Hyundai Santa Cruz vs Lexus LS500H

What's the difference?

We need the Santa Cruz and its ilk in Australia. It’s great to be in a dual-cab ute that is compact enough to fit in a regular car-parking space and light enough to be efficient.

In ways, the Hyundai is reminiscent of the better Ford Falcon and Holden Commodore utes of yore, especially in its performance, dynamics and civility. And why wouldn’t it be a good fit here? Back in 1932, Australia invented the coupe utility, after all.

Bring it on, Hyundai.

The Lexus LS 500 and 500h are both exceptional cars. The ‘obnoxious’ styling especially to the grille makes the offerings from BMW, Benz and Audi look bland and overly corporate inside and out. It’s really in the dynamics department that the LS falls short of its rivals and only the LS 500 is enjoyable if you like to drive with a degree of conviction. 

Both the LS500 and 500h, though, have wonderfully comfortable rides and this together with those sumptuous interiors makes these the perfect place to be if you’re in the back being swiftly and quietly taken to you next meeting.

For me the sweet-spot pick would be the LS 500 F Sport for its value and dynamic ability.

Nose-on, the Tucson SUV’s futuristic nose treatment looks a little out of place on the Santa Cruz. It needs to be blunter and more aggressive.

Hyundai knows this and has attempted to square-off the lights, grille and bumpers as part of the MY25 facelift, but it still seems too sophisticated against more truck-like utes. No doubt the next-gen redesign will be bolder.

Profile and rear appearances, on the other hand, are pitch-perfect, imbuing the Santa Cruz with confidence and class. No other dual-cab can boast such a sleek, coupe-utility-esque silhouette. A drag coefficient figure of 0.37 is notable for this shape of vehicle.

Deftly executed, the Hyundai’s design is both contemporary yet reminiscent of ‘70s and ‘80s two-door utes, from Japan’s Subaru Brumby and Ford’s XA-XC Falcon, to America’s iconic Chevrolet El Camino and Ford Ranchero.

With all that in mind, it’s no surprise to learn that the Santa Cruz was designed in California, with the brief stating it combine car, SUV and ute, for urbanites seeking a workhorse that can also be a family-friendly weekend getaway machine.

While it is obviously smaller than a typical body-on-frame ute, in the flesh, the Hyundai seems almost as large. Some might even say right-sized for lighter-duty requirements, which seem to be the majority of urban-based vehicles in this segment.

Length, width, height, wheelbase and ground clearance measurements are 4970mm, 1905mm, 1695mm, 3005mm and 218mm respectively. Putting these figures in perspective, a Ranger’s corresponding dimensions are 5370mm, 1918mm, 1886mm, 3270mm and 234mm.

Not too big, then, and not too small. And much, much easier to manoeuvre and park in a big city like Toronto. It’s a bit of a Goldilocks zone inside the Santa Cruz as well.

“You’re either going to love them or hate them.” You can bet that whenever you’re told this just before being introduced to somebody then that somebody is going to be downright obnoxious. The same goes for the LS, well it’s face anyway, because those are the kinds of statements made about that grille.

The thing is, the LS needs an obnoxious face because its up against The Establishment -  the Mercedes-Benz S -Class, BMW 7 Series and Audi A8, and given there’s no way they’ll ever let Lexus into their little ‘club’ it’s good that the LS has steered clear of imitating them and is boldly different.

This was also the type of thinking which inspired the grille’s creator, Tokuo Fukuichi. The so called ‘spindle grille’ first appeared in 2010 on the CT200h before rolling out to the rest of the Lexus line-up. The look polarised the opinions of fans and even executives inside Lexus. But Fukuichi was adamant the key to the brand’s survival and success was to not to be boring.

That massive gaping mouth is anything but boring, and for this new-generation LS the spindle grille has been overhauled. Yes, some car companies might make a few tweaks to a grille, but not Lexus. Using a CAD computer program, it took designers six months to refine each of the 5032 surfaces on the F-Sport’s grille and the more than 7000 on the Sports Luxury’s. If only you didn’t have to slap a number plate on these exquisitely spun net-like structures.

