Mitsubishi eK X EV vs Ssangyong Rexton

What's the difference?

And that’s the core takeaway from our time driving the Mitsubishi eK X EV – it’s a near-perfect tool for dealing with inner-urban congestion and tightly-packed city streets. After all, while cars have become progressively more bloated, our roads haven’t expanded in sympathy with that. The tiny measurements of the eK X EV and its slick and seamless electric powertrain allow drivers to flip that paradigm.

But even if Mitsubishi's Australian office chose to bring it here, it wouldn't be the first time the company has experimented with an ultra-compact EV in this country. Remember the i-MiEV from a decade ago? That too was a kei car EV with similar performance stats, however it languished in obscurity thanks to a high $48K price tag and a generally ho-hum offering.

By comparison, the eK X EV feels much more complete and better-equipped, though its price will need to be considerably sharper than the i-MiEV's if it's to convince would-be EV adopters to look away from the entry-level options from Chinese automakers like MG and BYD.

Will Mitsubishi take the plunge? It'll be chasing a niche within a niche if it does, but provided that audience uses the car within its urban-only design parameters, and provided Mitsubishi can offer it for a compelling price, the Japanese company could carve out a meaningful toehold in the EV space at the entry-level end of the spectrum.

If KG Group can provide the long-term stability and new model investment that has eluded SsangYong for so long, the brand could have a promising future in Australia judging by the MY24 Rexton Adventure. It’s a solid package and what it lacks in benchmark ANCAP safety and third-row comfort is offset by a compelling driveaway price, generous warranty and national dealer network. So, if you’re looking for a feature-packed 4x4 seven-seater SUV for less than $55K, you might be pleasantly surprised by this competent Korean.

As a member of the uniquely-Japanese kei class of vehicles, the eK X EV has to fit within a very specific footprint of 3.4 metres long, 1.48 metres wide, and 2.0 metres tall.

The eK X pushes up right to those limits, measuring just 5.0mm shy of those length and width restrictions while stretching to 1655mm tall, and in order to maximise interior volume each face is almost perfectly vertical and all four corners are right-angles.

The end result is a very angular one-box hatchback, with the raked-back windscreen and bonnet giving the front half a somewhat wedge-shaped profile.

Is it a beauty queen? Not by any conventional standard – it’s more bricklike than beautiful – but like most kei cars its shape is driven by its function.

All four wheels are pushed right to each corner, minimising intrusion into passenger space, and the generous side and rear glass areas allow a great view of what’s around you – ideal for staying out of trouble on crowded Japanese city streets.

Another pragmatic design feature is the presence of roof rails – optional in Japan (¥27,500, or $311), but probably a good idea for those wanting to gain some more cargo capacity by bolting on a roof pod (which would certainly make the eK X EV look even more comically proportioned).

The P grade also brings a roof spoiler and black plastic wheel arch trims (both of which can also be had on the G spec as part of a ¥71,500/$810 bundle that includes the roof rails), which gives the stumpy eK X a smidge of SUV flavour.

And as far as style goes, it’s certainly cohesive with other members of the Mitsubishi showroom. The brand’s narrow-eyed headlamps and X-shaped grille motif translate well to the eK X’s nuggety bod, looking very much like if an Outlander’s visage was squished into a compact 1.48-metre wide cube.

The two-tone paint of our high-grade test vehicle looks modern and appealing (though it’s an expensive option at ¥82,500/$935), while single-tone paint jobs are also available.

However, if you’re a fan of artful vehicle design then the blocky and boxy eK X EV probably won’t excite your retinas.

With its 4850mm overall length and 1960mm width, the Rexton rides on a 2865mm wheelbase with a compact 11-metre turning circle.

Its smooth ride comes from four-coil suspension with double-wishbones up front and an independent multi-link arrangement in the rear. For those venturing into the rough stuff, it has 20.5 degrees approach and departure angles, 20 degrees ramp break-over angle and 203mm of ground clearance.

Looks are subjective, of course, but we reckon it has attractive and cohesive styling, with its prominent and ornate diamond-style grille complimented by distinctive side-body contours that can’t be mistaken for other SUVs.

The interior has a premium look and feel, with lots of exposed stitching along soft-touch seams and a tasteful blend of contrasting surfaces including chrome, satin chrome, piano black and textured patterns.

There’s good attention to detail and build quality is excellent, but there are some annoying design quirks like the need for the front passenger to access a touchscreen menu just to adjust the audio volume.

The second-row of seating has a/c vents in the centre console and is spacious even for tall people like me (186cm). When sitting behind the driver’s seat in my position, there’s about 60mm of clearance between my knees and the driver’s seat backrest, which combined with ample head and shoulder room makes for a comfortable ride.

