Hyundai Santa Fe 2015 Long-Term Test

In this update we run the Santa Fe closer to its maximum tow rating than ever before – a dual-axle rented furniture van (800kg tare) filled with boxes of books, household items and, for two trips at least, a full complement of pot plants.

Such are the errands associated with moving the family home; and countering my initial scepticism the Santa Fe actually performed the task capably. I estimate that for two trips at least the gross weight of the trailer and its innards would have run close to two tonnes, and in spite of a lull in performance from standstill, the 2.2-litre R Series diesel engine coped surprisingly well.

Though I must add something of a caveat to my approbation... The Santa Fe's six-speed automatic transmission, perhaps unaccustomed to the weight in tow, was indecisive when left to its own devices (i.e. in Drive); its tuning towards delivering fuel economy when unladen seeing it attempt to select a higher gear prematurely before returning a cog lower as it grappled with the unfamiliar load.

Shifting manually instead allowed the variable geometry turbocharger to shoulder the burden over a wider rev range, holding gears longer both when climbing and descending extended or more precipitous grades. By disallowing the transmission to upshift of its own accord, the Santa Fe could rev to just under 4000rpm between gear changes, in doing so tackling the stepped rises of the Great Dividing Range's southern-most end with ease.

On flat ground the Santa Fe would hold sixth gear at 110km/h until such time as the road began to climb. Here, the slightest provocation from the throttle would override the manual gear selection, insisting fifth gear were used instead. It was a trend I soon began to predict, selecting the ratio ahead of any uphill change in topography.

Concurrently, it was interesting to note that the Santa Fe's ride – often criticised in these pages as being a little brusque – was relaxed with a full load in check. Travelling across central Victoria's patchwork trails, the stiffer rear springs dealt capably with the weight of the trailer, a full cargo area and three adult passengers [Ed: note the relative lack of sag in the pictures]. The ride was not only comfortable, but reassuringly secure as well, with winding roads, off-camber corners and sudden changes in attitude doing little to shake the vehicle's composure.

The steering too retained its poise over difficult ground, remaining positive and communicative to the front-end's intentions. Hyundai's Flex Steer steering-weight presets also proved an advantage when towing – or should I say reversing – the Comfort setting allowing easy wheel twirling when backing down tight winding driveways. Here the Santa Fe's large wing mirrors also proved a boon, though the thicker D-pillars remain a hindrance in tight manoeuvring.

On the downside, however, and as reported twice previously in our long-term updates, the Hyundai's brakes are satisfactory, though not inspiring. Of course it has to be emphasised that the GVM on this occasion was double that of the Santa Fe's regular kerb mass (1968kg), but for those planning on regularly towing heavier loads the Brembo-equipped Santa Fe SR may well be worth considering.

Where fuel consumption is concerned the Santa Fe returned an average of 12.9L/100km on test. The trip computer indicated a figure nearing 15 litres on some of the steeper uphill grades (with a full load on the back), falling to around 8.0 or 9.0 on the return run (empty trailer). It's not a bad effort, all things considered, and it was pleasing to note that as soon as the trailer was returned, the fuel consumption, and the Santa Fe's driveline personality, returned exactly to where it had been previously.

Related reading:
>> Hyundai Santa Fe Long-Term Test (Introduction)
>> Hyundai Santa Fe Long-Term Test (Update 1)