#03#In the past year we've tested the
Ssangyong Kyron and the
Ssangyong Rodius, both very capable machines, well specified and both cheap as chips. But these cars are also somewhat at styling odds with the rest of the automotive world. So how pleasing is it to drive a Ssangyong where the styling doesn't need any excuses. Let me introduce the Ssangyong Rexton II.
The 'II' tells you that this is a revision of the original Rexton - not that it seems like it has been around that long, nor in much need of revision. Judging by the number I see on the roads, the Rexton II seems to be doing well with the "horse set"; many are towing horse boxes around the countryside. This is important for Ssangyong in terms of image - the horse set are often well off and theoretically more discerning. If they can see past a not-so-well-known badge, maybe everyone else should too.
We were disappointed that our Rexton II arrived without a towbar; it would have been interesting to see just what it is like as a tow car. The maximum towing capacity is a massive 3,200kg. Combined with the Mercedes-Benz designed five-speed automatic gearbox we praised so highly in the Rodius (and permanent four-wheel drive), we have every reason to expect nothing but excellence as a tow car. The horse set seem happy enough with them; that's good enough for me in the absence of further evidence.
The horse set will quite like the interior too; gone are the times of utilitarian Range Rovers. These days the customers expect off-road vehicles to be as well specified as luxury cars of similar price. The Rexton II does not disappoint - the black leather seats in our car (standard across the range) are comfortable on both short and long journeys and are at least as good to look at. The steering wheel is part-leather rimmed, but in a carbon-fibre effect and looked just great, creating an upmarket first impression to anyone looking in. The Rexton II is available with either five or seven seats as standard. The test car was the five-seat version, which meant simply enormous luggage space both in terms of length between the rear seats and the tailgate, and in terms of height. The tailgate can be opened either fully, or to place smaller/lighter objects in the rear, the rear window can be opened upwards separately.
The 2.7-litre five-cylinder turbodiesel engine is the same as found in the Rodius we tested a short while ago. That means the same 163bhp at 4,000rpm and 177lb.ft of torque at just 2,400rpm. The Rexton II is available with either manual or automatic gearbox too, though the automatic is as good as they get. Totally seamless gear changes are discernible only by the change in engine note. And unlike in the Rodius, that engine note is not obtrusive in its Rexton II installation. Whether the product of better insulation, or what, I am not sure. But an engine whose noise dominated the Rodius so much has changed here for an engine no noisier than the diesel opposition. It won't scare the horses.
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And the jockeys will be further impressed by the standard-fit equipment list. The front seats are electrically adjustable, with three memory settings on the driver's side. They are heated of course, with variable settings for the heating. On removing the ignition key, the driver's seat can be set to move backwards thus making exiting the Rexton a little easier - if you find this disconcerting, as I do (because I can't reach the pedals when I get back in), this feature can be switched off. The Blaupunkt 'Rome' combined CD-tuner with satnav and CD autochanger is the same as in the Kyron and Rodius we previously tested - it looks better than it works, as the satnav function is fiddly.
In urban driving conditions the Rexton II proved itself more handy and nimble (if a big 4x4 can be described as nimble) than many of its ilk. The turning circle is just 11.4 metres, which is almost taxi-like in comparison to some of its competitors, and the shape is fairly parking friendly, meaning it's a lot easier to place in a gap than some. The horse-loving housewife is going to find the Rexton a breeze on the school run - so long as she leaves the horse-box behind.
For all the above, I suspect the out-of-town driving experience might not be quite so impressive to the horse set, depending really on how they drive. Plainly it would seem the Rexton II is an excellent tow vehicle, and when you leave the horse box at home, it's still fairly reasonable, within certain limitations. It's a big 4x4, so plainly it's not right to expect race car handling. Drive at normal traffic driving speeds and the Rexton II is fine; it goes where it's pointed. Most owners might never find what happens if you push harder - up the pace and the Rexton II loses its cool composure and becomes a little ragged. It's a lack of body control that does for it; the springs and dampers are still reacting to the last input when the next bump comes along. On an undulating B-road, this translates into a very bumpy ride and if you push hard enough, a little uncertainty to exactly where the Rexton II wants to be on the road.
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This should be taken in proper perspective - if you are going to drive like that in an SUV (and you have loads more cash), buy a Porsche Cayenne or a
BMW X5. If your needs are a little more sedate, or if towing ability is a long way further up your priorities than cornering ability, and budgetary constraints are to be taken into consideration, then give the Rexton II a chance to impress.
2007 Ssangyong Rexton range overview
- Ssangyong Rexton II SE manual five-seat: £22,592
- Ssangyong Rexton II SE manual seven-seat: £23,092
- Ssangyong Rexton II SE auto five-seat: £24,092
- Ssangyong Rexton II SE auto seven-seat: £24,592
- Ssangyong Rexton II SX manual five-seat: £24,592
- Ssangyong Rexton II SX manual seven-seat: £25,092
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Ssangyong Rexton II SX auto five-seat: £26,092
- Ssangyong Rexton II SX auto seven-seat: £26,592
