Hyundai Santa Fe Reviews

A wallaby jumps in front of us on a dirt road, but the Santa Fe Trail comes to a controlled stop, keeping Skippy from ending up a horrid memory in the kids’ minds. That is, if the kids weren’t too engrossed in their Nintendo game on the rear entertainment screen to notice. And if the kids were actually children instead of my husband and his immature mates.For parents with a yen for adventure and an equal love of in-car peace, the Hyundai Santa Fe Trail may be the handiest new addition to the household. An affordable SUV that can handle city and off road driving, the Santa Fe Trail comes with extra perks to please the entire family.The automatic Santa Fe Trail diesel is priced at $41, 590 (the manual version is $2000 less) and shares many specs with the SLX spec – including front and rear fog lamps, and USB audio input with iPod compatibility. But the Trail comes with $4000 worth of extras, sporting an upgrade to 18-in alloy wheels, rear-view camera with electrochromatic mirror display, leather/leatherette seats, privacy glass, and roof-mounted entertainment system with DVD, Sony and Nintendo compatibility.145kW/436Nm gives this four cylinder, direct injection 2.2-litre CRDi diesel plenty of power and torque, delivered to the on-demand all-wheel drive system via a six-speed sports automatic. The Trail has a surprising amount of pick-up, so much you’ll forget you’re driving a seven-seater. The official fuel figure is 7.5L/100km, though our drive on bitumen and dirt roads found a surprisingly thirsty 10.6.From a distance the Santa Fe looks like your average family SUV, but it’s the little touches that move the Trail up a class. Chrome tailgate garnish and streamlined front and rear skid plates add a dash of glamour to the exterior, and internally you’ll find several up market features.The leather/leatherette seats are stylish, the dash is solid, and wheel mounted audio and cruise keep the driver at the control centre, though we were surprised Bluetooth didn’t come standard.The third row is similar to other seven-seaters: okay for short adults on a quick trip, but only kids could endure a long one. Take the Santa Fe off road with adults in back and they’re going to have some rather harsh headaches from the low ceiling.   Boot space is sacrificed when all seats are up, but it does let you take your extended family out on the town.The roof-mounted entertainment system in back is a glowing deity of sanity for parents taking the kids on a long trip. Cordless headsets let the kids enjoy Dora while you’re the explorer, tackling off road tracks with the confidence afforded by AWD. Those without kids will enjoy the Trail’s storage space, enough to swallow two surfboards or a bike with ease.Anti-lock brakes with electronic aids, stability and traction control systems and an array of airbags -- driver and front passenger, dual side front, and front and rear passenger side curtain SRS airbags that extend to the third row -- give the Santa Fe Trail ANCAP’s highest five-star  rating. Roll over sensors, child safety rear door locks, and side impact intrusion bars bring additional peace of mind.The best thing about the Santa Fe Trail is it’s fun to drive. Sure you get a bit of body roll and feel back heavy on braking, but it’s not much considering the size of the vehicle. There was a slight spin on the front right wheel when we were going up a rough patch in the bush, but the Trail quickly corrected itself and gave an otherwise sturdy ride.With large windows you get great visibility, and the rear-view camera makes sure you don’t miss anything when parking, while privacy glass in back keeps you from feeling exposed.Off road the MacPherson strut and multi-link suspension keeps you from getting rattled and the 18-in alloy wheels give good clearance and grip. The six-speed sports automatic transmission is smooth and swift-changing, and the engine gives decent acceleration response.Hyundai’s Santa Fe Trail is a package of attractive features in an affordable diesel SUV.

