The 2024 SsangYong Rexton Ultimate is a stylish and capable SUV that offers a comfortable ride and impressive performance. It comes with a variety of features, including a powerful engine, a luxurious interior, and a suite of safety technologies. While it is a bit expensive, the Rexton Ultimate is a good value for the money.

https://www.caradvice.com.au/964905/2023-ssangyong-rexton-ultimate-review/ SsangYong Rexton has been updated for 2024 with a new look, more tech and a price increase.

The range has been tweaked, with a new mid-spec model added. But the one tested in this review is the one most people will want – the top-spec Ultimate. Keep in mind; though, that prices rose over the preceding months, so while this is still an affordable 4×4 seven-seater diesel SUV, the cost is starting to creep up.

It’s also worth noting there is a Sport Pack available for the top-spec Ultimate grade, which adds $2000 to the price, but is only available if you choose Pearl White or Space Black – details about the pack are discussed below.

What about alternatives? There are some good ones for those looking at a 4×2 or 4×4 family SUV with five or seven seats, including the Toyota Prado ($44,940 to $62,440), and Isuzu MU-X ($48,900 to $67,400). The best player in that part of the market; though, is the Ford Everest, which starts from $53,490 and ranges through to $77,000 before on-roads. So, you’d be looking at an entry-level Everest for the sort of money you’re getting a full-fat Rexton.

The last version of the Rexton still looked pretty smart, but the updated one is a bit classier. In fact, I showed it to a few friends who agreed it was “at Hyundai levels” for interior appearance and showmanship. Indeed, the top-spec version does have a few flourishes that are absent from the cheaper models, including some fancy looking stitching on the dashboard, doors, and seats, and there’s an ambient light strip across the dash, too. It does look a posh spot to sit, and if you’re upgrading from the previous model you’ll notice the difference the twin 12.3-inch screens make to this cabin.

The existing layout was neat, but the media screen was prone to being washed out during daytime hours, and it was lacking a few features, too. The new 12.3-inch touchscreen is a tablet-style setup, and it makes interacting with the system a lot easier; though, the home ‘bar’ of menu tabs for Apple CarPlay is aligned to the left of the screen, which makes for a fair reach to move between podcasts and maps, for example. Also, there’s a bit of a sequence you need to follow when connecting your phone. Don’t plug it in before you start the car, or the system may not kick in. Start the car, then plug in, and you should be away. It’s not wireless, either.

While I found the Musso I tested recently to be a bit glitchy in terms of the display, this version was fine. It’s just a bit basic. The digital driver info screen is bright and clear, with multiple different displays for the instrumentation, a number of configurations and a depth of info.

There are some elements of the Rexton drive experience that are good, and others that could do with a bit of fine tuning. For example, the turbo-diesel engine offers a good amount of shove when you need it, unless you need it from a standstill, because there’s some noticeable lag from a stop. The eight-speed automatic transmission is mostly quite good with smooth enough shifts and decent shift logic for high speed gradient changes, plus it’s not too fussy around town either, allowing the engine to do its job.

The steering is mostly fine at lower speeds – and despite the fact the steering wheel is quite large, the Rexton doesn’t feel huge to move around in parking spots. But the high-speed steering response is frustrating, as the Adventure and Ultimate models have ‘speed sensitive steering’ that makes the weighting feel really heavy, even gluggy, at higher speeds. For instance, on my commute I drive up a hill where the speed is 90km/h, and while the steering heft is okay in straight-road scenarios, as soon as you turn the wheel there’s an odd stiffness, or resistance, to the reaction of the steering.

The ride is also better in slower speed situations than it is at pace, with the suspension seemingly tuned for a softer ride and; therefore, it’s a bit of a bouncy experience at pace. It is relatively quiet though, with little in the way of open-road noise intrusion into the cabin, and the diesel is hushed at highway pace, too. And

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