of the cabin details in this pair lack a bit of fit and finish but layout and design work well.Again, the front cabin of both Actyon and Actyon Sports are the same. There are the three big instruments — speedometer, tachometer plus the collected fuel and temperature gauges — in front of a steering wheel with audio controls. The rest of the controls, including a dashboard knob to shift into four-high and four-low, are all logical and easy to find, even if the tactile experience isn't always up there with Japanese rivals.Strange too that the shift-gate for the auto transmission can be a little awkward when the design is lifted from older Mercedes-Benz.There is, even in standard models, the usual array of comfort and convenience features including air conditioning and CD/stereo. ABS is standard on Limited models, driver and passenger airbags are standard across the range, but only the Limited version of the Actyon scores electronic stability program, brake assists and traction control.Back seat space is better in the Actyon than the Actyon Sports. Here the ute loses out a bit over the competition from the Toyota HiLux, Nissan Navara and Mitsubishi Triton. But remember the price savings over comparable Japanese rivals.The Actyon Sports is the follow-up to the Ssangyong Musso Sports, a reliable hauler. There are improvements in ride, steering and general handling dynamic and the new machine remains a reasonable off-roader for light to medium duties.There wasn't a chance this time round to give the stubbier Actyon a serious off-road workout, but the general specifications and those good approach and departure angles, suggest the little Musso will outdo compact rivals in this area.The standard four-wheel-drive Actyon Sports is let down to some extent by the 16-inch, 225/75 Kuhmo tyres. These may lose traction at small provocations, detracting from what's not a bad chassis.The smaller Actyon, riding on more rubber, is that much quieter and more confident when the road surface becomes trickier.But both diesel-powered Ssangyongs have one annoying trait — that's the turbocharged, four-cylinder engine finding its get-up-and-go somewhere the other side of 2000rpm.In the Actyon this can lead to a great gob of torque locking up the rear wheels as the machine moves off; in the Actyon Sports it's more a little bunny-hop.Now the engine — traced back to a Benz design, is a good worker, putting out 104kW at 4000 rpm and a claimed 310Nm of torque at 1800rpm. It is just that tad sluggish off the mark, convincing a driver the best method of dealing with the cut and thrust of traffic is to bury the right foot. This tardiness (compared with rivals) may also raise its head on the highway though the engine is far more flexible once running beyond 2000rpm.For both diesels Ssangyong suggests fuel consumption should be just under 9l/100km and that would appear a fair call.And that diesel option is one advantage the Actyon hatch has over some rivals in the compact herd. Other diesel options here include the Jeep Compass, Hyundai's Santa Fe and the forthcoming Land Rover Freelander II.Ssangyong Australia reckon customers for the Actyon will be females between 25 and 39 years old with good incomes or young couples with maybe one child. These are people who want to make a statement, says Ssangyong Australia's marketing manager Brad Larkham.The Actyon Sports should appeal across a wider spectrum, from traditional tradespeople to “white-collar” tradesmen, the likes of engineers and surveyors.There is no doubt there's been some effort put into both these machines. Where they may not always match Japanese rivals, the prices are right for the Ssangyong Actyon duo to find their own little niches. Ssangyong Actyon Sports$34,990Body: four-door utilityEngine: 2-litre, turbocharged dieselPower: 104kW @ 4000rpmTorque: 310Nm @ 1800rpmTransmission: part-time 4WD/four-speed autoDimensions (MM): 4965 (l) 1900 (w) 1755 (h) 3060 (w'base)Weight: from 1803kgTOWING: 2300kg (braked) Ssangyong Actyon$35,990Body: five-door hatchbackEngine: 2-litre turbocharged dieselPower: 104kW @ 4000rpmTorque: 310Nm @ 1800rpmTransmission: part-time 4WD/ four-speed autoDimensions (MM): 4455 (L) 1880 (W) 1745 (H) 2740 (w'base)Weight: from 1870kgTowing: 2300kg (braked) 