It started with a challenge and ended up with another.  Late last year, Hyundai entered two of its new Santa Fe R wagons in the Global Green Challenge — a tough 3136km economy run from Darwin to Adelaide. It was no picnic, with in-car temperatures exceeding 50 deg C.Remarkably, one of the Santa Fes achieved an average fuel consumption of just 5.10 litres per 100km, while the Carsguide entry didn't disgrace itself either, finishing with 5.39-litres.   That was achieved by driving smoothly, driving slowly and driving without the use of fuel-robbing air conditioning.While most motorists wouldn't go to such lengths to reduce their fuel bill it did prove the Santa Fe R was the most fuel efficient wagon in its class.  Hyundai's official fuel consumption for the turbo diesel is 6.7l/100km for the manual and 7.5l/100km for the automatic, which in real-world stop-start driving means the average owner should be getting between 8 and 9l/100km for a mix of city and rural driving. Anything less they are doing well.At the end of the Global Green event CarsGuide put its own challenge to Hyundai — to do a more realistic test of the Santa Fe's consumption by towing a mid-sized caravan over a typical grey nomad route.The routeWe’ve just completed a 1200km, four-day test from Sydney to Melbourne, hitched to a Jayco poptop — and we made it using less than two tanks of fuel.The route started at Hyundai Australia's Sydney headquarters in the northern suburb of Macquarie park. It then traversed the city with its congested traffic before heading down the South Western highway to Goulburn. It then dropped down to the coast on the often steep Kings Highway to Batemans Bay.The second day followed the undulating Princess Highway to Eden, including a side trip to the delightful sideside town of Bermagui.  The third day ended up in Traralgon in Victoria before the run to the finish line at Hyundai's Melbourne office in Clayton.The drivingThe wagon was kept at speeds of between 80 and 90km/h where possible, while the route was planned to take in typical conditions faced by caravanners, including plenty of twisty roads and abundant hills. The unexpected was when Mother Nature played a cruel twist, forcing us to drive into the teeth of a gale-force south-westerly which swept Victoria.The goal was to return an average fuel consumption of between 9 and 10l/100km — and in New South Wales, in perfect driving conditions, we saw 9.4l/100km. By the half way point the hills had taken their toll and the Santa Fe returned a still remarkable 10.05l/100km.Then disaster. Crossing into Victoria we were hit by 40km/h gales and driving rain which immediately shot fuel consumption to high 11s, no matter how hard we tried. The simple solution would have been to stop, but had a time deadline so we pushed on.The fuel billIt was heartbreaking because the Santa Fe is, from our experience, capable of a sub-10L/100km, given the right conditions.  We battled on and eventually the wind dropped and so did the fuel consumption. We made to Melbourne with the low fuel warning light on and less than 5 litres remaining.The Sydney to Melbourne drive returned an average consumption of 10.36l/100km or 27 mpg.  The best return an impressive 9.4l/100km (in Sydney traffic), the worst, thanks to the headwinds, 12l/100km.  The Santa Fe covered 1186km without a wimper, staying in fifth or sixth gear for most of the journey, such is the tremendous torque from the diesel.We used 122.90 litres; with a total cost of $159.84, with diesel prices ranging from a high $1.38 a litre in Eden to a low $1.21 a litre in Melbourne.  The Santa Fe's fuel economy as a tow vehicle was remarkable considering the gale force head winds and the constant four wheel drive wagon had an automatic transmission, air conditioning was used when needed, as was the cruise control.The vehicle and vanEven more remarkable was that it towed a caravan weighing in at 1.3 tonnes and fitted with a roof-mounted air condition unit which created extra drag without any issues.We have written about the seven-seat Santa Fe before, noting how quiet and how user friendly it is to drive. Plus it comes with a five-star safety rating, has a big cabin and adult space in all seven seats.  It took less than a day to pick the Santa Fe's best and not so good features.The best was the strong 145kW common-rail turbodiesel, perfectly matched to the six-speed automatic with sequential manual shifting available if needed. The combination is a cracker.  It develops 436Nm of torque between 1800 and 2500rpm. The auto delivers more torque than the manual (421Nm) so gives it the edge for towing.We drove the Elite-spec version which comes well equipped for the $43,990 pricetag including dual air conditioning, lockable rear differential, traction and stability control, six airbags, parking sensors, cruise control, push button start, wide-angled interior "nanny" mirror, power adjustment for the front seats, smart entry and iPod and USB connectivity.The tipsThere are three big killers to lowering fuel consumption: excessive speed, poor driving habits or poor engine tune.To get the best result:Drive smoothlyDon't accelerate or brake hardKeep the vehicle moving by anticipating changes to the traffic to avoid delays Reduce your speed on the highway Switch off the engine while waiting for long periods at traffic lights Use the highest gear possible without labouring the engine. Change up a gear in petrol engine vehicles at about 2500rpm, in diesels at about 2000rpm. If vehicle speed drops off select a lower gear sooner rather than later Modern automatics can use less fuel than a manual Reduce the vehicle or trailer's weight by getting rid of unwanted items like roof racks Get your vehicle serviced Avoid peak hour traffic Ensure your tyres are at the manufacturer's maximum recommended level On the highway use the air conditioning rather than drive with the windows down to reduce drag At lower city speeds switch off the air conditioning and open a window. 