New LED headlights and the ‘Zorro blade-slash’ LED running lights are equally obnoxious and therefore perfectly suited for the LS’s face. So too are the enormous air inlets below them in the bumper. If only the rest of the car’s exterior was as wild and not mild and milder the further you get from the grille. The rear looks stately, modern and sleek but could have done with something more adventurous (similar to IS’s taillights).

But the LS’s insides make up for that dullness, with a cabin that’s decadent and alien at the same time. A dash which sweeps from door to door features asymmetrical string-like design elements which are a theme carved through wood and glass and stitched into leather throughout the cabin. The quality is superb, while the fit and finish is better than I’ve seen on some of its competitors.

There are four no-cost interior packages on the Sports Luxury ranging from 'Moon White' trim with walnut decorative inlays to black trim with 'Crafted Latte' inserts. But it’s the $9800 optional 'Black with hand-pleating' and 'Kiriko' glass which is a stand out. It’s an intriguing look, the pleated fabric which cascades around the hand-cut Japanese glass.

The F Sport’s cabin is less decorative with seats that hold you tighter in three no-cost option leathers from 'Moon White' to 'Flare Red' with aluminium door and dash decorative elements.

Both cabins are sumptuous, although they fall a little short in gob-smacking tech like those amazing, expansive, floating dash screens and the virtual instrument cluster in the S-Class. Yes, there’s the large screen up front and the seat-back screens in the rear but the styling of the graphics and typeface reveal the Toyota DNA.

The LS has the presence a prestige brand’s flagship car should - imposing, long and wide. Look at the LS’s dimensions. At 5235mm end-to-end and 1900mm across, the LS is longer and wider than a Mercedes-Benz S-Class, but swoops in lower at 1450mm. The LS’s wheelbase is longer than a regular S-Class’s at 3125mm, too.

Apart from the grille you can tell an F Sport from a Sports Luxury by its black brake calipers and black elements in the front bumper, boot lid and sill.

To tell a 500 from a 500h, the difference is subtle. There are the badges, of course, but the 500's rear bumper also has a different design with chrome exhaust surrounds.

A comfy and inviting five-seater, the Santa Cruz only really feels like a ute rather than a mid-size SUV if you look behind the (fixed) rear backrest or underneath the back cushion (where the jack and additional storage lay).

Spacious and quite airy up front, this one’s based on the pre-2024 Tucson facelift, so it’s completely car-like in its design and execution. The update also adopts the SUV’s vast touchscreen layout. Typical Hyundai features include digitalised instrumentation, pleasingly simple displays and thoughtful placement of all controls. There’s nothing even remotely alien about this ute’s presentation.

Quite bracing bucket seats up front offer decent support, while SUV standards of practical storage, ventilation and – surprise – noise suppression further impress, especially considering that our ute rides on 20-inch wheels and all-weather tyres. Maybe Canadian bitumen is just quieter.

If you’re used to smaller body-on-frame utes like the HiLux or previous Mitsubishi Triton, you might also be pleasantly surprised by how accommodating the Santa Cruz’s rear bench is.

The typical ute foibles of a too-upright backrest and flat, unsupportive seats do not apply here, revealing how spacious that shapely silhouette allows the cabin to be. Instead, you can enjoy SUV-levels of cushy comfort, as well as associated amenities like rear air vents, USB outlets and cupholders, though you’ll need to stick larger water bottles beneath the rear-hinged cushion, where extra storage is provided.

Better still, if you want some additional ventilation, just slide back the rear-window partition. This might mess with your mind, as the Santa Cruz then really begins to muddy the waters between SUV and ute.

Which leads us to the elephant in, or rather on, the Hyundai: the open bed.

Among other items, you’ll find side as well as rear steps for easier load bed access and a simple yet effective sliding tonneau operation, revealing a ridged floor and sizeable compartment storage compartment underneath. It comes with drainage holes for ice. Bed lighting, tie down hooks, and sliding cleats further boost useability and versatility. Just like in utes you’re probably used to.

Note that in this 20-inch wheel grade, there’s a space-saver spare underneath.

