SsangYong Rexton 2019 Review

The SsangYong Rexton faces the toughest test of all four new models the Korean SUV and pick-up specialist has just launched in Australia as it makes its local return after a two-year break.

Its pricing isn’t quite as cutting edge as the Tivoli small car and its stretched relation to the XLV, nor does it have the blue-collar appeal of the Musso dual-cab pick-up.

Instead it drops into the 4x4 off-road seven-seat wagon segment priced below some really impressive competition including the Toyota Prado and Ford Everest and priced above some bargain-basement Chinese interlopers including the Haval H9, which we have put through the wringer at carsales.com.au and quite like.

The SsangYong Rexton name has been around in Australia since as far back as 2003. Since then the original wagon has gone through two significant updates. Globally, this all-new second generation has been on sale for about 12 months.

The Rexton is a large ladder-frame SUV that offers the choice of a 165kW/350Nm 2.0-litre turbo-petrol engine, or 133kW/420Nm 2.2-litre turbo-diesel four-cylinder.

The petrol model drives the rear wheels via a six-speed Aisin automatic transmission, the diesel has a seven-speed Mercedes-Benz auto and a selectable 4x4 system that allows rear-wheel drive, four-wheel drive or low-range 4x4.

The Rexton is based on the Musso, so watch out for that petrol 4x2 drivetrain to transfer to the pick-up in Australia sometime in the not too distant future.

There are three model grades, all of them with drive-away pricing. The petrol EX base model is priced at $39,990, the ELX diesel at $46,990 and the Ultimate diesel at $52,990.

By comparison, a Chinese LDV D90 will set you back as little as $36,990, a H9 as little as $40,990 (plus on-roads for both). Move upmarket and you’ll find the Everest kicking off at $49,190 and the dominant player, the Prado, priced from $53,490 for the bare-bones GX and rising all the way to $84,119 for the luxurious Kakadu.

In between there’s a host of other full-chassis, ute-based seven-seat 4x4s like the Holden Trailblazer (from $47,990), Isuzu MU-X (from $42,900) and Mitsubishi Pajero Sport (from $46,000).

The Rexton’s safety equipment list includes six airbags (which extend to row three), autonomous emergency braking, forward collision warning, lane departure warning, high-beam assist, a reversing camera and rear park assist.

The ELX and Ultimate add two rear side airbags and a driver’s knee airbag, tyre pressure monitoring, blind-spot detection, rear cross-traffic alert and lane-change assist. The Ultimate alone adds a 360-degree camera.

The Rexton has a five-star Korean NCAP crash test result but that’s not really translatable to Australia. At least it has a three-point seat belt in the middle of row two, unlike the Musso.

Comfort equipment includes Apple CarPlay and Android Auto (which is the only way you get navigation), 18-inch alloys, dual-zone air-conditioning and DAB radio. The ELX adds tinted glass, powered and heated/vented front seats and heated rear seats.

Ultimate alone upgrades to 20-inch alloys, a sunroof, a power vertical tailgate, HID headlights, rear AC controls and steel scuff plates. All Rextons come with a full-size spare tyre under the floor.

While all three models have double-wishbones up front, both diesel 4x4s swap from the EX’s rear torsion beam to a multi-link suspension set-up. The Ultimate alone gets speed-sensitive power steering.

On top of all that, the Rexton – like all SsangYongs – comes with a seven-year/unlimited-km warranty, seven-year capped-price servicing (12 months or 20,000km, pricing TBC) and seven-year roadside assistance.

It all adds up to a pretty impressive package, which backs up the big talk from newly-formed SsangYong Australia about its aggressive local plans.

The SsangYong Rexton measures up at 4850mm long, 1960mm wide, 1825mm high and is underpinned by a 2865mm wheelbase.

That makes it 25mm longer than a Prado (without the wheel mounted on the tailgate), a significant 75mm wider, 20mm lower and 75mm more stretched in the wheelbase.

Its impressive 3500kg braked towing capacity as a diesel 4x4 well and truly has the Prado covered, along with almost all rivals. It’s easy to see that feature combined with the strong service back-up appealing to caravaners.

Climb inside and have a look around the Ultimate we’re testing here, and the superficial impression is of pretty decent quality.

Quilted leather is decadent, the font seats are large and supportive, the door pockets are big, the backlit instrumentation is elegant, the central touch-screen is sizable, the presentation of the air-con controls is snazzy and there’s some shiny plastic and some piano black trim.

There are detractions though. There’s no reach adjustment for the steering wheel, the driver’s door armrest is concrete-hard, there’s no flappy paddles so you manually change via a button on the shifter, the wood trim looks a bit crap and the Apple CarPlay is set up for left-hand drive.

Access to the middle row is easy via a wide-opening rear door, but actual leg space isn’t generous. There are two seatback nets, two door bins, a fold-down armrest with flip-out double cup-holders, a 12V outlet, a USB port, visible air-con vents and more quilted leather.

The seatback reclines and splits/folds 60:40. It flips up in a two-stage operation to access row three. It’s kids-only back there but there are vents, a power outlet and storage bins for them to benefit from.

The boot offers limited luggage space with all three rows in place, but can grow to a mountain bike-swallowing 1806 litres with only the front pews in place.

The SsangYong Rexton Ultimate weighs in at a claimed 2233kg, so it’s a big unit. And it feels it too. Add in a high centre of gravity and it tends to kneel and roll ponderously in corners.

The Ultimate’s low-profile rubber detracts from ride quality, pattering obviously at low speeds. Out on the highway the rear-end can struggle for grip on bumpy tight corners.

The 18s on the lower-grade Rextons work better and we’d recommend you stick with them even if you opt for the Ultimate spec.

The Ultimate’s speed-sensitive steering is finger-light in town and then heavies up like a light switch over 60km/h. Again, the orthodox steering on the lower grades works better, especially on the open road.

The SsangYong Rexton is expected to join Musso for some local suspension and steering tuning and that’s a good call. It feels like there is a decent drive in here trying to get out.

Off-road, on a less than challenging course, the Rexton did all that was expected of it. crawling down a steep slope with the assistance of low range and hill descent control and then clambering up a rock-strewn forestry road without serious drama.

The drivetrain includes a self-locking centre differential and limited-slip rear diff, which sounds a frag underdone for the really serious stuff. The suspension and steering could also do with a bit more slack for off-road work. Add it to the job list?

Approach, ramp-over and departure angles are nothing special and the fuel tank is only 70 litres. Claimed fuel economy is 8.3L/100km but expect 10s or more in the real world – especially when towing. You’re not going to match a Prado for range.

The Ultimate wins back points because it is so quiet inside. It really is one of its best points. The diesel engine’s clatter is well-shielded. It’s also a hard-working unit, shows only moderate signs of lag and works very well with the seven-speed auto.

There are so many competitors in this class and with several of them under-cutting the Rexton on price and several clearly better to drive, SsangYong is going to have to work to carve out a niche for it.

But that braked towing capacity is a big plus. The SsangYong Rexton is well-specced, well-supported and the pricing looks better when you consider all the back-up and the long equipment list.

It’s easy to see some Rextons meandering the long highways of Australia’s coastlines, retires onboard and caravan hitched up to the back.

How much does the 2018 SsangYong Rexton Ultimate cost?
Price: $52,990 (drive-away)
Motor: 2.2-litre four-cylinder turbo-diesel
Output: 133kW/420Nm
Transmission: Six-speed auto
Fuel: 8.3L/100km
CO2: 218g/km
Safety rating: TC