Take two Korean twins into the Australian bush and you could have trouble telling them apart. That's what happened when we took loaded up a Kia Sorento and a Hyundai Santa Fe to the gunwales with people and camping gear and headed into the bush to Queensland's majestic Carnarvon Gorge.Our test vehicles were both top-spec diesel models, just the type of vehicle a grey nomad are considering for their lap of the continent.After more than 2000km of highway, country road and limited dirt and offroad driving, we had a hard time telling them apart. They look, feel and even sound similar. Making a buying choice could be even more difficult. Far from being out of their depth in the Aussie bush, these Korean softroaders excel with a quiet, comfortable ride and performance levels that will challenge the average Aussie's view of what it takes to get around west of the Great Divide.The Koreans are forging ahead with Hyundai not far behind Ford, even outselling them in February. Hyundai's sister company, Kia, is a long way back, but surging past Mercedes-Benz and BMW and not far behind Suzuki. Their keys to success are not cheap and cheerful vehicles, but reliable, quality products.What are the differences?The Santa Fe and Sorento are basically built off the same platform with the same underpinnings, shared engineering and engines. On several occasions during the test, I forgot which vehicle I was driving, so similar are the controls and appearance, especially inside.Outside, there is more difference. Voting on the most stylish was divided among friends and family with some preferring the bulkier and more noble look of the Hyundai and others admiring the sleeker Kia with its extra touches of chrome bling.The differences are basically an optical illusion as the silhouettes are almost identical. Kia has made their SUV appear sleeker and slimmer by having higher black plastic mouldings which reduce the amount of painted panels. By comparison the Hyundai looks a little saggy in the rear end. Interiors are also fairly similar and you could easily step from one to the other and operate all the controls and audio functions without having to look.EquipmentBoth have a load of creature features fitted: six airbags, rear parking sensors, cruise control, climate air and leather steering wheel. One of the best features of the two vehicles is the reversing camera screen in the rearview mirror, which is the first place you look when reversing.And how about those electric front seats. They move forward, back, up and down, tilt and have adjustable lumbar support - more positions than the Kama Sutra.The interior differences are few and far between, but could be crucial in making a buying decision. For example if you have rowdy kids, you might want to go for the Hyundai which has a clever convex mirror under the standard rearview mirror which allows parents to check on who started the latest fight.If you have a lot of MP3 players, mobile phones, portable fridges etc, you also might like to buy the Hyundai as it has four 12V outlets compared with two in the Kia.The Hyundai also has an airconditioning vent in the centre console which acts as a chill box. The console has a two-stage lid which helps keep some items separate. However, the Kia has a bigger bin with a small removable inner small bin inside.Both have good build quality inside and while the plastics are a bit hard in places, the Hyundai has slightly better feel on the steering wheel. Its leather seats are also just a shade softer, but neither is particularly plush against your backside.The Kia brings a little bling inside with nice touches of chrome and the word "Sorento" in the door kicker which lights up. It's a slightly more upmarket feel in the cabin. Instruments are near identical except that the Hyundai lights up in blue and the Kia in red. Both have three rows of seats and separate airconditioning controls for the passengers and even the supplied iPod cable will work in either vehicle. So a buying decision could come down to your favourite colour.DrivingIn driving dynamics there is even less of a divide. They both steer slightly lightly around the centre and have an initial tip in the body on turn-in, but don't wallow or lean too much more under heavy cornering.Brake pedals have a plush feel, but deliver similar strong stopping performance even when packed and on loose surfaces. Tyre noise and grip is similar despite the Hyundai running Khumo 235/60R18 tyres and Kia on Nexen 235/60R18 rubber. The diesel engines are the same and have identical power and torque figures, pulling surprisingly well up some steep Central Highlands inclines.Both have a slight turbo lag off idle, but then the power then comes on hot and strong, sometimes giving a bit of a tug on the steering wheel and sending the outside wheel for a short spin until the stability control cuts in if you are on loose or slippery surface. I had previously found the Hyundai engine noise a little intrusive, but once settled into the rhythm of the highway, it was not a problem and no louder than the Kia.While both have capable off-road drive components with electronic locking diffs, slightly more serious off-roaders who like to tackle steep descents may consider the Kia which has a hill descent selector.Over a week of bush driving, both diesel vehicles returned identical fuel econmomy figures of eight litres per 100km. That was the same figure I obtained from the Santa Fe over a week of purely urban duties. The extra load and off-road duties obviously offsetting the highway cruise.So if you are making a choice between these two capable Korean SUVs it might come down to the flip of a coin or your favourite colour. Either way, you shouldn't be disappointed.Hyundai Santa Fe vs Kia SorentoPRICES: $48,490 (Santa Fe Highlander), $48,990 (Sorento Platinum)ENGINES: 2.2-litre turbo dieselPOWER: 145kWTORQUE: 436NmTRANSMISSION: 6-speed autoFUEL TANK: 70 litresTOWING: 2000kg (braked)KERB WEIGHT: 1988kg (Hyundai), 1959kg (Kia)SAFETY: stability control, six airbags and 5-star crash rating

