Savvy buyers in the market for a diesel-powered seven-seat off-road SUV will already know about the SsangYong Rexton – but now it’s known as the KGM Rexton.
New name aside, this South Korean-built large SUV offers a strong value equation, great quality, reportedly good reliability, and now it even has some better gear across the range.
All versions of the Rexton are now offered with adaptive cruise control and active lane-keeping assistance, thanks to the fitment of a new electric power steering system.
That makes a difference to the daily driving experience, and some of the model grades have received some other adjustments too, including this range-topping Sport Pack variant on test here.
How much does the KGM Rexton cost?
The Rexton is more expensive now than ever before. That could present a problem for the Korean brand, since we’re seeing some sharp competition incoming from China. Even so, the pricing of the Rexton range is still more wallet-friendly than rivals like the Ford Everest, Toyota Fortuner and Isuzu MU-X.
| Model | Drive-away pricing |
|---|---|
| 2026 KGM Rexton ELX | $52,000 |
| 2026 KGM Rexton Advance | $57,500 |
| 2026 KGM Rexton Ultimate | $61,500 |
| 2026 KGM Rexton Sport Pack | $64,200 |
It is worth noting that you can get even sharper pricing if you’re an ABN holder. And while it’s not ‘expensive’, you’ll want to check out the standard spec for each variant to see whether it’s worth spending up to the high-end grades.
To see how the KGM Rexton lines up against the competition, check out our comparison tool
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What is the KGM Rexton like on the inside?
The Sport Pack variant scores some new high-end finishes that we haven’t seen in the Rexton before, including a suede trim finish on the dashboard and doors. It’s a step change from the old quilted leather-look finish in the existing model (which is still offered in the more affordable grades).
Other than that, though, the new Rexton doesn’t have much to differentiate it from its predecessor.
That means there are the same 12.3-inch digital screens for driver info (including a digital speedo) and another for media controls, but it’s a pretty basic system with no built-in sat-nav, and it doesn’t have wireless smartphone mirroring either.
But the Rexton does have wired Apple CarPlay and Android Auto, and there’s also a wireless phone charger in high-grade versions as well.
The controls are all pretty simple to learn, and the menus will be a cinch for novices. But there is one thing that I struggled with – the lack of a trip computer layout that displays average fuel consumption since the last time the car was refuelled. Maybe it’s there somewhere, but I couldn’t find it! There are multiple view modes for the driver screen, though.
Below the centre screen is a control panel for climate controls, including touch-sensitive adjustments for temperature and both fan direction and speed controls. It is simple to understand, and thankfully you don’t have to do anything through the touchscreen if you don’t want to, as there are triggers for recirculation and demisters.
There’s also a pair of buttons below that panel for seat heating and ventilation controls, and the latter is a welcome inclusion on hot days – though the Nappa leather trim in this model means the seats are relatively comfortable even if it’s hot. There’s good seat adjustment, too, for both the driver and front passenger.
Storage is well considered, with cupholders between the seats, extra loose-item caddies, a reasonable-sized glovebox, and bottle holders in the doors.
Also between the seats is a dinky little gear selector with separate park button (and a note to the speedy parkers out there – you really need to make sure it goes into R or D when you’re shifting, otherwise you’ll end up in N and revving without motion). There’s also a drive mode selector, and a four-wheel-drive rotary dial with 2H, 4H and 4L settings.
The steering wheel is a big thing with a bit of an odd shape, but you should be able to get used to the controls on it pretty quickly.
Second-row space is good, with enough room for a six-foot adult to sit behind similarly sized grown-ups – with a bit of legroom, foot space and headroom to spare. There’s a relatively flat floor, too, and the width of the cabin is generous, meaning three child seats across is manageable (it has ISOFIX anchors in the window seats and three top-tether points).
There are heated outboard seats in the middle row, overhead grab handles, and good ventilation in the back as well. The integrated sunblinds in the back is a nice luxury touch for rear-seat riders, as well.
There are USB-C charge ports and a 12V outlet, a storage tray below them, and additional storage options for the middle row, including map pockets on the seatbacks, bottle holders in the doors, and a flip-down armrest with cupholders and a storage box
When it comes to third-row access, the middle row doesn’t slide to make it breezier to get in, but it does have a flip-tumble system with a two-stage movement, so it can be a handful to manage if you’re less muscular. And with the driver’s seat set to my position, I couldn’t tumble the seat forward without shifting my seat. If you’re using the kerbside for third-row access, be aware that it’s the larger portion of the 60:40-split middle row on that side in Australia, meaning it might be more difficult.
