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Ssangyong Actyon 2.3 Super Luxury (A) Review
19 Dec 2009|26,141 views
We’ll get right to it. Honda CR-V - $108,500. Toyota RAV4 - $100,000. Nissan Qashqai - $88,500. And then to its fellow countrymen – the Hyundai Tucson with sunroof - $80,999, and last of all, the Kia Sportage which retails for $70,999.
So as you can see, the Ssangyong Actyon, sits somewhere in the middle of these expansive offerings.
But what has it been like for this other manufacturer of heavy industrial equipment who has been churning out hardy, dependable cars for the past decade or two?
We’ll start with the car itself. It might not be the cheapest around, but the Actyon is touted to be more of an off-road warrior than any of these suburban machines.
For starters, while everything else fighting comes with the traditional monocoque body, the Actyon runs a truck-like ladder frame chassis, pretty much like the Isuzu Trooper and Toyota Hilux.
Its hard-core variant, the Actyon Sport, also comes stock with full-on lockable four-wheel-drive mechanicals along with low-range selectivity for a weekend of rock-crawling up 30-degree inclines.
Using this locking centre differential, this system can only be used for off-roading, and SsangYong even forbids running the 4WD on road, citing component damage as a result.
So as you can see, the Ssangyong Actyon, sits somewhere in the middle of these expansive offerings.
But what has it been like for this other manufacturer of heavy industrial equipment who has been churning out hardy, dependable cars for the past decade or two?
We’ll start with the car itself. It might not be the cheapest around, but the Actyon is touted to be more of an off-road warrior than any of these suburban machines.
For starters, while everything else fighting comes with the traditional monocoque body, the Actyon runs a truck-like ladder frame chassis, pretty much like the Isuzu Trooper and Toyota Hilux.
Its hard-core variant, the Actyon Sport, also comes stock with full-on lockable four-wheel-drive mechanicals along with low-range selectivity for a weekend of rock-crawling up 30-degree inclines.
Using this locking centre differential, this system can only be used for off-roading, and SsangYong even forbids running the 4WD on road, citing component damage as a result.
 |
So while parties who fancy their daily forays deep into the tropical rainforest will appreciate the Actyon Sport’s limited-slip rear differential, those who choose the Actyon (without the “Sport”) will have to make do by not running in 4WD mode, permanently. Sadly, the Actyon is rear-wheel drive.
At a slightly shorter 4455mm, it has brief front and rear overhangs, and over 200 mm of ground clearance – all very favourable towards the car’s abovementioned leaning.
It can tow anything with brakes, weighing up to 2,300 kg, and the only seemingly singular drawback would have to be its space-saving spare tyre sitting under the cargo hold, sacrificing a whole lot of boot space and rescue-me-home abilities when venturing away from common ground.
But never mind that. You’re not going off-road with RWD. Period.
 |
You see, the importers of this vehicle have decided that the 2.3-litre engined variant that comes with a closed roof, should be marketed as a more upmarket, luxurious offering.
In fact, the model we tested in “Super Luxury” trim, comes with various “auto-“ prefixed gadgets like lights and wipers, cruise control, reverse sensors, a sunroof, fog lamps and roof rails, and really great leather seats that do not smell cheap in any way (although we’d wish they’d left the obvious branding out when stitching the cushions up).
Old is the new black
Some of you might be interested to know that this petrol-powered SsangYong actually uses a 2.3-litre four-cylinder engine from Mercedes-Benzes of past and yore.
It belongs to the line of C230 and E230 models produced in the mid-nineties, developing an average 150 bhp at 5500 rpm and 214 Nm of torque upwards from 3500 rpm.
Combine this with the new, in-house 6-speed automatic transmission, and you’ll actually get somewhere with this SUV.
In fact, the model we tested in “Super Luxury” trim, comes with various “auto-“ prefixed gadgets like lights and wipers, cruise control, reverse sensors, a sunroof, fog lamps and roof rails, and really great leather seats that do not smell cheap in any way (although we’d wish they’d left the obvious branding out when stitching the cushions up).
Old is the new black
Some of you might be interested to know that this petrol-powered SsangYong actually uses a 2.3-litre four-cylinder engine from Mercedes-Benzes of past and yore.
It belongs to the line of C230 and E230 models produced in the mid-nineties, developing an average 150 bhp at 5500 rpm and 214 Nm of torque upwards from 3500 rpm.
Combine this with the new, in-house 6-speed automatic transmission, and you’ll actually get somewhere with this SUV.
Somewhere very relaxing, simply put.
The Actyon is a very comfortable car from the moment you get into it. It starts quietly, exhibits no excessive vibrations, and settles into a stately cruise with noise levels similar to that of the bigger Kyron.
In this application, the Mercedes-Benz engine breathes easily, revving past 4000 rpm with relative spunk and spirit, thus encouraging you to break out that lead-foot.
The transmission, when unhurried, also does an excellent job of shifting up and down the order of ratios, but will stubbornly refuse to budge when snap-kickdowns are performed, even when shifted manually. It takes at least a second for the unit to respond.