Life - human and automotive - is so unpredictable. When my 75-year-old father went looking for a car to retire with, he sought reliability, durability, comfort and a long warranty.  He bought a Hyundai, thinking that with a five-year warranty it should ‘see me out’.In fact, he saw it out. The Hyundai Lantra is still ultra-reliable in the hands of a mate of mine while my now 84-year-old father has moved himself and my active mother into the latest Corolla.  I would have expected my parents to drive a Mercedes-Benz in later life as a reward for their tenacity through economic depressions and wars.In fact, they chose economy in reverence to their working-class lives and have come out with only minor financial scars from their post-retirement car purchases.  You can as well. Carsguide readers with retirement looming all want new cars. Most of them want a 4WD or something powerful to tow a caravan or boat because ‘we're not dead yet’.It doesn't have to be expensive, but if you are retired or just on the point of pulling the pin on a working career, you want the least possible hassles.  We'll start this week with 4WDs and SUVs. These are some choices. They clearly aren't all that is available and personal choice will play its role. At the very least, this should get you thinking.4WD is for the adventurer who actually wants to go off the beaten track. These have excellent towing ability, diesel engine options (the better choice), a versatile cabin with seven seats that can be removed when not wanted, good safety levels and a comprehensive feature list. On the downside, they are big, less comfortable than a sedan, require more expensive servicing and repair (especially tyre replacement) and for aged limbs can be difficult to get in and out.Toyota Prado (from $55,990)Solid, high resale (and high initial purchase), great off the road and in the latest model, comfortable on the road.Engine: 127kW/410Nm 3-litre 4-cyl turbo-dieselTransmission: 6-speed manual/5-speed auto/2-speed transferEconomy: 8.3 l/100kmSafety: 7 airbags, ESC, traction controlLand Rover Discovery-4 (from $81,990)Exceptionally competent and fitted out with excellent comfort. Fourth generation aims to rid Land Rover of quality bugs.Engine: 180kW/600Nm 3-litre V6 biturbo-dieselTransmission: 6-speed auto/2-speed transferEconomy: 9.3 l/100kmSafety: 8 airbags, ESC, traction controlMitsubishi Pajero(from $49,290)Great all-rounder on and off road at an affordable price. Better cabin package than Prado.Engine: 147kW/441Nm 3.2-litre 4-cyl turbo-dieselTransmission: 5-speed auto/2-speed transferEconomy: 8.4 l/100kmSafety: 2 airbags, ESC, traction controlSUV: Don't want to go to the Outback but like the practicality of a tall wagon? The SUV usually has all-wheel drive but less rugged construction and no low-range gearbox. Some are even only front-wheel drive so save on purchase price and fuel consumption.Hyundai Santa Fe (from $37,990)Practical, versatile and reliable with a long five-year warranty. A good allrounder. Only available as a diesel and with all-wheel drive.Engine: 145kW/421Nm 2.1-litre 4-cyl turbo-dieselTransmission: 5-speed manual/5-speed auto/AWDEconomy: 6.7 l/100kmSafety: 6 airbags, ESC, traction controlPeugeot 4007 (from $45,490)Culturally diverse Peugeot made by Mitsubishi (it's basically an Outlander shell) in Japan with an aggressive grille and very desirable turbo-diesel engine and optional six-speed auto.Engine: 115kW/380Nm 2.2-litre 4-cyl turbo-dieselTransmission: 6-speed manual/6-speed auto/AWDEconomy: 7.0 l/100kmSafety: 7 airbags, ESC, traction controlSubaru Outback diesel (from $40,490)Long-awaited diesel expands Subaru's out-of-town ability in a very desirable package. New style isn't the prettiest but is functional and roomy.Engine: 110kW/350Nm 2-litre 4-cyl turbo-dieselTransmission: 6-speed manual/AWDEconomy: 6.4 l/100kmSafety: 7 airbags, ESC, traction control

Petrol power has gone out of favour in the team Hyundai camp. So too the budget two-wheel drive base model of the Santa Fe which has been given the flick. For 2010, Hyundai has dropped the petrol 3.3-litre two-wheel drive wagon and the petrol 2.7-litre all wheel drive versions. Like it or not, the new range is now all diesel and all all-wheel drive. The three variants new share a new win-win 2.2-litre unit - more power and reduced fuel consumption.There's also a new in-house designed six-speed lightweight auto which, combined with the engine, has delivers more torque than the manual making it the ideal tow machine. With the smaller Tucson Hyundai was one of the first to offer a two-wheel drive version of a wagon as a way of getting more city dwellers into its fold - buyers who wanted the look of an all-wheel drive wagon but didn't need off-road capability.But that marketing game plan no longer works as well in the current economic climate, according to Ben Hershman, Hyundai's public relations manager. The two- wheel drive Tucson stays in the Hyundai lineup, but the front wheel drive Santa Fe version has been culled.Hershman says the new 2.2 diesel, which cost $227 million to develop (with the help of Bosch), gives buyers the performance of the old 3.3 petrol but at lower running costs. He says offering a two-wheel drive midsized wagon doesn't make sense, when the new Santa Fe has so much to offer. But you never say never in the automotive business and Hershman has left the door open for the two-wheel to return (quote) if there is demand in the future (unquote). So watch this space.For 2010 the SLX replaces the old SX as the base model, with entry pricing up $1000. There are now three variants: the SLX, Elite and posh Highlander. The base SLX comes standard with five-star crash rating (up from 4 stars) , traction and stability control, six airbags, parking