In the News - All Models
SsangYong goes all diesel
By CHRISTINA McCOSKER
Queensland Country Life Thursday 26/6/2008
MOVE over you carbon dioxide belching petrol guzzlers, the innovative Korean SsangYong has taken the bold step of going all diesel - and reckons a lot of other manufacturers will follow the example.
So confident is SsangYong Motor Australasia's managing director, Russell Burling, he predicts most sports utility vehicles (SUVs) sold in Australia in the next five years will be powered by high efficiency turbo diesel engines. His prediction comes as the Korean manufacturer announced that all vehicles in its 2008 Australian tine-up will feature 100pc pure diesel power. This announcement makes SsangYong the first car company in Australia to market a 100pc pure diesel engine range.
Mr Burling says SsangYong is at the forefront of a revolution in drive-train trends in Australia and that more than 70pc of Australia's new SUNS will be diesel powered by 2012. He said that while diesel uptake in Australia has been slow, the efficiency and environmental friendliness of latest generation turbo diesel engines would win over local SUV buyers in the next few years.
"I believe Australians will embrace diesel technology and that the penetration of clean green diesel power will be at a similar level to Europe within a few years," he said.
"Clearly it has been very attractive in Europe because of the tax incentives offered there, however despite the lack of diesel incentives offered by the Australian government the word is spreading that this is the way to go if you want to drive an SW and maintain a green profile."
From this point on, SsangYong's diesel commitment takes an unexpected turn, unexpected at least for those motoring snobs who have had their heads in the sand too long without coming to grips with what's happening across the Korean motor vehicle scene. Heaven forbid, there are probably still a few diehards out there who nurture the notion of Korean build being rough, ready and adequate, therefore justifying its lower level of pricing.
Wake up Rip Van Winkle and you'll find a luxurious metamorphosis in the new SsangYong range as well most other Korean makes on the market. It's an old story, probably made most famous by Hans Christian Andersen's delightful tale about the ugly duckling changing into a beautiful swan. If some of the early Korean offerings, including those from SsangYong, were ugly ducklings, and let's face it some were, the bony angles and pin feathers are long gone.
The recent introduction to the national motoring media to SsangYong's new diesels was a far more revealing exercise than simply looking under the bonnets at well designed, turbo charged oil burners. No siree, here is a pack of superbly appointed and technologically superior vehicles in which any yuppie mum or dad would be glad to deliver progeny to the school formal or graduation day.
The impressive list that includes Kyron, Rexton, Sports dual cab and Stavic now is redolent with rich leather upholstery and interior trim, functionality combined with urban chic, high performance, reliability and maximum protection with world class, built in safety features. And guess what, the good old 'Korean pricing' once regarded as a millstone but now a desired gem, is stilt there in spades.
Take the opulent Rexton. Buyers can take hone the entry level model for a mere $35,990 recommended retail price, rising to $49,990 for the luxurious STR.
Then there's the futuristic looking Kyron that spans the price range from $+52,990 to the topline 2. 7/ litre for $39,900 - remember that's stilt under the $40,000 ceiling at which most mid size SUVs and 'iWDs start.
Space here does not permit a full description of all the goodies offered within the now diesel only SsangYong range.
But just to mention a few teasers, try 'on the fly' 4WD selection, instant adjustment to changes in terrain, rear parking sensors, the Kyron's 18in (46crn) wheels, leather (in SPR models) and multiple seat folding configurations - plush much more. These treats can be explored by a visit to any SsangYong dealer. So much for the ugly ducklings of yesteryear!
One of the stars among SsangYong's new range of diesel only vehicles is this futuristic designed and high performing Kyron SUV.