Over the course of 200 km, we’d managed to get 11.9L/100km from the Actyon. Part of this is due to its extremely heavy weight of 1892kg, typical in terms of ladder-framed bulk.
The Actyon is a very comfortable car from the moment you get into it. It starts quietly, exhibits no excessive vibrations, and settles into a stately cruise with noise levels similar to that of the bigger Kyron.
In this application, the Mercedes-Benz engine breathes easily, revving past 4000 rpm with relative spunk and spirit, thus encouraging you to break out that lead-foot.
The transmission, when unhurried, also does an excellent job of shifting up and down the order of ratios, but will stubbornly refuse to budge when snap-kickdowns are performed, even when shifted manually. It takes at least a second for the unit to respond.
Over the course of 200 km, we’d managed to get 11.9L/100km from the Actyon. Part of this is due to its extremely heavy weight of 1892kg, typical in terms of ladder-framed bulk.
 |
The Actyon also uses a double wishbone front suspension and a five-link solid rear axle with coil springs. This also happens to contribute to its forte – a dead-silent, very comfortable ride for both front and rear that is maintained way past 120 km/h.
The only pitfall here would be its inability to track straight and true at high speeds, possibly due to its high-profile Nexen tyres (see pictures) the car felt jumpy, and would not respond to minute corrections by the driver in order to keep it straight-on, especially in crosswinds or when passing larger “pieces” of traffic.
The only pitfall here would be its inability to track straight and true at high speeds, possibly due to its high-profile Nexen tyres (see pictures) the car felt jumpy, and would not respond to minute corrections by the driver in order to keep it straight-on, especially in crosswinds or when passing larger “pieces” of traffic.
Would you buy one?
And so we could go on all day trying to pick fault with the Actyon, and how its RWD-only option might deter keen off-roaders who do not wish to succumb to “G” plate regulations.
But we hate to say that Ssangyong’s effort to brand this car in a manner befitting a duke holds lots of credibility.
Forget the ladder-frame, its off-roading potential, and so on. What you’re left with is still a very comfortable, everyday runabout that your typical soccer-mom would love to pilot.
And so we could go on all day trying to pick fault with the Actyon, and how its RWD-only option might deter keen off-roaders who do not wish to succumb to “G” plate regulations.
But we hate to say that Ssangyong’s effort to brand this car in a manner befitting a duke holds lots of credibility.
Forget the ladder-frame, its off-roading potential, and so on. What you’re left with is still a very comfortable, everyday runabout that your typical soccer-mom would love to pilot.
We’ll get right to it. Honda CR-V - $108,500. Toyota RAV4 - $100,000. Nissan Qashqai - $88,500. And then to its fellow countrymen – the Hyundai Tucson with sunroof - $80,999, and last of all, the Kia Sportage which retails for $70,999.
So as you can see, the Ssangyong Actyon, sits somewhere in the middle of these expansive offerings.
But what has it been like for this other manufacturer of heavy industrial equipment who has been churning out hardy, dependable cars for the past decade or two?
We’ll start with the car itself. It might not be the cheapest around, but the Actyon is touted to be more of an off-road warrior than any of these suburban machines.
For starters, while everything else fighting comes with the traditional monocoque body, the Actyon runs a truck-like ladder frame chassis, pretty much like the Isuzu Trooper and Toyota Hilux.
Its hard-core variant, the Actyon Sport, also comes stock with full-on lockable four-wheel-drive mechanicals along with low-range selectivity for a weekend of rock-crawling up 30-degree inclines.
Using this locking centre differential, this system can only be used for off-roading, and SsangYong even forbids running the 4WD on road, citing component damage as a result.
So as you can see, the Ssangyong Actyon, sits somewhere in the middle of these expansive offerings.
But what has it been like for this other manufacturer of heavy industrial equipment who has been churning out hardy, dependable cars for the past decade or two?
We’ll start with the car itself. It might not be the cheapest around, but the Actyon is touted to be more of an off-road warrior than any of these suburban machines.
For starters, while everything else fighting comes with the traditional monocoque body, the Actyon runs a truck-like ladder frame chassis, pretty much like the Isuzu Trooper and Toyota Hilux.
Its hard-core variant, the Actyon Sport, also comes stock with full-on lockable four-wheel-drive mechanicals along with low-range selectivity for a weekend of rock-crawling up 30-degree inclines.
Using this locking centre differential, this system can only be used for off-roading, and SsangYong even forbids running the 4WD on road, citing component damage as a result.
|
So while parties who fancy their daily forays deep into the tropical rainforest will appreciate the Actyon Sport’s limited-slip rear differential, those who choose the Actyon (without the “Sport”) will have to make do by not running in 4WD mode, permanently. Sadly, the Actyon is rear-wheel drive.
At a slightly shorter 4455mm, it has brief front and rear overhangs, and over 200 mm of ground clearance – all very favourable towards the car’s abovementioned leaning.
It can tow anything with brakes, weighing up to 2,300 kg, and the only seemingly singular drawback would have to be its space-saving spare tyre sitting under the cargo hold, sacrificing a whole lot of boot space and rescue-me-home abilities when venturing away from common ground.