sensors, cruise control, iPod and USB connectivity, audio controls on the steering wheel, 17-inch alloys and fog lamps.The Elite adds a cool box, wide-angled cabin mirror, auto headlamps, power adjustment for driver's seat, roof rails, push button start, smart key entry, dual climate control zone air conditioning and leather steering wheel.The Highlander gets a rear parking camera, leather upholstery, powered front passenger seat, six-stack CD/MP3 audio, 18-inch alloy wheels, rain sensing wipers and a sunroof.Hyundai has ticked all the right boxes with this revamped wagon.More power for cheaper running costs will be a big draw card as Hyundai fights for sales with Holden's Captiva, the Kia Sorento (which shares the same engine/transmission package) Toyota Prado and any one of half a dozen contenders in the medium SUV bun fight.The new R-Series 2.2-litre common rail turbo diesel - this one gets the new piezo electric injectors for faster and cleaner light up - proves without a doubt that the days of cumbersome, noisy, smelly diesel wagons have long gone. This family seven-seater is clearly a winner. Affordable to run, good towing capacity, well equipped and sharply priced.The new engine is quiet for a diesel, at least from the cabin. Matched to the new six-speed manual there's abundant and wide-spread low to mid-speed torque; but in typical diesel fashion the performance does peter out once you get past about 2200 revs.The cabin layout is functional and comfortable; the instruments and switches big and clear. The control to lock the rear dif has been moved from the centre console to the right of the steering wheel and out of reach of passengers or kids.The downside: I'm still not convinced the styling works from all angles. Hyundai has gone for a more muscular look and the face now has the familiar Hyundai family look about it. No complaints about the cabin though. The third seat pews are best in class and can seat adults in comfort. The rear is not a kids-only zone like some of the Santa Fe's rivals. And you can control the rear air conditioning system from back there as well.Make One Degree of difference today by calculating your carbon footprint and finding out what you can do to reduce it.

Described by the company as ‘a car for all reasons’, the Sante Fe combines the off-road capabilities of a purpose built 4WD with the practicality of an SUV and the drivability and comfort of a sedan.Our Sante Fe was powered by a 2.2litre, single overhead cam, in-line 4 cylinder turbo diesel engine. CRDi stands for Common rail Direct injection. The turbo diesel produces 114kW at 4000rpm and 343Nm at 1800-25000rpm. A five speed automatic with electronic sequential manual mode gets power to the wheels. Fuel figures are decent for a seven seater at 8.2 litres/100km.It’s around a ruler’s length short of five metres long and almost two metres wide and it doesn’t try to be anything too flash. But the Santa Fe is a neat, modern package complete with body coloured and heated external door mirrors, twin chrome exhausts and roof rails with easily adjustable cross bars.Inside the SLX is again neat and clutter free.The multi function leather steering wheel enables easy access to most of the daily necessities and the dash is clean and well laid out, finished subtly with maple wood and aluminium highlights. There is also a trip computer, cruise control.But seating and cargo and storage space is where the Santa Fe comes into its own. The third row of two seats – to make it a seven seater – are almost invisible as they fold flat into the rear cargo floor when not in use, and are easily flipped up when needed.There is cool box in the centre console and retractable storage bins in the floor in front of the second row of seats. As well as several cup and bottle holders throughout the cabin, there’s a dash-top lined storage compartment with lid, map pockets and a padded, twin compartment front centre arm rest.The Santa Fe SLX achieved a 4/5 star ANCAP crashworthiness rating and comes with a comprehensive airbag package. Other safety features include electronic stability program, traction control, anti-skid brakes and electronic brakeforce distribution.The Hyundai Santa Fe automatic CRDi SLX starts at around $41,990. For more detailed pricing, check with your dealer.Okay, on the outside there’s not much difference to the average SUV but that’s where the sameness ends.The dash is neat and clean and the materials used to put it together look and feel substantial. The leather, wood and alloy trim give it a hint of prestige without going overboard. One small gripe is that the seats are a bit flat and could hug our manly curves a little better but my concern is negligible.Most of the electronic bits and pieces can be controlled using the multi function steering wheel and everything else you actually have to lift a finger to operate are fairly self-explanatory.For a big boofy SUV, it drives just like a sedan. You don’t seem to get that ambling sway and worrying body roll when cornering, that a lot of other – more expensive - SUV’s haven’t seemed to have ironed out yet.The turbo diesel engine has excellent acceleration and it pulls the two and a half tonnes with no trouble, allowing for simple overtaking and merges. The V6 would be nice to try but we were more than satisfied with the torquey oil-burner. We had the five speed automatic with HiVec – unique to the diesel – and there was a pleasing lack of indecision on gear changes, unfortunately still common in a lot of autos these days.Small to medium-sized bumps and pots were eaten up and not one gouge or rut was followed.Vision is great all round and barring a little wind noise off the wing mirrors and perhaps the odd grumble from the tyres on dirt, sound-wise the Santa Fe is pretty quiet.Overall, if you’re after a good, smart-looking and solid family truck from a company going places, you really should give this a try.