By contrast, the third-row seating is strictly for young kids, as there are no adjustments for the second-row’s backrest angle or fore/aft base cushion positioning to accommodate taller frames like mine. The side windows in the thick rear roof pillar are also conspicuously small, which adds to a claustrophobic feel.

Fortunately, access to the third-row is made easier by the 60/40-split second-row, which can be folded and tumbled forward.

However, given I’ve found tolerable third-row comfort in some rival seven-seaters, the Rexton’s third-row is my only gripe for those with longer limbs.

While design might not be the eK X’s ace card, space efficiency absolutely is. 

Trust the Japanese to figure out how to make the best use of a compact volume – with compact apartments and ultra-dense cities being the norm for most Japanese people, it’s no surprise they’ve been able to extract the greatest utility possible from something the size of a kei car.

Those in the front seats get to enjoy some fairly cushy (though not super-supportive) chairs, with the driver’s seat being a little wider to cover the gap between it and the passenger seat.

Folding up the centre armrest also allows the driver to slide across to the left seat, perfect for getting out of a confined parking spot… or dates at the drive-in.

The steering column only adjusts for tilt and not reach, which is a bit of an ergonomics fail, but generally speaking there’s a surprising amount of room for ‘Western’ frames.

The manually-adjusted seats can slide a fair way back, headroom is substantial, outward vision is superb and, thanks to the narrowness of the eK X, literally everything is within arm’s reach.

The long shelf that spans the dash at mid-height is also a useful feature, an ideal perch for small items like keys, wallets, tissues and phones, while the cupholders are moulded into the dash itself and the climate control and shifter quadrant are housed in their own extension of the centre stack.

Below the climate controls, a bag hook is perfect for toting takeaway, purses or small grocery bags, and there’s some additional shelves and cubbies along with a USB-A, USB-C and 12-volt charger.

Peek under the passenger seat, and an under-seat stowage tray reveals itself, too. There’s even a pull-out compartment in the passenger door to house the owner’s manual. Everything in its right place.

Granted, with limited width there are some constraints on passenger space. The eK X’s rear bench only has room for two seats rather than three, but there’s enough shoulder room available to ensure it’s not as claustrophobic as you might think, and the rear bench is even mounted on sliding rails, has a reclinable backrest and offers more cushion length than the front seats.

With the seat slid all the way back there’s quite a lot of legroom for back seat passengers, while sliding it forward allows at least one piece of large luggage to sit in the boot while still giving enough space for passenger’s feet.

Other quality-of-life touches include some storage pockets high up on the front passenger’s backrest as well as bottle holders and cupholders integrated into the rear door cards, though, unlike the front seats, there’s no fold-down centre armrest or face-level air vents.

Mitsubishi doesn’t publish a cargo volume for the eK X EV, but the boot opening measures 1105mm wide and 875mm tall, with depth variable depending on the position of the sliding rear seat.

The rear seat backrests also fold down (though not flush with the boot floor), and supersized cargo can also be accommodated by reclining the front passenger seatback all the way so you can tote objects up to two metres long.

Under the boot’s floor hides an inflator kit and charge cable storage, though there’s no cargo blind.

With its 2130kg kerb weight and 2960kg GVM, our test vehicle has a sizeable load capacity of up to 830kg, which should be ample for five occupants and their luggage.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer and its 350kg maximum tow-ball download is compatible with that requirement.

Plus, its generous 6460kg GCM (or how much it can legally carry and tow at the same time) means it can legally tow its maximum trailer weight while carrying its maximum car-load, which is a practical set of numbers for just about any recreational requirement.

Front-row cabin storage includes cup/bottle-holders and a small bin in each front door, plus a single glove box. The stylish centre console has a bin up front with sliding-lid, two cupholders in the middle with another sliding-lid, plus a box at the rear with hinged padded-lid that doubles as a driver’s elbow rest.

Those seated in the second-row get a cup/bottle holder and bin in each door, plus pockets on each front seat backrest. The fold-down centre armrest has two more cupholders and a handy hidden compartment that’s ideal for small items. Third-row occupants get storage bins on each side but no cup/bottle holders.

Accessing the cargo area through the power tailgate reveals 236 litres (VDA) of load volume with the third-row seats upright. This expands to 641 litres with the third-row folded flat and 1806 litres (or more than 1.8 cubic metres) with the second and third-rows folded.

The cargo area’s rear floor has a two-tiered design, with the top floor lying flush with the third-row seats when folded but it can be removed to reveal a lower floor that provides a second level of storage. There’s also a usefully large bin in the right-hand-side wall cavity. The only things missing are sturdy load-anchorage points at floor level to secure cargo nets or straps.

Our test vehicle is the new ‘Adventure’ model, which serves as the middle-grade offering between the entry-level ELX and top-shelf Ultimate.

