It really must be getting more difficult to design a great petrol 4WD engine in the face of the increasingly stringent clean-air regulations and the rapidly improving diesel competition.
More and more manufacturers are adding diesels to their ranges and now were seeing them available in New Zealand in greater numbers. Hyundai is no exception; theyre embracing diesel technology whole-heartedly and with good reason.
The latest Santa Fe is not only the newest model to hit our shores it is the first of many passenger diesel models that Hyundai plan to introduce.
While the focus should be on Santa Fe, the vehicle, we cant help noticing that the diesel technology is new too. We had occasion to drive both the petrol-V6 and diesel-four versions of the seven-seater Elite, back to back.
Firstly, the Santa Fe itself is a better looking and larger model than the one it replaces. This swan-like re-emergence comes at a price, which has gone up, along with the size and the quality. Topping out at $54,990, Santa Fe can take credit for moving Hyundai into a new price range for a mainstream model.
The styling is still very Hyundai and hints of the old muscle-arches are still there as is the unique boot lid handle, which requires the euro numberplate to be offset. Ordinary plates will be fine.
The interior has a family similarity too however, like the exterior, it has been toned down a little and is more conventional, less Korean. Its not at all fussy-looking in the way its predecessor was.
While there are plenty of competitors, the more obvious ones are Highlander and RAV4, which has also grown in size. Though not yet available with diesel-power, the V6 Highlander and the RAV4 are close in size, configuration and price and Highlander has a 7-seat option.
Santa Fe is a little smaller but well packaged nonetheless and the third row is genuinely useful, even suitable for small adults. Access is encouraged from the kerb side of the vehicle by making the drivers side access less convenient, in that the second row seat doesnt readily move out of your way; a good safety feature.
The seats are better, and not just the red piped leather in the Elite, the design offers more support than the fairly flat seats of the old model. The quality is evident in the fit and finish; its no wonder Hyundai have been receiving international recognition in this area.
Despite the extra seats, its clear that Santa Fe has grown because theres more room in every dimension. While Santa Fe didnt seem that much bigger than the Tucson, when that model was released, it clearly is bigger now.
There abound many thoughtful touches, like the sound system, which incorporates a 6CD, in-dash, stacker and also a cassette player, which is great because CDs tend to skip on rough roads.
Storage is good with a high centre bin that has two useful layers instead of a token upper tray or none at all. Theres also a lidded bin atop the dash that is felt-lined and great for phones or sunnies. Although, theres also a flip-down sunglasses holder above, in the roof.
Next to it, theres a flip-down convex mirror that allows you to see the rear passengers and cargo area. Great for checking the kids are wearing their seatbelts and that loads are secure.
Of course, there are the usual cup-holders, map holders and door pockets, all thoughtfully placed and well designed. Its an area of vehicle design weve come to expect and its only when its done poorly or not at all that we notice these days.
Below the centre dash is another dished storage area and immediately above it are a power socket, the 4WD lock button and a lighter, all in a row. The 4WD lock is necessary because, like so many soft-roaders, Santa Fe uses an automatic on-demand 4WD system, which is 2WD most of the time.
A push of the button ensures 4WD is engaged, up to 40 kph, when you require that extra stability or want to ensure theres no chance of the front wheels losing traction before the rear wheels kick in.
The steering wheel has stereo controls and cruise control functions, which are simple and easy to reach with your hand still on the wheel. The on/off button is at the top close to your thumb with the resume/accelerate button just below and the set/decelerate button just below.
So to the driving, and theres no question that it has a road-going focus because it handles very nicely on the 18-inch, 235/60 Kumhos. Theres just a little understeer and a little body-roll but otherwise you could be driving any good sedan.
On or off-road theres a certain solidity to the Santa Fe that you can feel over bumps and such. It feels like its well put together and theres nothing flexing or squeaking as you test its cross axle ability, just a little.