But that would be doing the stylish, five-seat four-wheel drive wagon a grave injustice.That's because it's actually pretty good – we'd even go as far as to say impressive.Kyron is built by SsangYong, the other Korean, that has been hovering in the wings in one guise or another for a few years now.They're the mob that brought us the original Musso wagon, later rebadged as a Daewoo – you know, the one where everyone switched to a Benz badge.That's because it had a Benz engine under the bonnet.SsangYong is the fourth largest car maker in South Korea and the smallest of the three Korean brands here, not including Daewoo whose cars are now badged as Holdens.The name SsangYong incidentally means twin dragons.It was founded as Hadonghwan Motor Company in 1954 and started by building jeeps for the US Army.Ties with Daimler-Benz (now Daimler- Chrysler) in the early 1990s saw Benz engines used in early models.In 1997 Daewoo bought a controlling stake, only to sell it off in 2000, after it got into financial difficulties.Then in late 2004, China's government-run Shanghai Automotive Industry Corporation (SAIC) bought a 49 per cent stake.It now owns a controlling 51 per cent interest.With big plans for expansion, it's not surprising to discover that SsangYong is Australia's fastest growing automotive brand.It sold just over 2600 vehicles here last year and is closing rapidly on this figure already with February just behind us.Kyron is the company's latest offering and joins the larger off road Rexton, twin cab Musso Sports ute, Stavic people mover and special order Chairman sedan.It is powered by a surprisingly small but effective 2.0-litre turbocharged diesel, with a larger 2.7-litre diesel and 3.2 litre petrol engine still to come.The 2.0-litre, third generation common rail diesel delivers 104kW of power at 4000rpm and 310Nm of torque from a low 1800rpm.It is mated to a five-speed manual or five- speed T-Tronic auto (again from Benz), with drive through the rear wheels.The four-wheel drive system is a part-time one and as such four-wheel drive cannot be engaged on dry bitumen.Designed by MG's Ken Greely, Kyron looks smart and turns heads, particularly the light metallic blue of our test vehicle.The distinctive rear styling generates plenty of comment, with its shield shaped tail lights.While we didn't car much for the design first time we saw the car at last year's Frankfurt motor show, we have to admit that it's growing on us.Kyron sits on a full ladder chassis, with low range four-wheel drive available at the touch of a button and a limited slip rear diff.The diesel engine is one of SsangYong's own and for a small power plant is remarkably smooth, quiet and responsive.There is a definite surge as the turbo kicks in and the vehicle is slow to respond in full auto mode, but otherwise it performs well.Fuel consumption is rated at 7.7L/100km for the manual and 8.6L/100km for the auto.Our test vehicle was the five-speed sequen- tial auto which adds $2000 to the $35,490 cost of the base car.It returned just under 800km from a single, 80-litre tank of fuel, putting consumption at 10.0L/100km in real world terms.Like most Korean units, this one is pretty well equipped, with two airbags, three-point belts all round, air conditioning, ABS brakes, rear park sensors, steering wheel audio controls and 18in alloys.Overall fit and finish is very good and on par with many of the vehicles we have tested from the US, Japan and Europe.Around town the suspension is firm, verging on harsh at times, confirming its role as an offroader.About the only blot in our test vehicle's copybook was the audio system which seemed to have a mind of its own.The remote central locking controls were also difficult to use.                                  