It’s equipped with the same 2.2-litre four-cylinder turbo-diesel, eight-speed automatic and part-time 4WD as other Rextons, for a drive-away price of only $54,000 (our 'Space Black' metallic paint is a $595 option).

That pricing looks razor-sharp compared with mid-grade 4x4 seven-seaters offered by segment leaders like the Isuzu MU-X LS-U ($61,400), Ford Everest Trend ($66,790) and Toyota Prado GXL ($69,530).

And they are 'list' prices (not including on-road costs) whereas the Rexton is 'drive-away-no-more-to-pay'.

The MY24 upgrades include a new dash layout and high-mounted 12.3-inch multimedia touchscreen with Apple/Android wired connectivity. There’s also a restyled dual-zone climate control hub with touchscreen, plus new lower body mounts for improved ride quality.

The Adventure brings numerous luxuries like a walk-up welcome system (mirrors unfold and puddle lamps illuminate), touch-sensing front door locks with walk-away auto door-locking, power tailgate and soft-touch synthetic leather seats with the fronts offering power adjustment, heating and cooling.

The second-row outer rear seats and steering wheel are also heated, plus there’s speed-sensitive power steering and tyre pressure monitoring.

These appointments are in addition to the base ELX’s generous standard equipment list including 18-inch 'diamond-cut' alloy wheels with 255/60 tyres and a full-size alloy spare, LED dusk-sensing headlights/DRLs/front fog lights/tail-lights, heated door mirrors, a four-way-adjustable leather steering wheel and 12.3-inch driver's digital instrument display.

There are also four USB-C ports (two front and two in second row centre console), three 12-volt outlets (front console box, second row centre console and cargo area), electric parking brake, reversing camera, front and rear parking sensors and more. It's fair to say the Rexton Adventure is feature-packed.

The eK X EV is powered by a single electric motor connected to the front wheels, and while all kei cars are limited by Japanese law to just 48kW, torque output has no such limitation.

Thanks to that loophole, and the generally torque-rich nature of an electric motor, the eK X EV produces peak torque of 195Nm, which is just 8.0Nm shy of the heavier petrol-powered Toyota Corolla.

A 20kWh lithium-ion battery pack supplies the motor with power, and is located under the vehicle’s floor. It’s a small battery, but it’s also a small car.

According to Mitsubishi, 20kWh is all most eK X EV drivers should need, but it’s about a third the size of typical EV’s battery these days.

The quiet and refined 2.2-litre, four-cylinder, turbo-diesel, which meets Euro 6 emissions standards, produces 149kW at 3800rpm and 441Nm across a 1000rpm-wide torque band between 1600-2600rpm. It provides energetic response in city and suburban use.

This engine is paired with an equally refined eight-speed torque converter automatic, with overdrive on its sixth, seventh and eighth ratios ensuring low-rpm operation and optimum fuel economy at highway speeds.

Sequential manual-shifting is available using the steering wheel-mounted paddles and there's a choice of three drive modes ('Power'/'Winter'/'Eco') which can be selected using a console button.

The part-time, dual-range 4WD system is controlled by a console dial, offering the choice of 2H (2WD high-range), 4H (4WD high-range) and 4L (4WD low-range). It also has an auto-locking rear diff to optimise traction as required.

Our short (just under 30km) test drive was done entirely at urban speeds, with no significant highway component.

That plays into an electric car’s strengths, with minimal energy being used to fight aerodynamic and tyre drag, while the constant speeding up and slowing down for traffic and stop lights means a lot of energy gets put back into the battery via the regenerative braking system.

At the end of it, after using 23 percent of the battery (4.6kWh) to travel 28.3km, our average energy consumption measured in at 16.25kWh/100km, which is about par for a modern EV.

However, we were expecting a significantly lower result given the eK X EV weighs only 1080kg – half the weight of a Kia EV6 AWD. And Mitsubishi claims an average energy consumption of 12.4kWh/100km, with a city-only figure of just 10.0kWh/100km.

Couple that result with a 20kWh battery, and the eK X’s real-world range looks a lot more like 123km instead of the 180km WLTC Mitsubishi claims.

Granted, Tokyo traffic and streets aren’t a perfect analogue for Australian conditions, but there seems to be a big disconnect between the factory numbers and what we could achieve. Even for a city car, a circa-120km range may not be seen as sufficiently generous in Australia.

That said, there’s more than one way to deploy this car’s stored energy. You can use the eK X EV’s vehicle-to-load function to power household appliances through an adaptor, while another intriguing feature is the car’s Vehicle-to-Home (V2H) bi-directional charge capability.  

With V2H, a single connector can make the eK’s battery pack the source of power for an entire building. Useful in the event of a grid power outage, which is a real consideration for disaster-prone Japan.

As for regular charging, the eK X EV has a slightly oddball configuration. Open up the charge port flap on the driver-side flank and you’ll see an old-school Type 1 CCS connector positioned above a chunky CHAdeMO port.