While we no longer test soft-roaders on the 20-degree ramp or the serious cross-axle test, we do like to see how far theyll go off-road. The Santa Fe does okay in most situations on a typical farm. It will ford a shallow stream and climb a grassy hill, in dry conditions, and it is right at home at the beach.
Beyond that it will go but it is getting out of its comfort zone. Where it excels is on metal roads, forestry trails and the like. It has the advantages of longer suspension travel and greater ground clearance, with the more sophisticated independent suspension and tight body to be right at home.
Even without full-time 4WD, the front drive configuration works quite well because you feed power in to clear the loose stuff anyway and that activates the 4WD when needed. Wed prefer full-time 4WD just for the sake of greater initial stability but fuel-consumption is higher and most people will never notice the difference.
Now, when it comes to the performance of the Santa Fe, we start comparing the petrol V6 with the new common rail diesel.
To refresh your memory, the Santa Fe uses Hyundais well known 2.7-litre V6, which now puts out 138kW at 6000 rpm and 248Nm at 4000 rpm. The 2.2-litre, direct injection turbo diesel produces 110kW at 4000 rpm and 335Nm from just 1800 rpm.
Just to keep you guessing though, the diesel picks up a new 5-speed automatic, whereas the V6 makes do with the existing 4-speed.
That difference in the transmissions throws up some unusual variations in the relative performance of the two engines. Firstly the heavier Santa Fe V6 is a little slower than the old model.
Its about a second slower from a standing start to 100 kph, taking 12.6 seconds. However, its just a few tenths slower from 80 to 110 kph, at 6.6 seconds, and thats the more important test. Thats not bad but is notably slower than Highlander or even RAV4.
The diesel, with a better spread of ratios is actually quicker off the mark than the V6, where usually maximum power is king. It takes just 12.35 seconds to reach 100 kph; literally off to a good start.
However, it takes over a second longer, at 7.7 seconds, to do the simulated overtaking acceleration from 80 to 110 kph. Not bad for a smallish diesel and it was more affected, by needing a gearchange, due to the diesels narrower rev-range.
Now, those are just numbers and, while they have some real world relevance, they dont tell the whole story by any stretch of the imagination. Firstly, the V6 feels strong and the 4-speed auto works better than it did before to get the most out of the engine.
Yes. It needs an extra cog in the box but it changes nicely and holds the gears well to suit the V6s character. It actually feels quick despite the 0 to 100 kph time.
The diesel needs the 5-speed more, because of its narrow power band, although it has plenty of low down torque. It has more torque than the 5-speed seems to give it credit for because it releases the lock-up on the torque converter too soon, in our opinion.
To its credit it doesnt change down but it doesnt always allow the diesel to do what diesels do best; pull at low revs. Instead, by releasing the lock-up, it lets the diesel rev and thats not what diesels do.
However, Hyundai are not alone in that, Pathfinder diesel does the same thing, and it is the diesel version we prefer. It simply feels stronger and more able to haul a load uphill and always seems to be in the right gear at the right time.
Speaking of hauling loads; the roof rails are a treat to use. A simple pull on a lever and theyll slide to any position you want.
The diesel is the more economical engine by far. The trip computer showed it consistently using 3 litres less per 100km. It hovered in the mid-9s as opposed to the mid-12s in the V6.
Santa Fe is a welcome new model in the soft-roader segment. It is a much better vehicle than its predecessor in V6 form, even if it is a little slower. The extra size and weight that reduce its performance have been put to good effect in creating more room and two extra seats.
The improvement in quality and style is also quite obvious but it arrives in a hotly contested market with lots of alternatives. However it sits neatly between the two Toyota competitors in several ways, not least price.
It is the diesel that gets our vote though and we congratulate Hyundai for introducing it when larger companies, like Toyota, are holding back, despite having diesel versions in overseas markets.
Diesels are notorious for their long running in period and wed like to see the Santa Fe again when its run in..:
