Hyundai Santa Fe 2013 Review

Not so much:
>> Petrol engine no match for diesel's torque
>> Ride can be too firm at times
>> Buyers miss front-drive option

OVERVIEW

Featuring styling cues ('Storm Edge') apparently shared with North American models – the Chevy Traverse and Ford Edge – the Santa Fe is right up to the moment. Hyundai in Australia has launched the new model with all-wheel drive only, and either petrol or diesel four-cylinder drivetrains provide buyers with a choice of specification and value according to town or country needs.

There are no apparent plans for V6 petrol and front-drive variants explained Hyundai spokesman Ben Hershman.

"The thing that our market research has shown is that mums and dads out there looking for an affordable large SUV want what we would call modern/premium features and luxury. If you get into a Santa Fe Active, sure it doesn't have a glass sunroof, but there's lots of safety kit, lots of practicalities in there and there's a good audio system; lots of stuff to keep the kids comfortable and entertained."

Inferred from that is the Santa Fe's all-wheel drive system also enhances the value of the vehicle at an accessible price.

Mr Hershman explained that the combination of GDI four-cylinder petrol engine and all-wheel drive is more economical than the V6 front-wheel drive variants "doing the school run"...  And it was the difference in running costs for owners that swayed the company's decision not to offer the V6 in the Santa Fe.

PRICE & EQUIPMENT

Both the Elite and Highlander variants are diesel-powered and auto-equipped only, with the mid-range model priced at $45,990 and the flagship coming in just below $50K at $49,990.

All models come as standard with Flex Steer (three-mode power steering adjustment), Bluetooth with audio streaming, electric lumbar adjustment, dual-zone air conditioning, one-touch indicators, front/rear fog lights, auto-on/off headlights, cruise control, steering wheel audio controls, trip computer and electric windows/mirrors.

The Active variants are fitted with 17-inch alloy wheels and a 4.3-inch infotainment touchscreen. Additional features for the Santa Fe Elite comprise a seven-inch touchscreen, satellite navigation, six-speaker audio, climate control, push-button starting, rain-sensing wipers, eight-way electric adjustment for the driver's seat, electrochromatic rear-view mirror, electrically-heated and folding external mirrors, privacy glass, puddle lights, electronic park brake, static cornering lights, glovebox cooling and 18-inch alloy wheels.

Both the Santa Fe Elite and Highlander variants feature a full-chrome grille, but the flagship also comes with a glass sunroof for front and rear passengers.

Furthermore, the Highlander variants are also equipped with xenon headlights with washers, electric adjustment for front passenger's seat, outboard rear-seat warming, position memory for driver's seat, electrochromatic external mirrors and 19-inch alloy wheels.

All three levels of trim come with a spare wheel to match the respective OE wheel and tyre combination fitted.

MECHANICAL

Santa Fe's 2.4-litre Theta II four-cylinder is a petrol engine developing 141kW and 242Nm. In combined cycle testing it has posted a result of 9.0L/100km. Alternatively, the new model's R-Series diesel is also a four-cylinder, but developing 145kW and 421Nm. Official fuel consumption is 6.6L/100km.

Both engines run through six-speed transmissions developed in-house by Hyundai, although the mid-range Elite and top-shelf Highlander are offered in diesel/auto variants only. Drive runs through a lockable centre diff to a permanent all-wheel drive system.

Probably the big news is the Santa Fe's lighter, larger body, which boasts a coefficient of drag measuring 0.34Cd and a weight reduction of 70kg.

According to Hyundai the new Santa Fe, sitting on a 2.7m wheelbase, is 40mm longer, 5mm wider and 45mm lower than the car it replaces. Boot space is 537 litres with the third-row seat folded flat.

A multi-link IRS system and front MacPherson struts featuring dual-flow dampers have been calibrated for Aussie roads.

PACKAGING

Overall, the new Santa Fe builds on the sensible design of the previous model, but now also offers doors that wrap under the sill to seal out dirt, dust and road grime, ensuring that occupants' clothes won't be soiled as they alight from the car. And following examples from Japanese companies, Hyundai has kitted out the load compartment with latches to release the split-folding seats in the second row and each of the third row seats has its own hand-pull to unlatch the seat for flat folding flush with the floor.

Accommodation in the second-row seat was ideal for adults, providing plenty of head and legroom, but the third-row seat is for kids only – and small ones at that.

Entering the third-row seating from the passenger side is bound to be enough of a challenge even for smaller kids. The H-point is high for them and there's not a lot of foot space to place the feet even with the second-row seat canted forward.

