Hyundai Santa Fe CRDi 2006 Review

Not so much
Auto transmission version a bit sluggish off the line
Needs taller geared manual gearbox
Noisy at idle

But while all the vehicles in the segment are mid-size with most offering at least some form of seven-seat capacity, it can be split into serious off-roaders and the more urban-oriented soft-roaders.

It is in the latter camp that the Santa Fe falls, with its electronically controlled single range all-wheel-drive system and the latest CRDi addition to the range, Hyundai becomes one of the first to offer a diesel engine.

While the more serious off-roaders in the segment have long offered diesel engines, in terms of the soft-roaders -- that includes Ford Territory, Toyota Kluger, Nissan Murano and the new Holden Captiva and Subaru Tribeca -- Hyundai is virtually on its own in offering a diesel engine. The only other maker to offer a diesel soft-roader is Ssangyong.

The diesel CRDi engine is available across the three-model Santa Fe range in entry-level SX, SLX and Elite trim with the prices starting at $36,990 for the five-speed manual SX and $39,990 for the five-speed automatic.

The entry level petrol model is the SLX which is priced from $35,990 for the manual five-seater version; $37,990 for the four-speed automatic five-seater and $39,990 for the four-speed automatic seven-seater. The mid-spec SLX diesel is a five-speed automatic seven-seat only model that is priced from $43,490. The range-topping Elite is a five-seat automatic only -- offering four-speed transmission for the petrol and five-speed for the diesel -- with prices starting at $43,490 for the petrol V6 and $46,990 for the turbodiesel four-cylinder.

MECHANICAL
The new diesel CRDi Santa Fe shares its running gear with the petrol V6 model -- front MacPherson strut and rear multilink suspension, power assisted rack and pinion steering and on-demand AWD system with a low-speed centre differential lock -- with the big difference obviously being the powertrain.

Under the bonnet is a Hyundai-developed 2.2-litre four-cylinder common rail turbodiesel that generates a maximum power of 114kW at 4000rpm and peak torque of 343Nm between 1800rpm and 2500rpm.

The engine is mated to either a five-speed manual gearbox or new five-speed automatic transmission that is both adaptive to driver and road conditions and also offers a sequential manual shift function via the shift lever.

With an official ADR 81/01 combined fuel consumption figure of 7.3l/100km for the five-speed manual SX, Hyundai claims it is the most economical SUV on the market bar none. The automatic SX lists a figure of 8.1l/100km -- which is a match for the Lexus RX400h petrol electric hybrid SUV -- while the seven-seater SLX automatic achieves a fuel consumption figure of 8.2l/100km. These figures compare with most petrol mid-sized soft-road SUVs -- including the Santa Fe -- that range between about 10.4l/100km and 12.8l/100km.

ON THE ROAD
As you turn the key and fire up the engine of the new Santa Fe CRDi, the first thing you notice is that this vehicle definitely has a diesel engine under the bonnet. Outside the car, there is a fairly loud distinctive diesel tick that does reduce significantly once inside the spacious cabin, but it is still reasonably obvious at idle. Once on the move, the diesel clatter becomes much less apparent with the engine spinning over in a fairly smooth and refined manner.

While both the manual and automatic versions of the CRDi Santa Fe share identical engines, such is the dramatic difference in transmissions that these are two very different cars to drive.

Plant the right foot in the manual and the car gets off the line with a great deal of enthusiasm as the engine quickly spins through to about 4000rpm and starts to run out of breath. The character of the free-revving engine combined with short gearing is almost akin to driving a turbo petrol engine that offers its best in the higher reaches of the rev band.

But this is not a petrol powerplant and so is strongest in the low to mid-range revs. What this means in practice, is that as you accelerate, the vehicle requires very quick shifts through first, second and third gears to ensure the engine is operating at its peak performance. Once cruising in fourth and fifth, it is strong and happy and should you need a sudden burst of torque for overtaking or a when faced with a long hill, a drop back to third is all that is required for a strong surge of power.

The five-speed automatic however, seems to be at an almost opposite pole. Press the accelerator in this version and the car moves off at an adequate but hardly enthusiastic pace. The auto transmission is very smooth and slick but it seems to take a while for the engine to hit 2000rpm when the strong torque kicks in and the car really starts making the most of its 343Nm.

If you tend to be heavy of right foot, the auto box does adapt over time. But if you want to make the most of the engine's strong torque, it might be a better option to use the reasonably responsive manual shift mode once cruising at higher speeds. It is manual only to a point though as it will override your choice as the engine approaches 4500rpm.

Apart from the differences in acceleration and driving characteristics courtesy of the two transmissions, the rest of the on-road behaviour between the two models is very similar.

Over a media launch drive that crossed some very poor roads, the Santa Fe proved to be very comfortable with good supportive seats and an ability to soak up patched tarmac with aplomb.

There is however a trade-off in the handling with the car prone to a degree of understeer when pushed on hard and noticeable, although not by any stretch alarming, body roll. The steering is light and lifeless and on some of the truly bad patched up corners generated a bit of kickback but it generally points the car in the desired direction.

While the suspension tune between the auto manual models is the same, the manual felt a little lighter on the road but that may have been due to the immediate and strong acceleration while the less responsive auto felt a little more solid and stable. Both cars however, despite a bias towards comfort, still offer a drive experience that feels secure and predictable.

While there is a discernible difference in the driving characteristics between the auto and manual CRDi Santa Fe versions, both are a marked improvement on the existing petrol engined model that suffers from too little power in too big a vehicle. The diesel Santa Fe offers much better driveability and when you throw in the fuel savings -- we achieved around 8.9l/100km on the 250km launch drive -- it is well worth the $3500 premium over the petrol models.

For details on Hyundai Santa Fe's features, comfort, safety and competitors read CarPoint's launch review