Ssangyong Problems

The fact that the engine starts with starter fluid suggests that there’s something wrong with the fuel pump system that is not getting fuel to the injectors in sufficient quantity to start the engine. Air in the fuel rail can cause this problem, so the first step is to bleed the injection system to remove any air.

Does the problem only happen when the engine is cold? If so, you might have a problem with the engine’s glow plugs. These are designed to pre-heat the combustion chambers to allow the diesel to ignite in a cold engine. But starter fluid can be a lot more volatile than diesel and doesn’t need glow plugs to set it off. Which could be why it will start on the fluid, but not normally.

From there, you need to look at things like the injectors themselves, fuel filters and leaks anywhere in the system that could be allowing the fuel pressure to bleed off between starts.

The Rhino was a variant of the Musso ute, but wasn't sold here. Basically a UK-market model, the Rhino has now been discontinued.

In any case, it used the 2.2-litre engine which forms the basis of the engine in the Musso sold in Australia, but with the addition of AdBlue to bring it into line with Euro 6 emissions standards. As such, the Rhino's engine produced 148kW and 441Nm, compared with the 133kW and 400Nm of our version of the Musso. As for who builds it; while some earlier SsangYong models used Mercedes driveline technology built under license, the current Musso uses a driveline that is all SsangYong's own work.

So why don't we get the AdBlue version of the turbo-diesel? It all comes down to packaging. Strangely, due to the placement of the AdBlue tank, the Musso is rendered incapable of carrying a spare tyre, other than in the load area. SsangYong Australia wisely figured out that wasn't going to work here in a ute, so this market has stuck with the non-AdBlue engine variant.

My experience has generally been that Ssangyong is a brand with decent reliability. Many people think it’s a Chinese brand, but it’s actually a South Korean company. And when you look at the other South Korean car-makers we see here – Hyundai and Kia – you can see that the country makes some fine vehicles with great reliability and durability.

You’re right about that warranty, too; at seven years of factory cover, it’s one of the best (if not the best) in the business. You’re also right about the relative value-for-money equation. The Ssangyong seems like a lot of vehicle for the money.

Perhaps the only thing that might make you think twice would be the supply of spare and service parts. That said, in 2022, that problem is afflicting a lot of mainstream companies and volume sellers as well as the smaller brands. And from what I can gather, this problem is a bigger one for the Chinese brands than some of the others.

A Musso has a towing capacity of 3500kg (with a braked trailer) so a 1200kg caravan should not trouble it one bit. Take the Musso for a test drive and decide for yourself, but we reckon, after a D22 Navara, you’ll be amazed at how good a modern dual-cab ute can be at this price-point.

The one thing you haven’t told me, Graham, is whether your Musso has a manual or automatic gearbox. If it’s a manual, my suspicions would be with the clutch. If a clutch plate is damaged or worn, the clutch sometimes doesn’t fully disengage. That can lead to the gearbox not wanting to select gears from standstill with the engine running.

However, if the transmission is an automatic, then you could, indeed, be looking at a low transmission-fluid level. Unfortunately, the automatic gearbox in this vehicle doesn’t have a dipstick for easy checking of the level, so the first thing to do is take a look underneath the car to see if there are any leaks form the transmission. If there are signs of a fluid leak, then the vehicle needs to go to a transmission shop to have its level checked and the leak fixed.

Overall, the automatic transmission in the Musso Sport was a solid unit, but it’s now getting on a bit in years, so who knows what state the inside of the transmission is in. If you’re lucky, it will just need a service and a new filter and fluid. But there could be a lot more going on inside. Automatic transmissions rely on simple principles but very complicated assemblies. The valve body is a great example: While it relies on relative hydraulic pressure to choose a gear, the reality is a hugely complex circuit of hydraulic passages and valves.

To get a vehicle with meaningful (as opposed to a theoretical) towing ability of 2.5 tonnes, you really need to shop for a relatively late-model dual-cab 4X4 ute. The reason for that is that many vehicles that claim a 2.5-tonne limit in the brochure fail to explain that there’s also a Gross Vehicle Combination Mass in play and, by the time you’ve added passengers, gear and a full tank of fuel to the towing vehicle, there might not be much of that GCM to devote to a towed load.

Going for a vehicle with 3000kg or even 35000kg towing capacity in the first place is a good way to ensure you do accidentally start driving around in an overloaded vehicle with all the legal and insurance connotations that involves.

A lot of the current shape dual-cab utes fall within your budget on a second-hand basis, but there are caveats. Make sure you only buy a ute with a full service history. Some of these vehicles were worked hard by their original owners, so be very careful before handing over the cash. Avoid ex-mine fleet vehicles and don’t be afraid to buy a base-model vehicle if it offers better value. Even a single-cab version of these utes will be a lot cheaper than the dual-cab and, if you don’t need the rear seat, are often a more practical solution. Makes and models include the Ford Ranger, Toyota HiLux, Mazda BT50, Mitsubishi Triton and Isuzu D-Max. For real value for money, vehicles like the Ssangyong Musso can tow 3.5 tonnes, are well equipped and can be had for less than $35,000 drive-away, brand-new. That also gets you a seven-year factory warranty. All of these options are available with the automatic transmission you want and, indeed, this is the best option for a tow vehicle.

For a start, some owners are not mad about the Subaru’s CVT transmission. It’s not that it’s necessarily unreliable, they just don’t like the way it works with an occasional hesitation and a slight jerkiness at light throttle applications. Some people never notice it, but others find it a real distraction. The Kia meanwhile, has been getting good reviews across the trade, largely thanks to the Australian-input into the model’s suspension settings.

Of course, you need to personally drive all three cars on your short-list as there will be things you like and dislike about each one, some of which will be deal-breakers.

The SsangYong is certainly the unknown quantity, but mainly because of the brand’s on-again-off-again relationship with the Australian market. But now, with head-office support (the Australian operation is the only factory-owned distributorship outside the brand’s native South Korea) things are looking a bit brighter for buyers and that’s backed up by the factory seven-year/unlimited kilometre warranty that also includes fixed price servicing and roadside-assistance for seven years. That’s got to represent peace of mind.

The SsangYong Rexton is available with a 2.0-litre turbo petrol four-cylinder in the rear-drive, auto-only base model. The mid- and top-spec Rextons are equipped with a 2.2-litre turbo-diesel four-cylinder.

While they have improved markedly on their early efforts the SsangYong Rexton still lags behind other models in the SUV market.

UPDATE 18/2/19: The new Rexton Ultimate also fared surprisingly well in our recent budget 4x4 SUV comparo, taking out third place and defeating more fancied rivals from Isuzu and Toyota. 

SsanYong make the Rexton SUV, with assembly plants in South Korea and India.

The Musso’s towing capacity is 3500 kg, and its GCM is 5980 kg.