Lots of muscle but little finesse
Great value, plenty of power, loads of extras – but large seven-seater SUV is not a comfortable ride, writes Frederic Manby
e start a year with challenges for carmakers. The UK Government’s desire for electric cars requires 22 per cent of new cars sold this year to be zero emission vehicles, normally electric. Some companies are well equipped to do this. Others are not.
The percentage will move to 28 per cent next year, rising in steps to 80 per cent in 2030 and 100 per cent by 2035. There are lower targets for zero-emission vans, starting at 10 per cent. The Chinese are ahead. Korea is doing well.
China’s BYD has overtaken America’s Tesla as the market leader in batterypowered cars. It sold more than three million cars last year and is now planning its first car factory in Europe – in Hungary. It launched in the UK with three models last year and more are coming. Carmakers missing the target could be fined £15,000 per car. Model ranges will change or be restricted to balance electric with other engines.
The South Korean 4x4 specialists Ssangyong comes into 2024 with three SUVS and one pick-up, none of them electrically powered, and one battery car listed, the Korando E-motion (from £33,995). It also gets a new name – KGM – after a brush with failure in 2022 and being bought by Korea’s KG Group last year. This and this autumn’s revamped Tivoli is expected to be the marque’s first with the KGM name. A pity: I’d become accustomed to Ssangyong, which translates as “double dragon” and has adorned some ugly but robustly likeable SUVS and the seven-seater Rodius (sic) of 2004. It had launched in the UK ten years earlier with the Musso, using Mercedesbenz technology and an English stylist. The marque’s vehicle origins start in 1954 making trucks and buses, then in the 1970s jeeps for the US army. Ssangyong Group took over in 1986.
Tested here is its modern flagship, the Rexton, a large seven-seater SUV. The name dates from 2001. The current model is the fifth iteration from 2021, given a reboot in 2022. This added full-length running boards and LED projector headlamps.
The brand’s marketing describes the result as “a magnificently muscular thing”. Its formidable looks are matched by off-road credentials and the ability to pull 3.5 tons, with trailer sway control. Doing the work is Ssangyong’s own 2.2
litre turbo diesel with 199bhp and 325 lb ft of torque. The eight-speed gearbox comes from its compatriots Hyundai. The drive goes to the rear wheels with selectable 4x4 in high and low ratio adding drive at the front. A hill descent speed control and hill start assistance are also provided.
There are two models, Ventura and Ultimate, each with Plus upgrades. It is 4x4 Magazine’s six-time Best Value winner and comes with the following price tags, taxed for a year: Ventura £39,500, Ventura Plus £40,500, Ultimate £42,500, and Ultimate Plus £46,250. Metallic paint adds £690. The warranty is five years to 100,000 miles.
The value for money is tempting compared to its peers. Kit on the Ventura includes a large digital instrument display, a heated leather steering wheel, powered and heated ventilated front seats, leather-look upholstery, parking sensors front and back, a reversing camera, nine airbags, emergency braking, speed limit and safety distance alerts, smart high beam and 18 inch alloys – all for under £40,000. For an additional £1,000 the Plus version adds privacy glass, a smart key which can close and open the windows and a power tailgate which opens by sensing the key holder. This is great when your arms are full with shopping or in my case a muddy dog
The Ultra extras bring Tomtom navigation, a 3D surround camera, lane change collision and blind spot alerts and finer Nappa leather. This may be the value choice. Adding £3,750 for the Plus version, tested, brings handsome 20 inch wheels, quilted Nappa with suede inserts and air conditioning throughout the cabin. There is a phone charging pad, a small opening sunroof and blinds for the middle windows and exclusive body colours.
And so to the roads, often flooded, seldom dry, where all-wheel-grip is safer. This is a big car inside and out but was surprisingly easy to manage and judge through tighter spaces. The engine pulls well and is almost too subtle, meaning you might run the risk of speeding. Its Achilles heel is the lack of ride comfort. It thumps at the back, like the pick-up on which it is based. Adding 150kg of coal calmed it slightly. This body-on-chassis construction lacks the ride and handling refinement of the integrated monocoque rivals like the Land Rover Discovery. You pay your money and make that choice but the price gap is huge.
The Rexton works well as a five-seater with loads of luggage space. The cabin elbow width is 60 inches. The tailgate width is 48 inches, easily taking a pallet, with a maximum floor width of 56 inches. The rear seats recline to suit your comfort, or fold almost flat to make a long and wide cargo deck. They tumble forwards to make access to the rear brace of seats. Getting them back into place is a magnificently muscular thing, to borrow a phrase. The load length with all the seats folded is 72 inches plus an unsupported overhang to the front seats.
Other niggles: in the dark the central information screen can be seen as a reflection near the mirror and the main instrument panel shines in the side window. Plus points include quick navigation response to spoken requests, eg finding a business.
The touchscreen is backed up by voice commands, handy buttons for the temperature settings and selectors on the steering wheel. There are twin USB sockets for the front and central seats, storage with slider covers in the front, a wide drop-down armrest-cumcompartment in the back. The last pair of seats have side trays but were criticised for scant padding on the side panels.
One last thing: It is a bit thirsty.
It’s a big car both inside and out but surprisingly easy to manage