It has taken Korean importer Hyundai to say what most already know, a city AWD is all about talking the talk rather than walking the walk.“Most owners do not need, or even demand, all-wheel-drive in their SUVs,” Hyundai product planning manager Ben Hershman said at this week's launch of the Santa Fe 3.3-litre.“The story for the majority of owners of these cars is the size, the space and the style. For that reason we have chosen to go with the 3.3 V6 as a front-wheel-drive only.”Since the launch of the Tucson City compact SUV as a front-wheel-drive the model mix has been 82 per cent in favour of the two-wheel-drive car.“There are some who do want the capacity of AWD and for those buyers there is AWD in the 2.7-litre petrol and 2.2-litre diesel,” Hershman says.The 3.3 V6 — the 180kW and 309Nm unit from the Sonata range comes in the same three trims as the existing models, the SX five-seater at $37,990, the SLX seven-seater at $40,990 and the range-topping Elite seven-seater at $46,490, which is $2500 below a similarly specified diesel model.The only gearbox option is the five-speed automatic. Hyundai Australia boss Steve Yeo says the biggest stumbling block in Australia remains the gap between the marque's actual and perceived quality levels.“Perception is still lagging a little bit behind reality,” Yeo says. “To take the next step we need to change people's perceptions of the product.”Yeo says changing the mindset from the company's early days in Australia as the “drive away, no more to pay” bargain basement dweller is taking longer than he would like.“People are slowly starting to understand that Hyundai is at the very top of quality and satisfaction surveys from overseas markets, particularly in the United States,” Yeo says.“Because we are choosing to use quality materials and high-standard levels of equipment, competitive pricing can be a challenge against makers from countries with a more favourable exchange rate.”The V6 Santa Fe is essentially unchanged from the current models, with the company insisting the only changes are a slightly softer spring in the rear to compensate for the absence of the rear differential.Overall weight for the 3.3 is down about 100kg over the equivalent AWDs, but because of the larger engine it doesn't equate to better fuel economy.Hyundai's figures show a 10.7 litres per 100km combined cycle. The return on the launch drive was closer to 11.5 per 100km, that was over a 210km drive on freeway and twisting mountain roads. What was evident from the first corner was the car's more refined and composed steering.Hyundai's engineers, while conceding the 3.3 offers a less frantic experience at the wheel, insist there have been no changes to either components or tuning to accommodate the V6. On reasonable surfaces the Santa Fe rides light with passenger comfort to the fore.Push on as the surface deteriorates and there is a degree of initial movement on the suspension into corners, but the chassis soon settles with confidence-inspiring surety.The standard ESP and traction control is not aggressive but steps in smoothly when the car begins to move around on loose surfaces. Launch vehicles were top-end Elite trim, no doubt to underscore fit and finish quality. The interior could be from any high-end manufacturer, with first-class fit and fitment, quality levels of materials and equipment, and nice touches.Demure blue lighting in both the instrument display and centre cool box, front and rear power outlets, full-size spare and airconditioning with pollen filter all go the extra yard. 