While the latter is useful for bi-directional charging and has significant headroom for high-voltage fast charging, the Type 1 CCS port is probably less useful in Australia given most modern electric cars have moved to the more capable Type 2 CCS design.

If the eK X is to make any sense in Australia, that’s something that would likely need to be addressed along with its seemingly short legs.  

SsangYong claims an official combined cycle average of 8.7L/100km. At the completion of our 307km test, which comprised mostly city and suburban driving with a bit of highway travel, mostly in Eco mode with up to five occupants on some trips, our figure calculated from fuel bowser and trip meter readings came in at 11.0L/100km.

Although higher than SsangYong’s claim, it was within the usual 2.0-3.0L/100km discrepancy between official and ‘real-world’ figures. So, based on our numbers, you could expect a driving range of more than 600km from its 70-litre tank, which is not bad. Based on the official figure, driving range extends to around 800km.

Kei cars are something of a unique experience to begin with, an electric one even more so. Besides those compact dimensions giving it the ultimate ability to cut through dense traffic, the addition of an electric powertrain endows it with the torque necessary to feel properly zippy around the city.

And by ‘zippy’, we’re not joking. With all of that torque being channelled through a pair of skinny eco tyres on the front axle, the eK X EV has little trouble squealing its tyres if you’ve got a heavy right foot.

It might be tiny but it moves with the feisty urgency of a Jack Russell, and thanks to its kerb weight of just over a tonne, it’s a nimble and light-footed thing.

It’s a shame the steering is so lifeless, though at least its fingertip-lightness makes easy work of lane changes, U-turns, and everything in-between.

There are three drive modes – 'Eco', 'Normal' and 'Sport', but they just change the throttle sensitivity and alter the strength of the regenerative braking.

Alongside this, a one-pedal accelerator model allows the bulk of speeding up and slowing down to be accomplished by modulating the throttle pedal, but you still need to move your foot to the brake in order to come to a complete halt.

We drove mainly in Normal mode without the one-pedal function activated, and the car felt smooth and easy-going.

Power delivery is linear, the regenerative braking feels natural, with no noticeable step between regen and mechanical braking, and there’s just a faint hum from the motor and inverter when power is being delivered or generated.

It’s difficult to form an opinion on the eK X EV’s suspension. Kei cars aren’t typically the best when it comes to ride comfort, handling, or any other discipline that requires suspension talent, but we can say that it was at least reasonably comfortable.

Take that assessment with a grain of salt, though. The perfectly-graded streets of central Tokyo are ultra-flattering to any car, and with little in the way of huge imperfections, weird camber or any other kind of challenging surface, we’d have to reserve suspension judgements until we can drive it on more varied roads.

That said, for its intended purpose of crushing short journeys through inner-city environments the eK X EV does a stellar job.

The Rexton’s overall refinement and build quality are evident when you get behind the wheel. It offers good adjustability for driver comfort and the fundamentals of the vehicle are sound, as there were no red flags during our test.

The engine is smooth and quiet with good all-around performance, the automatic transmission shifts quickly and smoothly, the steering is nicely weighted and communicative, the brakes provide reassuring response and the ride quality is supple over bumps yet disciplined enough to provide good handling response.

It’s also pleasantly quiet at highway speeds, with low tyre and wind noise. Engine noise is also minimal, given that it requires only 1600rpm to maintain 110km/h, ensuring low-stress cruising.

Most of our driving time was spent in Eco mode, as we found performance in this setting more than adequate for our purposes. We did briefly use the Power mode but didn’t notice any significant change in response.

No ANCAP rating (as yet). Even so, it comes with numerous passive and active safety features highlighted by dual front, side and curtain airbags plus a driver’s knee protection bag (but no centre airbag between driver/front passenger).

There’s also AEB, lane assistance, blind-spot warning and rear cross-traffic alert, trailer sway control, hill descent control, front/rear parking sensors, reversing camera and more, but a notable absentee is speed-sign recognition and the cruise control is non-adaptive. There are also ISOFIX child seat anchorages on the two outer second-row seating positions plus top tethers for all three.

The eK X EV is not yet offered in Australia, so at this point in time it’d be premature to put a number on ownership costs, maintenance, warranty coverage and things like that.

However, with a 20kWh battery it would cost somewhere between $4.20 and $7.00 for a full charge on household power depending on where you live and the kWh rate your energy provider charges you.

As always, those with solar generation and/or home battery storage could whittle those running costs down to practically nothing.

Warranty cover is seven years/unlimited km warranty plus seven years roadside assist.

Scheduled servicing is every 12 months/15,000km whichever occurs first.

The first seven scheduled services run to $375 each, up to seven years/105,000km, for a total of $2625.