No 1 ... and still on move
Gold Coast Bulletin Wednesday 30/7/2008
LOCKHART Auto Centre has continued to grow since the dealership was taken over by Garry and Debbie Dean in November 2006. The business, which this year became the No I Proton dealer in Australia, has 22 staff, including the recent appointment of a new general manager, Darren Minter, and two trainee female sales staff, Megan Middleton and Kristy McCamley, to help with the demand in sales on SsangYong, Proton and used cars. The centre, in Ferry Road, Southport, has also expanded into caravan sales, taking on Aussie Wide Caravans ranging from PopTops to 2311 luxury living vans. Garry Dean said the plan for the future was to build a new service top gear.
A one-stop shop for everything automotive centre to accommodate a growing number of clients having their vehicles serviced at the dealership.
"Our vehicles span all ranges, from small, four cylinder cars to people movers and four-wheel drives," he said.
"The turbo-diesel SsangYong brand has become a force to bereckoned with in the market place, with fuel consumption starting at 8.1 litres per 100km (35 miles per gallon)."
Lockhart Auto Centre has had an increase in sales for its Proton range, with the Proton Savvy from $11,990 plus on-road costs, to the well-appointed and recently released Proton Persona starting at $16,990 plus ORC.
Both the SsangYong and Proton brands have been taken on by the Gold Coast City Council as part of its fleet.
The Dean family would like to express their gratitude to customers for their ongoing support over the past two years.
"Lockhart Auto Centre will continue to grow and maintain a friendly and professional service throughout the company in the years to come," said Gary Dean.
Sports Dual Cab News:
New tool for tradies
By Ewan Kennedy
Knox Journal Wednesday 25/6/2008
SSANGYONG has announced a new low cost variant of its Sports Dual Cab. Coming to Australia at just $24,990 for the 4x2 with a modem common-rail turbodiesel engine and five-speed manual, it offers a lot of vehicle to the cash-strapped Aussie tradie. Hence the title of SsangYong Tradie. To keep costs down, the importer offers the new Tradie in any colour you like - so long as it is white! Not necessarily a bad thing as most utes are soon sign-written and a white starting point is often appreciated. The Tradie isn't a strippeddown special as it includes airconditioning, power windows and remote central locking. Dual front airbags are part of the safety package.
The Sports Dual Cab Tradie has cloth trim that looks to be comfortable and hard wearing. The 2.0-litre, four-cylinder turbo-diesel produces power of up to 104kW at 4000rpm. In keeping with its working aspirations maximum torque of 3 l ONm is reached at a mere 1,800rpm. Official tests have the SsangYong turbo-diesel Tradie showing fuel consumption of 8.1 litres per 100 kilometres so it's economical to run as well as to buy. Payload is 750kg and a standard tray liner means it can do real work without damaging New Tradie: Cut price, diesel-powered workhorse from Ssangyong things. As well as the 2" described here, the new Tradie is also available as a 4WD. It also comes with a five-speed manual gearbox and is priced at just $27,990.
SsangYong's Sports Dual Cab runs much more quietly than most other utes thanks to its coil rear-spring set-up, something that's not all that common in this class of vehicle. It's not the most refined of vehicles, but is an honest worker that provides good value for money in all variants, and in this new Tradie format further excels in the value equation. The use of the word `Sports' by SsangYong is somewhat misleading because this really is a pure ute, not a sporting vehicle in the generally accepted manner.
But if you go to interesting locations and cart some camping, or other fun gear along with you, that may just be described as sporting. We'll leave it up to you.
Tradie is Designed to do the Hard Work at Low Cost
By IAN CRAWFORD
Tamworth City Times Wednesday 9/7/2008
SSANGYONG has released a new entry-level version of its capable sports dual-cab turbo-diesel ute and it's aimed squarely at tradesman, farmers and the mining, construction and forestry markets.
Dubbed the Tradie, a $24,990 price tag for the 4 x 2 version makes it the least expensive vehicle in the dual-cab diesel segment. At $27,990, the 4 x 4 manual variant is thousands of dollars cheaper than its dual-cab competitors.
Powered by a willing two-litre engine, the 4 x 2 five-speed manual ute is a white-only model and it joins the two other model variants in the SsangYong Sports dual-cab line-up - the standard 4 x 2 and 4 x 4 and the range-topping SPR 4 x 4. Despite its low-price workhorse credentials, the new ute comes standard with goodies including air conditioning, power windows, remote locking, a tray liner and dual front airbags. The Tradie has cloth trim and it rides on steel wheels and it has a front-disc/rear-drum braking set-up.
The four-cylinder common-rail turbo-diesel engine delivers peak power of 104kW at 4000rpm and maximum torque of 310Nm at a relaxed 1800rpm and SsangYong claims an 8.llitre/100km combined fuel-consumption figure.
SsangYong Australasia boss Russell Burling says the the Sports dual-cab Tradie answers a strong demand from tradesmen, fleet operators and farmers seeking an economical diesel twin cab that doesn't compromise on safety or performance.
"Clearly there is a demand for a vehicle like this that has less of the creature comforts and a lower price for those seeking a more basic and less luxurious vehicle," he said.
"The Tradie proves that you don't have to compromise comfort or safety in a basic dual cab ute for under $25,000," Burling added.
With improved noise and vibration dampening of the engine and powertrain and rear coil springs, the Sports dual cab runs more quietly than competitor utes with no load-capacity compromise.
Holiday van exchange
KEITH DIDHAM
Sunday Tasmanian Sunday 29/6/2008
YOU have heard of house exchanges. where home owners briefly trade places with others overseas for a cheap holiday. Now comes a motoring version. English painter and decorator, and keen RV owner, Chris Farrow has set up a website where people can arrange to exchange campervans and motorhomes. For example, the owners of a motorhome in New Zealand fly to Australia on holiday and drive around in a motorhome owned by someone here. The Australian owners do the same thing in NZ. "As it happens, some friends moved to France. and we exchanged with them," Farrow says. "They came to visit family in the UK and we went on holiday to France, swapping our vehicles. "We had a brilliant time and the idea worked so well I had the website developed."
The site has been running for 16 months and Farrow says three people a day are registering from all over the world. " The website is running free at the moment so now is the time to register," he says. To find out more, visit motorhomeholswap@btinternet.com.
Easy-fit lights
IF you have ever wired in a new set of driving lights, you will appreciate how fiddly the job is. Now light manufacturer Narva has come up with a driving-light wiring harness which just plugs together and it can be used for both halogen and high-intensity discharge lamps. It can used with any brand of light, uses waterproof connectors and is suitable for both 12-volt and 24-volt applications and positive or negatively switched vehicles. The kit includes a switch, relay, relay mounting block and fuse holder. It costs $95. Trailer LEDs TAKE a trip to the tip any weekend and you will easily spot the biggest fault with trailers - few of them have lights that work. The oldf ashioned lights which use a globe sprung between two contact posts usually fail because the bulbs fall out or the contacts become rusty. The modern solution is more robust LED lamps, but until now they have been expensive and in limited supply for trailers.
Tradie's mate
SSANGYONG has added a budget entry-level model to its workhorse fleet in Australia. It's a variant of the sports dual cab and aimed at tradies who want a tough no-nonsense ute. Called the Tradie, the twowheel-drive manual with a 2-litre four-cylinder turbo diesel motor sells for $24.990. It only comes in white, has steel wheels, rear coil springs and rear drum brakes, but does have air conditioning, cloth trine. power windows, remote locking and front air bags. It has a modest 750kg payload and a tray liner to protect the load bed. Claimed fuel consumption is 8.11/100kn on a mix of city and highway running. A manual all-wheel-drive version costs $27,990.
Stavic News:
Cheap Seats
Age Saturday 19/07/08
WHEN you have four or five children, the budget is always stretched. The rising prices of petrol and food make balancing income and expenditure all the harder.
