Ssangyong Rexton vs Hyundai Santa Fe

What's the difference?

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.

So I asked at the beginning if the Hyundai Santa Fe FWD petrol offered enough for families looking for a large seven-seat SUV and the answer is: YES!

It's practical, has people-mover space and storage and is downright comfortable to drive. There's so much to like here.

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.

It's boxy and bold and you certainly won't mistake it for anything else on the road. That's both good and bad.

The front works beautifully; pairing a chunky and square aesthetic with cool H-shaped LED headlights (a running motif throughout the car). The front and sides look like the chiseled face of a Greek hero or the latest Romantasy crush, but the rear is just awkward. It's essentially just a big blank body panel and the only interesting thing about the back are the H-shaped tail lights.

Head inside and the interior is exactly the same as the base FWD hybrid variant - you get an interesting black and grey tartan fabric upholstery across the seats, and enough soft touchpoints scattered throughout to stop you looking too hard at the heavy use of plastics.

The dashboard shares similar chunky proportions with the exterior and you can see lots of H shapes in the air vents and panelling, so it flows pretty well inside.

The highlight is 100 per cent the large curved panel on the dash that houses the dual 12.3-inch displays. They look high-end and instantly lift the cabin from feeling 'basic'.

Joinery is flush, nothing rattles and there's an overwhelming sense of high-build quality inside. It's a cabin you'll be able to spend a lot of time in.

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.

I've said it before but I'll say it again. The cabin offers similar, if not the same, level of practicality of a people mover with passenger space and storage solutions.

In fact, Hyundai may have shot their other three-row SUV, the Palisade, in the foot here because I'm not sure why you'd now bother forking out an extra $13,800 on the base Elite grade over out test model. Not when each row will be comfortable for an adult and feature decent amenities.

With seats that don't sit too high and a 177mm ground clearance, the Santa Fe is an easy SUV to get in and out of, even for kids.

The front- and middle-row seats are the most comfortable when it comes to padding and under-thigh support. The powered drivers seat also offers adjustable lumbar support on top of the heat functions that both front seats get.

Storage is top-notch with lots of cubbies to choose from up front with dual gloveboxes, one that can fit a manual and one that will hold smaller items like a wallet, wet wipes etc.

The middle console is huge and has a removable shelf but is also shared with the middle row as the bottom pulls out into a storage drawer for them. This means you can cut out the middle man (AKA the parent) and have a handy place to put any roadie snacks.

The centre console features two phone cradles and a large shelf underneath that easily holds a handbag or Saturday night's takeaway.

There are a total of 12 cupholders (2/6/4) and four drink holders (one in each door storage bin) plus a sunglasses holder and map pockets on the back of the front seats. So, definitely spoiled for choice when it comes to individual storage.

The technology is easy to use and high-quality with display screens that feature crisp graphics and a responsive multimedia touchscreen. The system features wireless phone mirroring for Apple CarPlay and Android Auto, as well as Bluetooth connectivity.

Charging options are good throughout the car with six USB-C ports (2/2/2), and a 12-volt socket and wireless charging pad up front.

Rounding out the cabin is the large boot which offers 642L when the third row is stowed, and up to 1963L when just the front seats are in use.

The loading space is level but you still get a handy under-floor compartment for small items. And the full-size spare tyre and powered tailgate are always practical to have!

The Hyundai Santa Fe is offered in three grades, with the base- and mid-spec options now having the option of having a turbo-petrol engine or a self-charging hybrid powertrain.

Our test model is the front-wheel-drive base-petrol grade, which is priced from $53,000 before on-road costs. That makes it the most affordable variant in the Santa Fe line-up, being $2500 more affordable than the base FWD hybrid model.

This positions it in between its three-row large SUV rivals, the Kia Sorento S ($50,680) and even larger Nissan Pathfinder ST-L ($60,220). But the Sorento is still offered with a choice between V6 petrol engine and a four-cylinder turbo-diesel engine, which will entice some.

Our test model is incredibly well-equipped for a base variant and includes features like heated front seats, a powered driver's seat (with adjustable lumbar support), rear privacy glass and LED external lights.