Bed length is 1323mm, width 1368/1085mm between the arches and height 488mm. For perspective, Ranger’s equivalents are 1464mm, 1520/1217mm and 525mm respectively. Bed volume is 764 litres, versus 1232L in the Ford.

Finally, towing capacity in the AWD version is 2260kg (Ranger: 3500kg) and payload is 730kg (Ranger Wildtrak: 901kg).

In summary then, compared to utes like the Ford above, the Hyundai’s OB is clearly shorter, narrower and shallower, yet is still usefully large for getting many jobs done.

Again, this is a new, more compact ute experiment, with no direct rivals, designed to be lighter, more efficient and fun to drive.

Anything with a 3.1m wheelbase has to be practical right? Well, legroom in the back is excellent, but I can’t properly stretch out in that reclining rear seat with the ottoman without my feet hitting the seatback.

Headroom is also a bit a restricted in that rear row for me, too. That’s something to keep in mind for taller passengers (I'm 191cm tall).

A cargo capacity of 480 litres is 30 litres shy of the Mercedes-Benz S-Class, while the cooler box in the rear (that comes with the Sports Luxury trim) eats into the boot space and drops the total to 440 litres.

The LS is a five-seat sedan, but that centre rear seatback folds forward to become the armrest and houses the controls to the massage and reclining functions, plus two cupholders.

There’s another two cupholders up front and pockets in all the doors. While the storage area under the centre console armrest in the front and back is good – that’s about it for storage.

An access mode will raise the car by 30mm when getting in and lower it by 10mm when getting out. Those wide opening doors also make entry and exit easier.

The line-up is simple. There are two powertrains: the turbo-petrol V6 LS 500, and the petrol-electric LS500h hybrid, and there's no price difference between them. Then, there are two trim levels: the F Sport for $190,500 and Sports Luxury for $195,500. 

Coming standard on the F Sport are 'F Sport' seats with leather upholstery, heated front and rear seats, dual-zone climate control, 28-way power adjustable front seats and head-up display. The multimedia system comes with a 12.3-inch screen, sat nav, DVD player, DAB+ digital radio, Bluetooth connectivity and a 23-speaker Mark Levinson sound system.

There’s also LED headlights, 20-inch alloy wheels and a kick-open tailgate. While the F-Sport misses out on some of the plush features of the Sports Luxury it does get hardware for better on-road dynamics which you can read about in the driving section below.

The Sports Luxury has that large screen, those power adjustable front seats and the multimedia system with that Mark Levinson stereo, too, but adds much more. The front passenger seat slides and folds itself forward to allow the seat behind it to recline and extend its ottoman-style leg rest. 

Both rear seats are 22-way power adjustable and heated. If you’re lucky enough to be lounging back there, you’ll also two 11.6-inch seat-back screens with a DVD player. Plus, there’s four-zone climate control, a rear cooler box and power sun shades.

The F-Sport and Sports Luxury have their own choice of no-cost interior options. The Sports Luxury also gives you the option to buy (for $9800) one of four special interior packs – you can read about the standout one with the hand-cut glass below.

There are 11 body colours to choose from: Sonic Quartz, Sonic Silver, Titanium, Liquid Metal, Onyx, Graphite Black, Vermillion, Scarlet Crimson (a dark red), Metallic Silk, Deep Metallic Bronze and Deep Blue.

The Santa Cruz is fitted with Hyundai’s 2.5-litre four-cylinder direct-injection turbo-petrol engine not offered in any Australian models at this time.

In North American-spec, it delivers about 210kW of power at 5800rpm and 422Nm of torque from 1700-4000rpm, to the front or all four wheels automatically via an eight-speed wet-type dual-clutch transmission, with a manual mode.

Acceleration time from 0-100km/h is about 6.5 seconds. Impressive for an 1860kg ute, aided no doubt by a healthy 113kW/tonne power-to-weight ratio.

Like the Tucson, the Santa Cruz is fitted with MacPherson-style struts up front and a multi-link independent rear suspension set-up, though they are tuned differently given the varying nature of the duo.

Let's talk engine specifications .The LS 500 has a 3.5-litre twin-turbo petrol V6 making 310kW/600Nm, with drive being sent to the rear wheels via a 10-speed automatic transmission. That's impressive horsepower, but this car is heavy is a weight of about 2.3 tonnes.