But never mind that. You’re not going off-road with RWD. Period.
|
You see, the importers of this vehicle have decided that the 2.3-litre engined variant that comes with a closed roof, should be marketed as a more upmarket, luxurious offering.
In fact, the model we tested in “Super Luxury” trim, comes with various “auto-“ prefixed gadgets like lights and wipers, cruise control, reverse sensors, a sunroof, fog lamps and roof rails, and really great leather seats that do not smell cheap in any way (although we’d wish they’d left the obvious branding out when stitching the cushions up).
Old is the new black
Some of you might be interested to know that this petrol-powered SsangYong actually uses a 2.3-litre four-cylinder engine from Mercedes-Benzes of past and yore.
It belongs to the line of C230 and E230 models produced in the mid-nineties, developing an average 150 bhp at 5500 rpm and 214 Nm of torque upwards from 3500 rpm.
Combine this with the new, in-house 6-speed automatic transmission, and you’ll actually get somewhere with this SUV.
In fact, the model we tested in “Super Luxury” trim, comes with various “auto-“ prefixed gadgets like lights and wipers, cruise control, reverse sensors, a sunroof, fog lamps and roof rails, and really great leather seats that do not smell cheap in any way (although we’d wish they’d left the obvious branding out when stitching the cushions up).
Old is the new black
Some of you might be interested to know that this petrol-powered SsangYong actually uses a 2.3-litre four-cylinder engine from Mercedes-Benzes of past and yore.
It belongs to the line of C230 and E230 models produced in the mid-nineties, developing an average 150 bhp at 5500 rpm and 214 Nm of torque upwards from 3500 rpm.
Combine this with the new, in-house 6-speed automatic transmission, and you’ll actually get somewhere with this SUV.
Somewhere very relaxing, simply put.
The Actyon is a very comfortable car from the moment you get into it. It starts quietly, exhibits no excessive vibrations, and settles into a stately cruise with noise levels similar to that of the bigger Kyron.
In this application, the Mercedes-Benz engine breathes easily, revving past 4000 rpm with relative spunk and spirit, thus encouraging you to break out that lead-foot.
The transmission, when unhurried, also does an excellent job of shifting up and down the order of ratios, but will stubbornly refuse to budge when snap-kickdowns are performed, even when shifted manually. It takes at least a second for the unit to respond.
Over the course of 200 km, we’d managed to get 11.9L/100km from the Actyon. Part of this is due to its extremely heavy weight of 1892kg, typical in terms of ladder-framed bulk.
The Actyon is a very comfortable car from the moment you get into it. It starts quietly, exhibits no excessive vibrations, and settles into a stately cruise with noise levels similar to that of the bigger Kyron.
In this application, the Mercedes-Benz engine breathes easily, revving past 4000 rpm with relative spunk and spirit, thus encouraging you to break out that lead-foot.
The transmission, when unhurried, also does an excellent job of shifting up and down the order of ratios, but will stubbornly refuse to budge when snap-kickdowns are performed, even when shifted manually. It takes at least a second for the unit to respond.
Over the course of 200 km, we’d managed to get 11.9L/100km from the Actyon. Part of this is due to its extremely heavy weight of 1892kg, typical in terms of ladder-framed bulk.
|
The Actyon also uses a double wishbone front suspension and a five-link solid rear axle with coil springs. This also happens to contribute to its forte – a dead-silent, very comfortable ride for both front and rear that is maintained way past 120 km/h.
The only pitfall here would be its inability to track straight and true at high speeds, possibly due to its high-profile Nexen tyres (see pictures) the car felt jumpy, and would not respond to minute corrections by the driver in order to keep it straight-on, especially in crosswinds or when passing larger “pieces” of traffic.
The only pitfall here would be its inability to track straight and true at high speeds, possibly due to its high-profile Nexen tyres (see pictures) the car felt jumpy, and would not respond to minute corrections by the driver in order to keep it straight-on, especially in crosswinds or when passing larger “pieces” of traffic.
Would you buy one?
And so we could go on all day trying to pick fault with the Actyon, and how its RWD-only option might deter keen off-roaders who do not wish to succumb to “G” plate regulations.
But we hate to say that Ssangyong’s effort to brand this car in a manner befitting a duke holds lots of credibility.
Forget the ladder-frame, its off-roading potential, and so on. What you’re left with is still a very comfortable, everyday runabout that your typical soccer-mom would love to pilot.
And so we could go on all day trying to pick fault with the Actyon, and how its RWD-only option might deter keen off-roaders who do not wish to succumb to “G” plate regulations.
But we hate to say that Ssangyong’s effort to brand this car in a manner befitting a duke holds lots of credibility.
Forget the ladder-frame, its off-roading potential, and so on. What you’re left with is still a very comfortable, everyday runabout that your typical soccer-mom would love to pilot.
Car Information
Ssangyong Actyon 2.3 Super Luxury Sunroof (A)
CAT B|Petrol|8.06km/L
Horsepower
112kW (150 bhp)
Torque
214 Nm
Acceleration
-
This model is no longer being sold by local distributor
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