Ssangyong Rexton II

REXTON TAKE TWO
SsangYong has quietly established a reputation for building 4x4s that are rough, tough and plenty cheap enough. Andy Enright reports on the latest Rexton II

It took a decidedly singular sort of buyer to consider one of the original SsangYong Rexton models. To put pen to paper for the MK1 version of this big 4x4, you needed to have absolutely no focus on the airy fairy concept of brand equity. Instead, you would probably have wanted the biggest hunk of metal twenty-odd grand could purchase, allied to go-anywhere ability and enough creature comforts to make the options list an irrelevance. Now however, things are changing and the Rexton has been re-launched as a proposition likely to appeal to a far wider cross-section of family 4x4 buyers. With a typically SsangYong approach to naming convention, it’s prosaically called the Rexton II.

Much of the underpinnings are carried over from the original Rexton, which means a rugged chassis with double wishbone front suspension, a multi-link rear and rugged all-wheel drive. You’ll not be spoiled for choice when it comes to choosing engines either. There’s a choice of either a 163bhp 2.7-litre diesel or, well, nothing. Although this powerplant does feature third generation common rail fuel injection, it’s not the sort of engine that you’d pull up to a pump and reach for the green nozzle by mistake.
So what has changed in the metamorphosis to Rexton II? The front looks markedly different, with revised bumpers and lights giving the car an even bluffer look, the smoothed-off lights of the old car being replaced by a more American-looking front end treatment. The interior has also been given the once over as well, with a wide range of revisions to the dashboard in terms of ergonomics and safety, with quality being improved at the same time.

Standard equipment has also been boosted to the tune of an electrically-adjustable driver’s seat in SX models and improved rear cabin ventilation across the line up. Driveability has improved courtesy of a ‘manual’ shift facility via a thumb switch on the gear lever or buttons on the steering wheel that marshal the Mercedes-Benz-sourced five-speed automatic gearbox. This means that the driver will be able to make the most of the torque on offer without the gearbox changing up and down at inopportune moments.

"The Rexton is built around a proper industrial strength ladder-framed chassis construction"

Prices remain reasonable with the entry-level 270 S model starting at £19,995 – or a little more if you want the automatic version. Sharing the same engine but offering just about everything in terms of standard equipment is the 270 SPR variant at £24,995. It’s worth bearing in mind that the Rexton is about the same size as a Toyota Land Cruiser but a five-door Cruiser starts at around £35,000. In effect, you’re buying the utility of a proper family-sized 4x4 like that Toyota for the asking price of a much smaller compact sports utility like a Land Rover Freelander. What you’re not buying, however, is the kind of desirability offered by the latest crop of compacts, the Freelander II being only one of number of classy cars of this kind offered at around the £20,000 price point. This means that when the time comes to sell, say, three years down the road, the Rexton II will be worth a good deal less than these smaller vehicles. Of course, this point is rendered moot if you absolutely need the extra space the SsangYong affords but otherwise it’s a bit of maths you’d be well advised to break out the calculator for before making a buying decision.

All models get ABS brakes, ESP with Active Rollover Protection (ARP), Hill Descent Control (HDC), climate control and a Kenwood audio system. The Rexton S uses manual transmission and torque on demand (TOD) four-wheel drive. As for the top SPR model, well, you name it and it’s probably got it, with only a rear roof spoiler and a Kenwood touch screen audio and navigation system as options. All Rextons will happily tow up to 3.2 metric tons – enough for most caravanners, boat and horse owners.

In normal running, the 4x4 system defaults to rear wheel drive operation but the push of a button forces the Borg Warner transfer case to engage either high range four-wheel drive for when things get a little slippery or low-range four-wheel drive for those occasions when you really need to lug yourself out of a spot. When in all-wheel drive mode, a vacuum actuator serves to lock all the wheel hubs automatically, further boosting traction.

SsangYong has done a good job insulating the cabin from engine noise as the VM-sourced engine isn’t the quietest diesel unit when you lift the bonnet. From the driver’s seat, it’s reduced to a muted rumble and offers good torque, although you need a heavy right foot from standstill when accelerating onto roundabouts or out of T-junctions. It’ll top out at 111mph and return an average fuel economy figure of 32.9mph. Although this vehicle isn’t designed to be mercilessly flogged off the line, should you see fit to do so, it’ll even crack 60mph in a respectable 13.2 seconds.
The Rexton is built around a proper industrial strength ladder-framed chassis construction. Although immensely strong, most rivals have abandoned this architecture in favour of monocoque chassis structures that give a more car-like drive. Given the Rexton’s luxury pretensions, it seems a trifle odd that it uses this he-man set up but the upside is that it feels almost indestructible when taken off road and the wheel articulation will get you out of many a tight spot. It’s ride on tarmac isn’t the smoothest but if you need a 4x4 that looks good but can still walk the walk when the going gets tough, the Rexton is a good value bet. The engine possesses a fair turn of speed and body control is better than expected but it lacks that polished final few percent that convinces people to stump up big premiums for a premium product. Bear in mind that low price and any criticisms we make should really be put into context.

Like its predecessor, this Rexton will be unlikely to pick up more than the slimmest sliver of the 4x4 market but what it does, it does very well. Tried and tested mechanicals and solid practicality go some way to outweighing its almost total charisma deficit. I have a sneaking respect for people who drive vehicles like this. Having nothing to prove is an admirable trait.