The LS 500h has a 220kW/350Nm 3.5-litre V6 (a different engine to the 500’s) plus two electric motors driving the rear wheels. The total power output is 264kW. Shifting gears in the 500h is a continuously variable transmission (CVT). Just a reminder, too, the LS 500h is not  a plug-in hybrid. Regenerative braking re-charges the lithium-ion batteries.  

If you're looking for a diesel, you won't find one here. Same goes for a manual gearbox. And, while buyers can choose an all-wheel drive (awd) Lexus LS in other markets around the world, ours are all front-wheel drive.  

Hyundai says the Santa Cruz is tuned to run on American 87 RON unleaded petrol.

It returns a combined average of 10.6L/100km, for a carbon dioxide emissions rating of 250 grams per kilometre. Other official figures are 12.1L in the city and 8.7L on the highway.

That should mean the 67L fuel tank should give a range of about 632km.

Running on 90+ Octane unleaded petrol, our Santa Cruz averaged 10.5L, against a trip computer figure of 10.8L. Our best cycle, on mainly rural roads, was 9.1L. Again, this is SUV efficiency. The long-mooted hybrid version will smash all these figures out of the park.

The LS 500 has an official fuel consumption of 9.5L/100km while the 500h’s is 6.6L/100km after open and urban road driving. We drove both cars on mainly country roads and saw an average of 10.1L/100km in the LS 500 and 9.1L/100km in the 500h.

The most remarkable thing about the Santa Cruz is how multi-faceted the driving experience is.

On one hand, compared to body-on-frame utes, it feels just like a medium-sized SUV, with none of their lumbering heaviness. That should come as no shock seeing this is an extension of the Tucson (and related Kia Sportage).

Yet if you approach the Santa Cruz from an SUV perspective, there are palpable driving and behavioural differences, setting the ute apart. Especially considering Australians are unfamiliar with this particular powertrain.

Let’s start with that.

After years of the sweet if at-times somewhat stretched 1.6-litre turbo found in most upper-spec Hyundai and Kia models, the Santa Cruz’s big 2.5L turbo is a revelation, with little to no lag moving off the line and a steady and growing tide of torque as speed builds.

Quiet, smooth and refined, it is a terrifically muscular engine application, aided by an equally smooth and responsive dual-clutch transmission. That there’s real-world economy benefits as well – we averaged just 9.1L/100km during one tankful – is icing on the cake.

You know what they used to say… there’s no substitute for cubic inches. Why can’t other Hyundais have this powertrain in Australia?

Likewise, there’s little to criticise regarding the Santa Cruz’s steering, being as light yet direct as its SUV cousin’s. The upshot is exact and controlled handling that would put even the most nervous driver at ease. With that in mind, one particular heavy late-summer storm only served to highlight the Hyundai’s AWD-enhanced stability and traction.

And a word of praise for the driver-assist tech too, with the adaptive cruise control, lane-assist and blind-spot systems providing nuanced operation and gentle intervention. Bounding along in highway traffic moving at the legal speed limit, all remained calm.

Speaking of which, the Santa Cruz’s ride quality is shockingly cushy for something on 20-inch rubber. This never ceased to impress us.

So far, so very good.

Tighter corners and speedy off-ramp turns did reveal a couple of unexpected traits, though. That soft suspension tune and 218mm ground clearance can make the Hyundai feel roly poly, with pronounced body lean that can lead to understeer, meaning the ute can run wide mid-turn unless the driver piles in more steering angle.

In contrast, an Aussie-spec Tucson is far more composed and agile in such situations.

Still, we mentally readjusted to this, applying similar degrees of caution that drivers of even the best body-on-frame utes, dynamically speaking, should exercise (hello, Ranger). Yet even in such scenarios, the Santa Cruz is still far more SUV-like in its suspension discipline and roadholding.

Our two other beefs are a big turning circle and poor side/rear vision. Otherwise, a big thumb’s up here.

Obviously, as with all vehicles tested abroad, we need to experience the Hyundai on local roads for a more definitive assessment.

