SsangYong Rexton 2018 Review
Taking a separate-chassis dual-cab 4x4 and grafting on a rear wagon section is nothing new.
Toyota did just that decades back with the 4Runner and now its Fortuner spiritual successor, and Mitsubishi likewise moved on from the 1990s Challenger to today’s Pajero Sport.
It’s not for nothing that this segment of practical, proper off-roader has only now gained genuine popularity, though. Owing to the huge advances in the way utes drive, those closely related wagon derivatives have naturally made enormous drivability gains as well.
But the SsangYong Rexton takes that theme, and flips it. The South Korean minnow insists it built this seven-seat medium-to-large SUV first, and then cut the back off it to make the Musso ute. Expected to cost from $40K, this Rexton promises to deliver the odd difference.
- Very refined diesel
- Roomy and loaded cabin
- Great off-road ride
- sloppy suspension
- average steering
- some cabin finish issues
Is it right for me?
When it lands in November 2018, SsangYong will want your business if you’re shopping for the Ford Everest (from $49,190 – all plus on-road costs), Holden Trailblazer ($47,990), Isuzu MU-X ($42,900), plus the aforementioned Pajero Sport ($45,000) and Fortuner ($47,990).
These are smaller than the likes of the Nissan Patrol and Toyota Prado/LandCruiser, while the Rexton will join only the Ford and Isuzu in being offered with a choice of rear- or four-wheel drive, the latter with high- and low-range gearing for proper off-road exploits.
Can I afford it ?
Three models grades will be offered – EX, EXL and Ultimate - priced from an estimated $40,000 to $45,000 and $50,000 respectively. It would be convincing if SsangYong Australia could nail down such numbers with its headquarters, as it would easily undercut the Holden, Isuzu and Mitsubishi that are the most affordable established entrants in this class.
SsangYong will also be a rare player in this segment to offer 2.0-litre turbocharged petrol power in addition to the turbo-diesel (in this case a 2.2-litre) that rivals deem far more popular. It hints that the Rexton will attempt to poach not just Fortuner/Pajero Sport off-road owners, but also potential buyers of its passenger car-based South Korean challengers, the Hyundai Santa Fe and Kia Sorento.
What do you get for your money?
Standard equipment will include an 8.0-inch colour touchscreen with Apple CarPlay and Android Auto smartphone connectivity, digital radio, plus a reversing camera that graduates to become a 360-degree camera in the Ultimate model grade.
The EX will not get autonomous emergency braking (AEB), blind-spot warning, lane-keep assistance, rear cross-traffic alert and automatic up/down high-beam, but SsangYong says these will be available higher up, hopefully on EXL as well as Ultimate. A choice of 17- 18- or 20-inch alloy wheels are available, with electrically adjustable and heated/ventilated front seats, Nappa leather trim, power tailgate, dual-zone climate control with third-row fan control and keyless auto-entry with push-button start available depending on the spec level.
How much does it cost to maintain?
SsangYong hasn’t yet finalised an after-sales package for its big wagon, but six-month service intervals are said to be not on the cards. Expect annual or 10,000km-to-15,000km cover, and potentially a warranty greater than five years/unlimited kilometres.
Is it well built?
Compared with the Musso ute, the Rexton has a greater variety of soft-touch surfaces across its dashboard and doors, plus diamond-stitched padded leather across its centre and lower transmission flanks in the case of the top-spec Ultimate tested.
There were a couple of bitsy fit-and-finish issues, but nothing major, and the SsangYong certainly delivers a higher standard of quality (and screen resolution) than the Chinese-made D90 for example. Consider it middle ranked, for an expectedly lower price than rivals.
What are the Standout features?
Also like the Musso, the Rexton can tow 3.5 tonnes with either its petrol or diesel engine.
Otherwise, a seven-speed automatic with the diesel (six-speed for petrol) is impressive for this segment, and the fact SsangYong is giving buyers a choice of fuel type in addition to whether rear- or four-wheel drive is required can be considered very unique in the class.
What does it have that others don't?
Add a blend of driver assistance technology and luxury features on the top Ultimate, and if priced correctly with a decent warranty, the Rexton actually has the ability to be one of the best-equipped and best-value offerings in the medium-to-large SUV class.
How practical is it?
In five-seat mode the 649-litre boot volume is impressive, although SsangYong doesn’t offer a figure with all seven seats in place. Unfortunately, the vehicle tested in Seoul was a five-seater anyway, but the space it offered was capacious by rival standards.
Is it comfortable?
There is plenty of room up front and one row behind, and all seats are decently plush. The driving position is spot on (with the electric adjustment of the vehicle tested, that is) and the rear backrest can recline. Rear riders even get a fast-charge USB and powerpoint outlet.
But the Rexton is less comfortable for passengers in terms of its ride quality. Quite simply, it is far too wallowy and pillowy to make for level progress, tossing the heads of passengers needlessly over freeway expansion joints, for example. More work is required here, but SsangYong promises a local suspension tuning program is in the works.
Easy in, easy out?
With B-pillar mounted handles and illuminated treadplates, getting in and out of the Ultimate proved easy. We’re not sure if the electrically-foldable side steps will make it to Australia, but they rotate in and out of the floorplan with mesmerising ease.
Space and versatility?
At 4850mm long and 1960mm wide, the Rexton measures up around the middle of the proper off-road-biased seven seaters. For example, a Fortuner is 4795mm long and 1855mm wide, while an Everest stretches 4892mm and 1860mm respectively. As those numbers indicate, width is a SsangYong advantage most obviously realised in the broad rear bench complete with air vents and fold-down backrest. It doesn’t feel at all like a ute-based wagon.
What's the engine like?
Compared with the Musso, the Rexton’s 2.2-litre turbo-diesel maintains 133kW of power but raises torque from 400Nm to 420Nm owing to a Mercedes-Benz-sourced seven-speed automatic transmission. With a kerb weight of 2233kg due to the standard four-wheel drive system with this fuel type, the SsangYong remains a solid rather than stellar performer, but the diesel is amazingly smooth and quiet – potentially the most refined in the class.
The 2.0-litre turbo petrol with 165kW and 350Nm wasn’t sampled, but it mates with a six-speed automatic transmission and reduces kerb weight to 2095kg because it is available with rear-wheel drive only.
How much fuel does it consume?
The petrol does use more fuel than the diesel, however, with a combined-cycle fuel consumption claim of 10.4 litres per 100 kilometres versus 8.3L/100km. But it will be cheaper to buy for those who don’t need to go off-road.
Is it enjoyable to drive?
The upside to the pillowy on-road ride, as aforementioned, is that the Rexton’s suspension comes into its own off-road. Over a rocky and rutted course it displayed far more silent and isolated progress than its much firmer Musso ute sibling driven over the same path.
It lacks that ute’s locking rear differential, but otherwise still gets low- and high-range gearing and a dial for rear- or four-wheel drive. The steering is competent but nothing special, and a definitive handling assessment will have to wait for local testing – especially given SsangYong swaps out the live rear axle of its ute for a fully independent rear suspension (IRS) here in wagon guise, which is very rare for a proper offroader.
Does it perform as you expect?
In the metal the Rexton is nicely proportioned, being wider than most rivals, and to drive it feels less like a ute with a wagon grafted on and more like a decently sorted seven-seater.
It is roomy and well-appointed in overseas specification, with a good active safety kit list, but it will come down to how SsangYong manages to price this rear-wheel drive petrol and four-wheel drive diesel duo – plus how well it succeeds with local chassis tuning. It may well provide enough points of difference from rivals to haul even more buyers into this segment.