In this instance it's the SsangYong Kyron, a stylish, mid-sized, part-time 4WD priced from $34,490.Kyron was launched on February 3.Motor-vated by a 2.0-litre common rail turbo-diesel, this all-new addition to SsangYong's growing range will soon also come in a choice of 2.7-litre common rail turbo-diesel and 3.2-litre six cylinder petrol engines.Kyron's package includes standard 18-inch wheels, multi-link suspension, rear parking sensor with three-stage alarm, four-channel ABS brakes, dual front airbags with seat belt load limiters and pre-tensioners.There's a choice of an optional five-speed T-Tronic auto transmission (engineered by Mercedes-Benz) or standard five-speed man- ual. Our test car came with the former.The styling comes from an in-house team led by acclaimed SUV designer, Englishman Ken Greenley.Kyron's size surprised several motor noters at the launch, the concensus being that something smaller was expected.At an overall size of 4.66m (length), 1.88m (width) and 1.75m (height) and weighing in at 2.53 tonne, Kyron is no Mr Puniverse.Regardless, SsangYong claims a combined cycle of 7.7-litres per 100km.Kyron sits on a ladder frame, triple layer steel chassis with a separate subframe and rigid bodyshell.The maker says it has a towing capacity of 2300kg (braked trailer).We put the vehicle to the test, driving backroads and then off road into the mountains.With a maximum power output of 104kW at 4000rpm and 310Nm of torque between 1800 and 2750rpm, Kyron motored along okay but sounded to be working hard on some of the steeper hills.The ride, too, was noticeably harder than we have come to expect from the current crop of SUVs.However, unlike some of its competition, Kyron seemed more at home off road.In 4WD High-Range setting, Kyron made short shrift of an obstacle course, taking water, rock and log crossings in its stride.Then, with 4WD Low-Range selected, the convoy of Kyrons traversed a succession of daunting hill climbs and descents without drama.Ground clearance, understandably, was somewhat limited (at 206cm) , but isn't that true of most SUVs, biased as they are towards road use?We suspect that not too many Kyrons will get to be put through their paces off road, which is a shame given its capability.Now that we've seen what the 2.0-litre job will do, roll on big brother - the 2.7-litre common rail turbo-diesel.                     

Way back when, for reasons best known to those involved at the time, Mercedes entered into a commercial arrangement with the Korean manufacturer.The deal involved providing technical and engineering support to SsangYong products, a symbiotic relationship which has offered decidedly mixed benefits to the German luxury manufacturer.The association first produced the Musso and Kurando off-roaders based on older ML platforms and drivetrains and sold, for a short time, through Mercedes-Benz dealerships. Look closely and you can still find the odd Musso with its SsangYong badging replaced by the three-pointed star. Take one to your local Mercedes dealer and watch them flinch.For its latest visitation on the Australian market SsangYong has chosen the luxury Chairman, a Mercedes impersonator par excellence. The Chairman looks for all the world like a slightly out of focus Mercedes-Benz E or S-Class from a decade ago.The stretched platform takes the overall length of the Chairman out to an impressive 5135mm, of which a fair degree is overhang, with a wheelbase of 2900mm. The ageing 3.2-litre twin-cam inline six offers a moderate 162kW and 310Nm which drives the rear wheels through a five-speed automatic.The engine tries hard, but with some 1800kg to shift, it has its work cut out. Acceleration is moderate, there is a reluctance bordering on refusal to kick-down by the gearbox and when asked to give maximum effort the engine leans towards coarseness. With a damper strut front suspension and a subframe-mounted multi-link rear coupled to an electronic control unit to moderate the body movement, the Chairman offers what is a surprisingly compliant ride on its 16-inch wheels.The safety package features twin front and side airbags, and electronic stability program and ABS with brake assist.The dash, dials and switches are in keeping with the Chairman's Mercedes genes, with the exception of the faux-wood trim which is possibly the worst seen in a car over $11,990. Still, a large part of understanding the Chairman's characteristics is knowing that it is primarily designed as a chauffeur-driven ride in Asia for ... well, chairmen.The drive characteristics are predicated by providing rear passenger comfort rather than sharpness and driver enjoyment.To that end the Chairman's steering is as vague and dissociated as any car recently driven. Interior room, particularly in the rear, is generous and there are copious quantities of luxury touches such as reclining rear seats, heated and cooled drink-holders and rear-seat adjustment for climate and audio.Add leather upholstery, eight-way adjustment for the powered driver's seat with memory, seat warmers for all five seats, rear parking assistance and a good quality 10-speaker sound system and the value equation on the Chairman's $56,990 sticker price starts to take on more meaning.Set against the local long-wheelbase stars — the Statesman V6 ($56,550) from Holden and Ford's 4.0-litre Fairlane Ghia ($58,625) — and Chrysler's new 300C ($53,990) the Chairman holds its ground on an equipment-for-equipment comparison. Where it suffers is in not having a reputation to speak of and as a drive proposition in a market which is almost 100 per cent owner-driver.