But, as our very enjoyable time behind the wheel of the 2024 Santa Cruz AWD revealed, it seems especially well-suited to Australian tastes.

As a spiritual successor to the Brumby and Falcon/Holden utes, this dual-cab seems beyond the sum of its parts.

My first experience of the new LS was from the back seat of a 500 Sports Luxury being driven from the airport to the venue where Lexus Australia would deliver the presentation on its fifth generation of the car.

Seat reclined, I was whisked quietly and comfortably through the traffic, barely any road or wind noise, the ride was superb on that air suspension, a little floaty but still damped well enough for it not to become bouncy, with minimal head sway (the movement that makes you car sick).

Cocooned in leather with seat-back screens for audio and DVD the ride and environment was just right for a limousine chauffeuring important business types who need swift and tranquil transportation. Not for weirdos like me who were only interested in the way the front and back multi-link suspension kept a 2.3-tonne car with a 3.1m wheelbase so civilised, even through roundabouts. I wondered if this was actually the best way to experience the LS – from the back seats, being driven?

When I did drive the 500 and 500h in the two trims later it more or less confirmed that first impression. The 500 in F Sport trim was the best to drive, while the 500 in Sports Luxury was the best to be driven in. Why? I’ll explain.

The LS 500’s 3.5-litre twin-turbo V6 makes more power than the hybrid for starters, which is always a good thing when you need to move a car this heavy. Even then the LS 500’s acceleration isn’t super quick, and the engine needs to work hard when asked to get a wriggle on. That 10-speed automatic transmission is excellent though. 

The same can’t be said for the CVT in the 500h which under harder acceleration does what CVTs do in that situation, make more noise without seeming to get the drive effectively to the wheels.

The 500h’s naturally aspirated V6 is a good thing, but it seems the weight of the car and the CVT work against it being exciting to drive. After a couple of hundred kilometres in a 500h blasting through the countryside steering it became tiresome rather than rewarding with the engine constantly kicking in and whining incessantly when asked for more beans, please. 

This car is far better suited to slipping silently through city streets than it is galloping through the bush – that’s where the 500 is a lot more at home.

The 500 and 500h are rear-wheel drive cars, and this, along with an almost 50-50 balance, sets the ground work for good cars to pilot. The F-Sport trim adds an active rear stabiliser bar as standard equipment and brings a more sophisticated version of Lexus’s 'Vehicle Dynamic Integrated Management' (VDIM) – a stability system using data from suspension, ABS, traction control, electric power steering, the stabiliser bar and rear steering. The result is the control of longitudinal, vertical, yaw, roll and pitch movements for better ride and handling.

The F Sport trims adds bigger brakes, too with 400mm x 36mm discs on the front and 359mm x 30mm at the back, plus staggered tyres with 245mm rubber at the front and 275mm at the rear.

The electric steering is light, which makes it easy to manoeuvre in carparks, and an 11.2m turning circle is great for the class. 

On the open road at speed the steering is pinky-finger light even in Sport+ mode, and while it’s smooth and accurate, I want to feel more connected to the wheels and where they’re pointed.

While the LS 500 is more the driver’s car than the 500h neither perform as well dynamically as Benz’s S-Class, but from the back seat the LS feels just as comfortable and even plusher.

The Lexus LS has not been crash tested, but all the signs are there that this is an exceptionally safe vehicle, from the structure of the car to the advanced safety technology such as AEB (forward and reverse) with pedestrian detection, lane keeping assistance and adaptive cruise control.

For child seats there are three top tether anchor points and two ISOFIX mounts across the rear seats.

Both the 500 and 500h are fitted with run-flat tyres.  

The Santa Cruz is not available in Australia at this time.

Hyundai’s current Australian warranty period is five years/unlimited kilometres with roadside assistance and available capped-price servicing options.

Most models also offer scheduled servicing between 10,000km and 15,000km.

The Lexus LS is covered by a four-year/100,0000km warranty. Servicing is recommended every 15,000km or 12 months. There is no capped price servicing program. Being a Toyota family product the Lexus LS also comes backed by the same reputation for reliability and you may experience lower maintenance costs than perhaps its German rivals.