Enter the Korean brands, which are claiming maximum seats for minimum money as their turf, with several offering full-size peoplemovers at less than $40,000.
Kia has traditionally shown the way when it comes to affordable people-movers. Take the Rondo7 - incredible value from $24,990 for a seven-seater. Its Grand Carnival, tested here, boasts eight seats, a 3.8-litre V6 petrol engine and costs $38,490 for the base EX model. At the opposite end of the spectrum is the $39,990 SsangYong Stavic SPR. The Stavic is ugly but this seven-seater has never been more competitively priced and equipped to backup its quality Mercedes-Benz turbo-diesel drivetrain. The newcomer is Hyundai's eight-seat iMax, tested here as the $39,990 C RDi, powered by a 2.5-litre turbo-diesel engine. None of them are sexy or exciting, which maybe explains why so many people opt for S UVs as their surrogate people-movers. But there's no doubting that if seats-on-a-budget are what you need, then these three should be on the shopping list.
It's the newest of these three but the iMax is based on the iLoad commercial van. Such a big, square shape creates a massive amount of space, so eight passengers fit along with plenty of luggage (851 litres claimed). The iMax is set-up with a 2-3-3 seating layout with sliding doors. Row two is a 60:40 bench which slides and reclines. The larger section of the seat is road-side and the safer way to access row three is kerb-side. But it also requires more effort. The backrest of row three also split-folds and reclines but the squab is fixed. This means that long and awkward loads like mountain bikes, furniture and surfboards have to be loaded up and over the rear-most bench. Unlike the other two cars here, every iMax passenger gets a lap-sash seatbelt. There are three child seat-anchors located behind row two. Traction and stability control are standard but there are no side or curtain airbags, even as options. Cruise control would also be appreciated.
Storage is good up-front and acceptable in rows two and three, with big bins in the doors as well as bottle holders. The climate-control system includes rear controls and vents and the six-speaker audio system gets an auxiliary input. The Hyundai doesn't have the flip-up trays in the back of the bucket seats that the Kia and SsangYong have.
The iMax drives better than you might suspect. The diesel engine is modern, civil, moderately enthusiastic and not too bad on fuel (9.89 L/100 km during our test) despite a kerb weight 2249 kilograms. However, the engine is not fitted with a soot-reducing particulate filter. It is also too noisy and the five-speed manual transmission baulks in the lower gears and is wearisome around town. There's no auto option and that's not the only shortfall. The iMax's sheer size will deter some. So much sheet metal means there is a constant fear of hitting something in tight spaces, although the tight 11.2 metre turning circle helps, as do the standard rear parking sensors and the view offered by the summit driving position. In more open situations the Shuttle is quite pleasant to drive, with an acceptable ride, good steering (by Hyundai's usually vague standards) and a decent amount of grip.
The Grand Carnival's 2-3-3 seating layout and sliding side doors are conventional but the cleverness and practicality of its interior are outstanding. Row two is made up of three separate bucket seats that can individually recline, slide, fold and flip or be removed. Row three is a 60:40 split-fold that actually disappears into the floor in two pieces, creating massive luggage room. When the rear seat is in place the cavity can be used for cargo.
Neat touches abound. The child seat-anchors are sited at the base of the second row and there is a walkthrough function enabled by a folddown tray between the front seats. There are also power windows for all rows, storage areas and bottle/cup holders for most passengers and rear air-conditioning controls. However, flip a middle-row seat forward to get into row three and some rather jagged-looking metal teeth are exposed. There's also an abundance of flimsy and clumsy straps for seat movement, modification or retention. Row three is too restricted to fit three adults comfortably. The middle-seat passengers in rows two and three also make do with lap-only seatbelts, a serious shortcoming.
The Grand Carnival is the only car here without standard traction and stability control. They are available for $1800 along with side and curtain airbags. This is a must-buy pack. Commendably, the Kia gains a four-star NCAP crash test rating when fitted with head-protecting side airbags.
Being the base model, the EX presents very blandly. The ambience is overwhelmingly grey and plastic with an abundance of switch blanks. It also lacks a left footrest (as does the Stavic) and a reach adjustable steering wheel, which is also missing from both rivals.
The Grand Carnival is amenable at drive-at-town speeds, its large V6 petol engine only really making itselfheard when revved hard. It works co-operatively if not economically with its standard five-speed automatic transmission, our test average coming out at a wallet-jolting 14.38 L/100 km. Speaking of jolts, the Kia transmits plenty of them straight back up through the steering column to the driver if it hits bumps and holes, particularly when cornering. This reflects the complexity of trying to power the front wheels as well as steer through them - something the other two avoid by being rear-wheeldrive. Away from the driver's seat, the Kia treats its passengers well with a comforting ride.
Another downside of front-wheeldrive is the large 12.1 metre turning circle. This counteracts the Kia's good visibility and otherwise easy manoeuvrability.
The S PR is the flagship of the recently updated Stavic range. For $39,990 it delivers more features than its rivals, including leather trim, heated front seats, a powered driver's seat and a sunroof.
It features stability control, alloy wheels, rear parking sensors, cruise control and rear airconditioning controls. But it misses out on its rivals' five-year unlimited-kilometre warranties, making do with three years and 100,000 kilometres. Only offering dual front airbags is a safety weakness.
The car is ugly. The front is bloated while the rear combines a coupe's sweep with a top-box that screams afterthought. Inside, it's unique rather than objectionable, with its centre-mounted speedo and steering wheel gearshift buttons.
The S PR is laid out in a 2-2-3 formation and has car-style sideopening doors. Access to row three is easy thanks to the walk-through, although the row two buckets also slide, recline and fold flat. The bench reclines, folds flat and slides forward. It can also be removed, but it's too much effort to contemplate doing it regularly. With it gone, acceptable luggage space is transformed to massive, although you now only have four seats. But those middle row buckets are great, offering extra support when cornering via armrests. In the rear it's claustrophobic, noisier and bumpier because you are sitting over the rear axle.
There's a shortage of storage areas in row two, in particular. The location of the child seatanchors in the rear-roof pose potential visibility issues and there is only a lap-belt in the middle-rear seat.
The tailgate is heavy and needs too much effort to close.
The Stavic claims its greatest credibility thanks to its aged yet still convincing Mercedes-Benz drivetrain. While it's noisy and vibrates, the 2.7-litre five-cylinder diesel engine combines well with the five-speed auto to maximise response and minimise lag. It also proved the most frugal consumer, sipping 9.66 L/100 km on test. However, there's no particulate filter.
The S PR is a fluent drive, despite measuring up only marginally smaller than the iMax. There are some rattles and squeaks from the body, but the handling, steering and ride are all competent.
Indeed, the biggest driving impediment is the poor rear view for close-in manouevring. The 11.2 metre turning circle helps counteract that.
This group test presents a dilemma. None ofthese vehicles impressed much. They all had major issues. The iMax feels huge to drive, desperately needs an automatic transmission, some added noise insulation and a more flexible rear seat. No side or curtain airbags is a safety dent. The Grand Carnival has terrific versatility inside but is flimsy in its execution, chews fuel, offers only lap belts in two seats and steers and handles poorly on rough roads. If you're thinking about buying one, factor in the safety pack - it's a must. The Stavic looks dreadful, treats its row-three passengers like cave dwellers and creaks and groans arthritically. A lap-only belt in the middle rear and only two airbags is well short of the mark.
So which to choose? Frankly, none of these - but if we're cornered, here goes: The iMax is dismissed most quickly because private buyers will want an auto transmission. Funnily enough, one is offered with the iLoad commercial. It's a closer contest between the Carnival and the Stavic. Both do a workmanlike job of their intended role as people movers and will cost about the same to run given the expense of the Stavic's diesel versus the ICia's extra thirst and their equivalent pricing. Spend the extra $1800 dollars on the Kia's safety pack and it's a narrow win - by default - to the Grand Carnival. But no wonder people buy S UVs.
This beast is no beauty
Age Wednesday 30/07/08
It's not easy on the eye but this people-mover has Mercedes under the bonnet, reports David Morley.
0N THE surface, the SsangYong Stavic people-mover had a bit going for it. It was available in a wide range of mechanical variants, all with relatively sophisticated engines and the option of all-wheeldrive at the centre of things. It was a big seven-seater that had adequate luggage space with all the pews occupied.
Its two-tonne towing capacity was enough to ensure it could cope with a trailer, boat or caravan, and it was a people-mover in the classic mould. It even came with an optional all-wheel-drive system for those who wanted to take it on the annual snowfields holiday.
But the Stavic proved to be a slow seller for a number of reasons. There was its weird name, and as a South Korean product there was always going to be some suspicion about its long-term reliability. However, it tended to stay in showrooms mainly because it was, without wishing to be harsh, homely. Most people could live with the oddball interior with its central instrument pod. People movers can often get away with quirky interiors because the}yre not seen as sporty. Even so, the Stavic's interior consisted of rather poor-quality plastics with indifferent fit and finish, so a test drive these days should include some bumpy roads to see what, if anything, rattles. Also, the Stavic was a seven-seater but the rear seats didnt fold out of the way, making it imperfect for families carrying only five passengers and lots of gear.
At least the middle row of seats was more versatile and could slide fore and aft and fold into a table.
But the sticking point was the SsangYong's exterior. The deep, bodycoloured grille was anything but elegant and gave the Stavic a comical visage. The slab sides were hardly what you d call attractive and it had a shed-like look from the side. But by far the most controversial aspect was the rear-roof section, which appears to be an afterthought, as if the Stavic was conceived as a sedan and hastily converted to a people-mover. By five-year-olds. Sure, people-movers are allowed to not be sexy, but to most eyes the Stavic abuses the privilege.
Beneath this exterior is a platform borrowed from a Mercedes-Benz passenger car from when Benz and SsangYong had a technology-sharing agreement, and it also explains how the Stavic gained a Benz engine.
The Stavic was available with both a petrol and turbo-diesel engine. The petrol engine is SsangYong's take on the Mercedes 3.2-litre petrol inline six. It isnt the smoothest six-cylinder around but it gives the Stavic a sophisticated feel. The petrol engine made 162 kW of power and 312 Nm of torque, so even the hefty 2-tonne Stavic can get out of its own way.
A five-speed automatic was the only transmission, but a manual just wouldnt have made sense. In the case of the turbo-diesel, you're talking the five-cylinder unit that displaces 2.7 litres and makes 121kW of power and a handy 342 Nm of torque. It isnt quite as fleet as the petrol six but ifs a very relaxed performer and a frugal one. Even so, you have to factor the Stavic's mass into the equation and realise it will never be a 6.0 L/100 km proposition, even with the optional (but rare) five-speed manual fitted.
Perhaps even more interesting than the provenance of the Stavic's engines was its availability in both rear and all-wheel-drive. The petrol version was rear-drive only but the turbo-diesel could be had with either driveline. The all-wheel-drive platform adds a little more weight and the extra driveline friction contributes to the vehicle's thirst, but for security on slippery roads, all-wheel-drive in a family vehicle is hard to beat. Speaking of safety, even in its base-model form, the Stavic scored dual front airbags, seatbelt pretensioners, electronic brake-force distribution and anti-lock brakes.
Driving the Stavic reveals a car that, despite its upmarket-derived underpinnings, is a bit of a barge. It is tall and heavy and leans in corners.
The Stavic will only make it on to buyers' short-lists if they can cope with having to look at the thing parked in the driveway each morning. Many cant.