SsangYong Actyon 2013 Review

The first thing we noticed about this generation of Ssangyong’s ute is how much better it looks than its predecessor. With its second facelift in six years, there’s less reminder of its eccentric Stavic stablemate, and more ‘purposeful truck’ about it.

It’s truck-ish in its dimensions, too, which is to say it’s big -- every bit the equal of the major names in the well populated tradie segment. It rides almost SUV-high, and it feels Aussie large car-broad across its light, airy interior.

Clamber aboard and you’ll find all the gear you’d expect anywhere in this segment -- basic air-conditioning, four-cone audio with auxiliary, USB and Bluetooth inputs, trip computer, and a leather steering wheel with phone and audio controls -- plus a couple of little extras like remote keyless entry and electric heating for the windscreen and wing mirrors.

On the outside, 16-inch alloy wheels and full tray lining are standard, with a range of canopy and tonneau options from Ssangyong, and aftermarket suppliers.

The cockpit benefits from extensive use of soft plastics; ergonomics are passable with a couple of minor annoyances, particularly in the stretch across the broad console for the handbrake. The switch cluster for trip computing and other ancillaries is partly obscured by the steering wheel, and the digital clock readout’s not wide enough to accommodate four digits in a single line.

The high-set driver’s seat cushion is handily adjustable for tilt as well as height. The steering wheel’s adjustable for tilt, too -- and that’s it. Fairly large and without reach adjustment, it leaves the driving position feeling a bit arms-out truck-like for anyone who needs a bit of leg space below.

The Actyon’s major value lever, however, is its powertrain. Particularly for those after four-wheel drive traction, because competition is zero at anywhere near this price [Ed: except perhaps at Great Wall]. Several offer dual-cab diesel variants with auto transmission for under $40K, but are rear-wheel drive only.

They’re all available with an all-paw drivetrain, too, but you have to go past the $40K mark -- sometimes closer to $50K -- to get it.

The Actyon’s under-bonnet specs read well, too. The 2.0-litre direct injection oiler is a fine specimen, helped out by a happy marriage to its six-speed automatic transmission. At 7.9L/100km combined, it’s the most fuel efficient in its segment. Plus, at 209g/km, it’s also the cleanest.

It’s potent, too, good for 114kW and a decent 360Nm peak torque through a nice wide band from 1500 to 2800rpm. That’s enough to put it ahead of several costlier 2.5-litre competitors.

On the road, it’s quiet and flexible, a little laggy on kickdown, but otherwise well up to the task of carrying the 2035kg vehicle with five people and the kind of cargo your average tradie might want to lob into its two square metre back end.

As usual for dual-cabs, the rear seat is strictly short-haul and kids’ stuff. The bench is uncomfortably upright and low in the backrest; legroom is near zero without a front row full of jockeys.

Such shortcomings extend to the cargo area as well. Those needing to pile it on will have to look elsewhere -- the Actyon’s load limit lags behind all its competitors by some margin.

The chassis and suspension fall way short of the drivetrain, too. The feather-light steering is low-geared and devoid enough of feel to require more attention than many to keep the Actyon in its lane. Even within the speed limit, the ute wallows and the body-rolls through bends, demanding more heed of speed recommendation signs than most.

The double wishbone front end and five-link coil-spring rear read okay on paper, but the damping calibration is odd, greeting irregularities with Euro-stiff authority before collapsing into old-time American marshmallow. It’s simply not set up to support the all-paw drivetrain. Beyond the odd urban ditch and kerb, we barely took our tester into low-range territory, but a measure of scuttle-shake suggests it needs work on torsional rigidity, too.

Nor is safety a high point, with a single front airbag each for driver and passenger to complement the mandatory chassis and braking electronics, and a lap-only seatbelt for the centre rear passenger. Not a good look in the light of the Actyon’s unwieldiness under stress.

ANCAP testing in 2010 saw the rear-wheel drive Actyon Tradie score three stars. Navara and HiLux rate four, while the Ranger, BT-50 and Colorado all get five.

Despite its terrific engine and transmission, the Actyon disappoints on too many other fronts to fulfil its promise of terrific value. It does have a place as an urban workhorse, but it’s a lightweight -- literally and figuratively -- in its field.

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