The idea of a people mover sounds about as appealing as recycled water.But the prospect of captaining a large offroad juggernaut is daunting to say the least.That makes you a candidate for what's known as a sports utility vehicle (SUV), a cross or crossover between a car and an off-roader.SUVs offer the functionality of people movers, with the added versatility off a four-wheel drive the best of both worlds.Like most of us you don't have a fortune to spend, but you still want an auto and you've heard diesels are cheaper to run.That narrows the field to two main contenders Holden's Captiva CX and the Hyundai Santa Fe SLX CRDi (priced from $39,990 and $43,490 respectively).Cheaper petrol powered versions of both are available, but they simply don't perform as well especially when fully loaded.Before beginning we'd like to point out that both vehicles are excellent and offer fantastic value for money. It's only when driven back to back that differences start to emerge.Captiva is newer, sleeker and wears the Holden name. Santa Fe has been around longer, quietly earning accolades even from the four-wheel drive mags.Although one wears an Aussie badge, both vehicles are built in Korea.Captiva is $3500 cheaper and that cannot be ignored, but there's more to the equation.Santa Fe has a larger 2.2-litre turbo diesel compared to Captiva's 2.0-litre unit.Both engines produce about the same power (110kW versus 114kW) but Santa Fe at 343Nm produces 23Nm more torque and does so 200rpm lower down.It makes a big difference in performance, particularly on hills, overtaking and carting the children.Even though it has a larger engine, Santa Fe returns better economy at 8.2 litres/100km and has a larger tank (Captiva is rated at 8.7 litres/100km).Both vehicles are fitted with a five-speed auto that allows drivers to change gears manually. But Captiva is slow to respond below 2000rpm.In terms of safety both vehicles come with the full quota six airbags, anti-lock brakes and electronic stability control.Captiva adds rollover protection while Santa Fe's active front head rests move forward in the event of a crash for better protection.Both vehicles sit on 17-inch alloys, but Santa Fe is fitted with a slightly taller 65 profile tyre. It also has a wider track (distance between wheels), both of which contribute to a smoother ride and quieter interior.Both seat seven but the Hyundai is roomier and its third row of seats is larger and more comfortable, with additional air vents and fan controls provided.Suffice to say it was Santa Fe's third row that got the nod from our young guinea pig.With the third row of seats folded (they fold flat in both), Santa Fe also has more cargo area.Inside, the Holden has a darker, sportier Euro finish, with less glass area while the Hyundai makes use of lighter, more airy greyer shades.Also, the Holden's tailgate glass opens separately for quick access.Entertainment in Captiva is catered for with a six-stack CD player and MP3 auxiliary input, while Santa Fe makes do with a single CD and has no input (but can play MP3 CDs).Both vehicles perform strongly onroad, the narrower Captiva with a little more body roll.Even though they are unlikely Leg 1 to spend much time there, both wagons are surprisingly competent offroad.Front-wheel drive most of the time, power is transferred to the rear wheels when they slip.Captiva has hill descent control to automatically brake the vehicle, while Santa Fe's all-wheel drive can be locked equally between the front and rear which ultimately gives it an edge.Those who venture offroad regularly will welcome Santa Fe's full-size spare (Captiva's space saver is limited to 80km/h).Both vehicles can tow a two-tonne load.That's it in a nutshell, but we recommend buyers take both vehicles for a drive and compare equipment lists before deciding.

They're not what you call hardcore offroaders, but rather softer, all-wheel drive SUVs - the kind that spend the majority of their time on the road.Both vehicles have much to offer, but surprisingly it's the diesel that delivers the better fuel economy of the two.It also compares favourably in other depart- ments, despite the fact it costs half as much.We're talking about Hyundai's Santa Fe CRDi which crept quietly into the lineup towards the end of last year.Our test car was the mid-spec SLX with a five-speed auto and three rows of seats - priced from $43,490.Sure, it mightn't have the kudos or same level of equipment as the higher-priced vehicle.But it comes with everything you want and nothing you dont't.The SLX is available only as an auto and only with seven seats.It costs $4500 more than its petrol equivalent but the diesel is worth every cent, in terms of fuel economy and also ease of driving.If you want a manual you'll have to settle for the entry level SX or, if you only want five seats, you're got the pick of the SX or top of the range Elite.Having said that, the third row of seats packs flat and flush with the floor, so it's hardly an imposition.Besides, you never know when the extra seats might come in handy.The diesel engine is a 2.2-litre four cylinder common rail job built in house by Hyundai.If features the latest common-rail, direct injection design with variable-vane-geometry, air-to-air-intercooled turbocharger, Euro-4 emission calibration and a balance-shaft mod- ule in the crankcase.Power output is 114kW at 4000rpm and it delivers 343Nm of torque between 1800 and 2500rpm.It's smooth, it's quiet and it's powerful.Ccoupled with the adaptive five-speed auto - it's a cracker.In terms of economy, the manual is rated at 7.3 litres/100km and the seven seat auto is good for 8.2 litres/100km.True to form our test car got 810km from the 75 litre tank at a rate of 8.3 litres/100km.Even more impressive is the fact that a fuel economy expert got 1777km from a single tank recently.We loathed the style of the old Santa Fe with all those conflicting curves, but this one looks the goods, with its alloy wheels and dual exhaust outlets.The build quality inside and out is as good as anything from the Japanese.Given the choice, we'd get rid of the spray of plastic wood inside - but hey you can't have everything.The blue instrument lighting looks great at night and the sound system is a decent one.In fact, there's not much we don't like about the Santa Fe.The only thing that springs to mind is the leather-clad steering wheel which is so smooth it is almost slippery at times.It's nothing a bit of texture wouldn't fix up.Standard safety equipment with this model includes six airbags, active front head restraints and electronic stability control. 