And in the back row, there are no child seat anchor options. ISOFIX and top-tether points are absent, which is a bugger for family buyers who need that practicality.
But the rear row is spacious enough for shorter adults on shorter trips (headroom is tight), and there are decent amenities including storage trays and an elasticated strap. And on the driver’s side there are vents and a fan controller, plus a 12V that you could plug a USB adapter into.
As for boot space, there’s a good amount with the third row in use, with a shelf section behind the back row if you need it, but you can remove it to liberate a full-depth capacity of 236 litres. The back-row seats feature pull-straps to drop the seats down, which is easily done, and that will allow you 641L of space. There are some shopping bag hooks, but they’re right at the back and not overly useful.
| Dimensions | KGM Rexton |
|---|---|
| Length | 4850mm |
| Width | 1960mm |
| Height | 1825mm |
| Wheelbase | 2865mm |
| Cargo capacity | 236L (behind third row) 641L (behind second row) 1806L (behind first row) |
To see how the KGM Rexton lines up against the competition, check out our comparison tool
What’s under the bonnet?
There are no changes between the new KGM model and its predecessor, with a strong turbo-diesel engine and selectable four-wheel drive offered in all grades.
| Specifications | KGM Rexton |
|---|---|
| Engine | 2.2L 4cyl turbo-diesel |
| Power | 148kW |
| Torque | 441Nm |
| Transmission | 8-speed automatic |
| Drive type | Selectable four-wheel drive |
| Fuel economy (claimed) | 8.7L/100km |
| Fuel economy (as tested) | 9.8L/100km |
| CO2 emissions (claimed) | 223g/km |
| Fuel tank | 70L |
| Weight | 2136kg |
| Payload | 824kg |
| Braked towing capacity | 3500kg |
| Gross vehicle mass (GVM) | 2960kg |
| Gross combination mass (GCM) | 6460kg |
The Rexton might have a higher claimed fuel consumption figure than some of its ute-based SUV rivals in this class. But it also misses out on engine idle stop/start tech, which is part of the reason its official number is higher than you might expect.
On test, I saw a real-world return of 9.8L/100km across a mix of different driving scenarios, including urban, highway, freeway, daily errands and a few traffic jams.
There was no off-roading as part of this test, but the Rexton comes with a low-range transfer case and an auto-locking rear differential.
To see how the KGM Rexton lines up against the competition, check out our comparison tool
How does the KGM Rexton drive?
The Rexton is one of the more easy-going seven-seaters in its class.
Unlike some of those ute-based SUVs, the Rexton actually forms the basis of the platform from which the Musso ute is then developed from. In other words, KGM does it back to front, and that’s a benefit for buyers.
Because this is an SUV-first approach, you’re getting a more on-road focused experience, and that makes it a lovely thing to live with.
The engine is a strong operator, with tractable torque available from low in the rev range. It’s relatively quiet too – much more hushed than some of the vocal four-cylinder diesels in the ute-based SUV brigade.
The eight-speed auto is clever in its ratio management too, leaving the engine’s torque to do the job when it’s appropriate to, and in most situations I had no misgivings about the gearbox logic. It managed the shifts smoothly and smartly.
That new steering system makes a difference to the driving experience, but it’s not that huge of a change in terms of urban management. It’s lighter feeling and more predictable when you’re twirling the tiller during U-turns and such, but there’s still a reasonably good amount of weight to the steering, and it is consistently weighted at pace, offering confidence to the driver.
The suspension is well mannered, too. With independent front suspension and a coil-sprung multi-link rear-end, it is more agreeable than many off-road SUVs it competes against. The body control is good and the ride is comfortable if a touch firm in some instances, but if you load up a few of the seats it’ll feel pretty well settled and smooth.
Its newly improved safety systems make commuting duties easier, with the adaptive cruise control meaning you can settle into the grind, and it can even do a bit of the stopping, starting and steering for you in some instances – just keep your hands on the wheel.