Hopefully once they're occupying the third-row seat they will have an iPod Touch or a DS Lite to keep them occupied, because they won't be doing much sight-seeing through the side glass between C and D pillars.

The problem is the rising waistline, which is very stylish on the outside, but a hindrance to vision from the rear of the vehicle. It would also likely cause some problems for certain drivers when backing, but the reversing camera helps obviate that.

SAFETY

Passive safety features start with an airbag for the drivers knee – across the entire range – and six other airbags: driver and passenger frontal airbags, side curtains and front-seat occupant side-impact airbags. In addition to three safety seat top-tether anchorages, the Santa Fe is ready for the introduction of ISOFIX child safety seat technology to the local market, with anchor points for the outboard positions in the second-row seating.

Active safety features include antilock brakes, electronic brake force distribution, Brake Assist, Vehicle Stability Control, traction control, Hill Start Assist and Downhill Brake Control.

COMPETITORS

The Territory, the biggest CX and the Holden Captiva 7 are the obvious rivals for the Santa Fe, but given its footprint, a nominally smaller car such as the Mitsubishi Outlander might be another alternative.

All that said, however, the Santa Fe is more affordable than the Ford and the Mazda. It's nicely finished, which stands it in very good stead against all its logical competitors, and it's more modern than both the Captiva and the Outlander.

ON THE ROAD

On the move the airflow over the body is the principal source of noise at the legal limit on open roads, but it's minimal, thanks to the car's acoustic windscreen. Hyundai engineers have resorted to massive overkill in the name of dampening NVH (noise, vibration and harshness). Wind noise has been reduced 2.3dB and road noise is down 2.1dB. Tyre noise was more prevalent at lower speeds and on coarse-chip bitumen.

The driveline is utterly silent – whether cruising or at idle. It can be heard working when under load, but is very refined across the rev range. Not only is the petrol four extremely quiet at freeway speeds, it even fooled this writer at idle. Only after checking the tachometer was the reviewer convinced the engine was running.

The low levels of NVH comes to the aid of the Santa Fe's long-legged touring ability, which is further augmented by the very smooth combination of six-speed automatic transmission and the 2.4-litre GDI petrol engine.

Alas as we've found with the 2.4-litre GDI powerplant in the i45, it's one to develop peak torque higher in the rev range. There's a clear deficit of grunt at open-road speeds when the engine is operating at lower speeds and in higher gears. To illustrate, the auto box unexpectedly kicked down on a gentle incline on the F3 Freeway out of Sydney. Loaded up it may prove to be sluggish at times, but there's little doubt it will at least keep up with traffic around town.

On the way to the Hunter Valley for the local launch of the Santa Fe (mostly freeway and country road cruising), the trip computer displayed a fuel consumption figure of 7.1L/100km.

The R-Series diesel engine makes a great partner to the six-speed automatic transmission. It's not ultimately as quiet as the petrol engine, but it's certainly up to scratch by diesel standards and, like the petrol engine, is inaudible while cruising at open-road speeds.

There's very little turbo lag launching the car from a standing start and the strength of the engine is evident in in-gear acceleration. Fuel consumption over a mix of country roads (including longer stretches of gravel) was 7.8L/100km.

Once off the straight and narrow the Santa Fe's 2.5-turn (lock-to-lock) steering ratio made for a very prompt response, but it does not provide the feedback through the tiller as, say, Ford's Territory. Nonetheless, the Hyundai's system is more communicative than most of its rivals in the segment and can be tailored for the right amount of assistance to suit individual buyers by means of its Flex Steer system. This provides three modes: Comfort, Normal or Sport. Until the driver adjusts to the direct steering, there'll be some correction of the line through corners to keep the car on the right track.

In its handling the Santa Fe tracks very consistently through corners, although it is a little prone to understeer at lower speeds. On dirt it can oversteer on a trailing throttle, although grip and composure are significantly better than in the superseded model's.

Ride quality was sharper over sudden (high frequency) irregularities, but absorbed some hefty bumps on dirt and poorly-maintained country roads while also soaking up gentler bumps. Santa Fe's ride could be choppy at times, but body control was generally very well resolved.

We're told by Hyundai Australia that engineers from South Korea benchmarked the new Santa Fe against a number of cars locally, including the Ford Territory. While they were dismissive of the Ford's fit and finish, they were impressed by its ride and handling compromise.

Tailored for Australia's roads the new Santa Fe shows Hyundai still has a little way to go matching the Ford, but the new kid on the block is closer than ever.

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