There are great practical items like a full-size spare wheel, a powered tailgate, keyless entry/start, a 360-degree camera system, dual-zone climate control and tyre pressure monitoring.

Technology is also a standout with dual 12.3-inch displays taking centre stage, FM/AM and digital radio, wireless Apple CarPlay/ Android Auto, Hyundai 'Bluelink' app, over-the-air updates, Bluetooth connectivity, a wireless charging pad, six USB-C ports and two 12-volt sockets.

Bluelink connected car services brings features like ‘Automatic Collision Notification’ an emergency call (SOS) function, geo-fencing, valet, speed and time alerts and more.

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 Santa Fe is the front-wheel-drive base variant, which features an eight-speed dual-clutch auto transmission and a 2.5-litre four-cylinder turbo-petrol engine that produces up to 206kW of power and 422Nm of torque.

Our model has a braked towing capacity of 2000kg, which is up from its hybrid siblings which can only tow up to 1650kg.

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.

The base petrol Santa Fe has an official combined fuel cycle usage of 9.3L/100km and 67L fuel tank, giving it a theoretical driving range of 740km, which isn’t as good as its hybrid siblings but still sufficient for the odd road trip.

After doing lots of open-roading this week and a good three days of city dwelling, my real-world usage has popped out at 8.7L/100km, which is a solid result for such a large SUV.

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.

The petrol engine definitely has more pep to it than the hybrid variants I've sampled. The power is responsive and you still feel like there’s heaps leftover when you have to overtake or get up a hill without any annoying engine whines.

The steering isn’t too heavy, despite the size of this car but turning off the lane-keeping aid will keep the on-road experience feeling smooth. Otherwise, you sort of ping-pong in your lane as the aid readjusts strongly.

All Santa Fes feel way more nimble than they have any right to in corners. You do get some roll, but our test model is sure-footed, even in heavy wet weather. 

The eight-speed dual-clutch auto transmission is smooth enough and you don’t get any annoying lags when you accelerate from a full stop, which is unusual for such a unit.

Ride comfort is pretty high as well, with suspension that feels forgiving over the worst of the bumps and a cabin that remains quiet, even at higher speeds. 

You have really great visibility in this model because of how big the windows are and the taller driving position helps as well. None of the pillars hindered my vision either from my driving position.

The Santa Fe well and truly fills out a car space and it was easy to see it in a car park because the butt hangs out a bit, but it’s still easy to park with its very clear 360-degree camera system and parking sensors at the front, side and rear. So while it is big, it doesn't feel big to park.

Overall, the petrol Santa Fe is an simple SUV to drive and will be a forgiving choice for lots of different driving styles.

All hybrid Hyundai Santa Fe variants are covered by a maximum five-star ANCAP safety rating from testing done in 2024, but the petrol variants are not, so our test model is currently unrated. It does feature 10 airbags, though, which is excellent for a family SUV and the curtain airbags extend to the third row.

The standard safety equipment includes blind-spot monitoring, LED daytime running lights, driver attention alert, leading vehicle departure alert, safe exit assist, rear occupant alert (first two rows only), rear collision warning, forward collision warning, rear cross-traffic alert, lane departure alert and a lane-keeping aid.

There's also lane following assist, traffic sign recognition, an intelligent seatbelt warning (first two rows only), adaptive cruise control (with start/stop), the 360-degree camera system and front, side, and rear parking sensors.

It's also nice to see the blind-spot monitor on the base model, which is a system that pops a video feed of your blind spot onto your dashboard.

However, some of the safety features, like the driver attention monitor and traffic sign recognition, can be intrusive to daily driving. If you could permanently disable the sound alert, it would be a lot more enjoyable to drive long term.

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.

The Santa Fe comes with a five-year/unlimited-kilometre warranty, which isn’t as good as some of its rivals, especially with Nissan now offering a 10-year warranty on its models, albeit conditional.

The pre-paid servicing plans are competitive, though, and the five-year plan averages just $481 per service.

Servicing intervals could get a bit annoying if you do a lot of kays every year as they're at every 12 months or 10,000km, whichever occurs first.

The Santa Fe petrol is a simple gal and enjoys 91RON unleaded petrol and is even E10 suitable.