Another plus for the safety tech is a lack of driver monitoring camera tech, and there’s no speed sign recognition system, meaning no bing-bongs.
Refinement is impressive too – you get a bit of diesel rumble, but it’s not nearly as vibration-prone as others in the segment, and there’s not as much road noise intrusion as in other diesel seven-seaters, either.
In some ways, the drive experience is what really separates the Rexton from some of those other SUVs you might be considering.
| Off-road dimensions | KGM Rexton |
|---|---|
| Track front and rear | 1640kg |
| Ground clearance | 203mm |
| Approach angle | 20.5 degrees |
| Departure angle | 20.5 degrees |
| Ramp breakover angle | 20.0 degrees |
| Wading depth | N/A |
To see how the KGM Rexton lines up against the competition, check out our comparison tool
What do you get?
There are four members of the 2026 Rexton lineup.
2026 KGM Rexton ELX equipment highlights:
- 18-inch diamond-cut alloy wheels
- Automatic LED headlights
- Automatic high-beam
- LED front fog lights
- Sequential indicators
- Hill descent control
- Electric park brake
- Leather-wrapped steering wheel
- Tilt and telescopic steering wheel adjustment
- 12.3-inch digital instrument cluster
- 12.3-inch touchscreen infotainment system
- Apple CarPlay and Android Auto
- Leatherette upholstery
- Dual-zone climate control
- Power windows with auto up/down up front
The Advance adds:
- Power tailgate
- Proximity entry with walk-away locking
- 8-way power-adjustable front seats
- Power driver’s lumbar
- Heated and ventilated front seats
- Heated outboard second-row seats
- Heated steering wheel
- Rear door pull-up sun blinds
The Ultimate adds:
- Power sunroof
- Privacy glass
- Leather upholstery
- Quilted door and dashboard trim
- Wireless phone charger
- Third-row climate controls
- Rear auto up/down power windows
- Ambient lighting
- Illuminated sill plates
The Sport Pack adds:
- Shadow chrome 20-inch alloy wheels
- Shadow chrome exterior trim
- Black roof rails
- Metallic paint
- Leather and suede upholstery
- Suede door and dash trim
- Gloss black steering wheel bezel
To see how the KGM Rexton lines up against the competition, check out our comparison tool
Is the KGM Rexton safe?
There has never been an ANCAP or Euro NCAP rating for the current-generation Rexton, no matter which brand was prefixed to the nameplate. Even so, the vehicle is equipped to meet expectations, and also now has the aforementioned adaptive cruise control and lane keeping systems, the latter with active steering assist in some situations.
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Standard safety equipment includes:
- Adaptive cruise control
- Autonomous emergency braking
- Blind-spot monitoring
- Lane-keep assist
- Lane departure warning
- Rear cross-traffic alert
- Reversing camera
- Front and rear parking sensors
Choose the Ultimate or Sport Pack variants, and you will also score a pretty excellent surround-view camera system.
The KGM Rexton has dual front, front side, and full-length curtain airbag coverage for all three rows.
To see how the KGM Rexton lines up against the competition, check out our comparison tool
How much does the KGM Rexton cost to run?
KGM continues to offer the same level of warranty cover that SsangYong did, with seven-year, unlimited-kilometre aftersales backup.
| Servicing and Warranty | KGM Rexton |
|---|---|
| Warranty | 7 years, unlimited kilometres |
| Roadside assistance | 5 years |
| Service intervals | 12 months or 15,000km |
| Capped-price servicing | 7 years or 105,000km |
| Average annual service cost | $462 |
| Total capped-price service cost | $3234 |
The brand has seven years/105,000km of capped-price servicing on offer, with intervals pegged out at 12 months/15,000km.
The average servicing cost per visit over that plan works out at $462, which is not bad at all for a diesel seven-seater. Most rivals cost more to maintain – but keep in mind that price mightn’t include some consumables like fluids.
KGM also backs the Rexton with seven years of roadside assistance.
To see how the KGM Rexton lines up against the competition, check out our comparison tool
CarExpert’s Take on the KGM Rexton
If you want a big diesel seven-seater with lots of comfort and practicality, the Rexton could be a top choice.
It really is one of the most underrated and under-appreciated vehicles of its kind in the market, and while prices are reaching new heights that mightn’t necessarily be justified, compared to some alternatives it still offers decent value.
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