Aimed at rounding up Ford's Territory, Toyota's Kluger and Holden's Korean-sourced Captiva, the Santa Fe CRDi opens at $36,990 for the manual five-seater. But the most sought-after model will be the $43,490 SLX with a new five-speed automatic.The top-of-the-line Elite model costs $46,990, which is effectively a $4000 premium for the oil-burner over the continuing 2.7-litre V6 petrol the model launched with.To make that considerable engine premium less noticeable at the entry level, Hyundai has taken what many will see as a regressive step in stripping the SX of the company's safety package.The five-speed manual comes without ESP, traction control, side airbags or curtain bags — all standard on the base petrol model. Also missing, but of far less a concern, is the trip computer and foglights, along with a range of other convenience and comfort extras.While based purely on a marketing strategy, the decision diminishes Hyundai's growing corporate safety reputation at a time when there is a strong community argument that loss-of-control modification systems like ESP should be an industry standard.That aside, the CRDi has the potential to be a very positive story for Hyundai. Compared with its petrol sibling, the diesel offers significantly more torque and a claimed 30 per cent better fuel economy — every drop of which will be needed to justify the engine's premium pricing.Despite the pricing impost, Hyundai is confident the diesel can account for up to 60per cent of Santa Fe business and ramp up sales of the Santa Fe to around 300 a month."In reality very few buyers will take the manual car," Hyundai spokesman Richard Powers says. "The real volume will come from the mid-range model with the attraction of the seven seats and the five-speed automatic."Some of the diesel sales will come from buyers who were considering the petrol car but we are also expecting a strong conquest result from buyers who, until now, have not been able to find a diesel of this standard at this price in the segment."The 2.2-litre SOHC 16-valve four-cylinder intercooled turbo-diesel unit in the SantaFe is strong, usable and admirably elastic. Producing a reasonable 114kW of power at 4000rpm, the engine's strength is in its343Nm of torque, which is punching away from 1800rpm through to 2500rpm — with considerable amounts on tap for several hundred revs either side of that band.Hyundai claims the little diesel to be one of the most advanced on the market, with the increasingly popular variable-vane geometry air-to-air intercooled turbocharger, which both improves fuel efficiency and reduces lag.That efficiency equates to a claimed 8.2L/100km combined cycle in the seven-seat auto, although the hero sticker number will be 7.3L/100km from the lighter entry-level manual.The engine is also Euro IV emission compliant. While the five-speed auto makes its debut in the Santa Fe, replacing the ageing four-speed unit currently doing service in the V6, it will also appear in other models before the end of next year.The V6 Santa Fe will pick it up in the second half of next year while the upcoming Lambda will couple the gearbox with its 3.3-litre V6 at launch in February.Apart from the engine and the new automatic, the standard specification levels in the Santa Fe SLX and Elite are at the same high levels as the petrol models.The full active safety suite of ESP, traction control, ABS and EBD are complemented by twin front airbags, side airbags for the driver and front passenger and curtain airbags that run through to the third row of seats in the seven-seater.On the road the Santa Fe diesel is little different from its petrol sibling in its ride and handling characteristics. It is only when you ask the car for an effort that the difference becomes apparent.There is none of the doziness of the V6 nor the indecision of the gearbox. Punch the accelerator and the diesel is ready to go, strong off the line, even more in the mid-range where overtaking in the 80-100km/h band is a breeze.Off-road ability is assisted by a lockable centre-differential but limited by the absence of a low-range. The strength of the diesel has extended the boundaries considerably, with the CRDi capable of a reasonable confidence in situations the V6 would fear to tread.A run through soft and semi-packed sand showed that with only a moderate level of caution, the Santa Fe is quite capable of mild adventure experiences.On the highway the Santa Fe remains a very capable and balanced drive with minimum roll from the all-round coil suspension and well-sorted dampers. Steering is still on the light side but is not unduly disconnected and the car is quite capable of some enthusiastic performance.The interior is a mirror of the petrol model — spacious and comfortable with good levels of trim and fitment standards.The third row of seats offers a reasonable space for small adults on short journeys, or for children, and folds out of the way to offer a substantial storage area when the Santa Fe does duty as a five-seater.Fast factsPrice: SX $36,990 (5-seat, manual); SLX $43,490 (7-seat, automatic); Elite $46,990 (7-seat, automatic)Engine: 2.2-litre SOHC common rail diesel; 114kW@4000rpm, 343Nm@1800-2500rpmTransmission: 5-speed manual (SX only), 5-speed automatic with sequential mode; electronic on-demand AWD, selectable 50:50 centre differential lockWheels: 17-inch alloys, 235/65 R17 (SX, SLX); 18-inch alloys, 235/60 R18 (Elite); full-size spare on alloy rimSafety: ABS, EBD, twin airbags (SX); ESP, ABS, EBD, six-airbags (SLX, Elite)AlternativesHolden Captiva: from $35,990Toyota Kluger: from $41,990