Hyundai Santa Cruz vs Mazda CX-5

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 Mazda CX-5 Akera G35 offers small families a great host of premium features, as well as solid power and handling – all in an attractive package. But the emphasis here is on ‘small’ families because it’s on the compact side for a mid-sized SUV and its rivals offer more back seat space.

Its ongoing costs are reasonable and I enjoy driving it, so it gets a 7.6/10 from me.

My son calls out the back seat as a bit squishy but he otherwise likes it. He gives it a 7.0/10

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.

The Mazda CX-5 hasn’t seen much change to the exterior other than a more horizontally-styled grille. It’s a medium SUV with a handsome kerb-side presence thanks to its full-suite of LED lights and 19-inch alloy wheels. It’s an inoffensive design that should appeal to a wide audience.

The interior looks premium with the brown Nappa leather upholstery and black leather trims. The plethora of soft-touchpoints throughout reinforces that the Akera is the top model.

There's one thing I really like about Mazda and that's how it manages to balance the traditional with the new. The cabin is a seamless blend of the two elements.

The instrument panel features a 7.0-inch digital display but still has analogue dials. There's a 10.25-inch multimedia system on the dash but still a bunch of control buttons and dials to press. The gear shifter is coupled with an electric brake, the sunroof is coupled with a manual blind. You get it.

This duology between high-end tech and traditional elements makes the interior feel up to date but very accessible.

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.

Despite sitting in the medium-SUV segment, the CX-5 is on the compact side for cabin space and front passengers benefit the most in terms of leg- and headroom.

Back rowers get a decent amount of headroom but legroom is squishy and my legs press into the back of the drivers seat when its in my driving position, and I'm only 168cm tall!

My seven-year old complained about his space and asked Dad to slide forward for more room, which is something to consider if you have gangly teenagers.

The seat comfort sits on the firmer side for both rows and the electric front seats are narrower and shorter than I like for long journeys but for the A to B trips, they’re comfy enough.

Only the driver’s seat gets powered lumbar support but they both have heat and ventilation functions.

Individual storage is average for this class with a smallish glove box and middle console that has a removable shelf. A deep utility tray, which houses the wireless charging pad and a 12-volt port, sits in front of the gearshift and there are two cupholders in the centre console.

Each door has a shallow storage bin and the front doors also get a skinny drink bottle holder.

For individual storage in the rear, you get map pockets on the rear of the front seats and two cupholders in a fold-down armrest.

The armrest also houses two USB-A ports and the heat function buttons for the outboard seats and it's because of this positioning and the narrower width of the seat, that the back row feels more suited to two, rather than three passengers.

The technology on the whole is easy enough to use but the rotary dial operation of the multimedia system is a bit annoying to access while on the go.

The wireless Apple CarPlay and Android Auto is a great feature and means one less cable to worry about but the built-in satellite navigation with 10-year map updates is a highlight. The head-up display pulls through the nav directions, too, which is always handy.

You also get two USB-C ports and another 12-volt outlet up front, so everyone should be sorted for charging.

The boot features a powered tailgate which is a handy family feature and a temporary spare tyre is located underneath the level floor.

You get 438L of storage capacity with the second row seat upright, which is plenty for my errands and grocery shop. That jumps up to 1340L (VDA) when the rear seats are folded. 

The cargo cover attaches to the lid, meaning it stays out of the way when you're loading stuff into the boot.

There are five grades for the CX-5. The top two grades, the GT SP and Akera, have a choice between a 2.5-litre petrol or turbo-petrol engine.

On test here is the flagship Akera grade with the 2.5L turbo-petrol engine. Before on-road costs, it is priced at $55,000. That positions it towards the top-end of its competitors with the Kia Sportage GT-Line AWD coming in at $49,920 (MSRP) and the Toyota RAV4 sliding in just under at $54,410 (MSRP). However, the new Honda CR-V is more expensive by $2.0K.

The Akera is well-equipped with premium features like a sunroof, heated and ventilated front seats, heated rear outboard seats, a heated steering wheel and brown Nappa leather upholstery.

The technology is well-rounded with a 10-speaker Bose sound system, wireless Apple CarPlay and Android Auto and a 10.25-inch multimedia system with built-in satellite navigation (including map updates for 10 years).

There are some good practical features, too, like a powered tailgate, keyless entry and start as well as powered lumbar support on the drivers' seat.

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.

The Akera is an all-wheel drive with a six-speed auto transmission and our test model has the 2.5-litre four-cylinder turbo-petrol engine that produces a maximum power output of 170kW and 420Nm of torque. The turbo ensures it never feels sluggish, even when you’re hitting hills.

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 compromise for getting extra power from the turbo is fuel efficiency takes a hit.

The official combined fuel cycle figure is 8.2L/100km but my real-world usage came out at 10L/100km. That’s after mostly open-road driving this week, too, so it’s a bit thirstier than I was expecting.

Based on the combined cycle number and the 58L fuel tank, expect a driving range of around 784km – which is still great for the odd road trip.

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.

The Akera turbo-petrol delivers a decent well of power to dip into and it feels peppy in most situations. Even when you’re overtaking or getting up to speed you don’t feel like you’re nearing the bottom of the power barrel.  

Steering is responsive and the car is agile when you tackle narrow car parks or streets. However, you still get some roll in corners which my passengers felt more than I did.

The cabin is quiet, even at higher speeds and the suspension is firm enough that you feel the bumps but you’re not jostled about. The ride comfort is still good.

I’ve said it before but I love parking medium SUVs because their size is so forgiving in a car park! The Akera is no different and it’s especially easy thanks to the ultra-clear 360-degree view camera system. You also get front and rear parking sensors to help out when needed. 

The Akera has a bunch of safety features that are always great to have on a family SUV and a standout is the 360-degree camera system. It’s super clear and well-positioned on the dashboard for easy viewing.

Standard safety items on the Akera include LED daytime running lights, blind-spot monitoring, rear cross-traffic alert, lane departure alert, lane keeping aid, a head-up display, adaptive cruise control, a driver fatigue monitor, AEB, forward collision warning and traffic sign recognition.

The previously awarded five-star ANCAP safety rating for this model has just expired and models built from January 2024 onwards are thus unrated. The CX-5 features six airbags, which is a little low for a family car but I like how many safety features this has overall.

There are ISOFIX child seat mounts on the rear outboard seat positions and three top-tethers but two seats will fit best. Front occupant comfort is compromised when a 0-4 rearward facing child seat is installed.

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 CX-5 comes with a five-year/unlimited km warranty, which is average cover for the class but some of its rivals offer longer terms.

There is a five-year, or up to 75,000km capped-price servicing program and services average $423 per workshop visit, which is competitive.

Servicing intervals are reasonable at every 12 months or 15,000km, whichever occurs first.