Hyundai Santa Fe VS Audi Q3
Hyundai Santa Fe
- Ride comfort and driveability
- Luxurious interior on Elite and Highlander
- Cloth seats on base grade Active
- Petrol four cylinder lacks grunt
- No front wheel drive variant
- Standard tech features
- Fun but grown-up design
- Massive boot
- 35 TFSI underpowered
- Sporty but harsh suspension
- Still just a three-year warranty
Hyundai Santa Fe
Kona, Tucson, Santa Fe. What is it with Hyundai naming its SUVs after sunny places in the United States? Also, the Santa Fe name may have suited what was once a cheerful and rugged looking little SUV when it first appeared in the year 2000, but over the years it has grown up into the big serious flagship of the brand.
So perhaps it needs a new name? And seeing as the car was tested so extensively in Australia for hot weather suitability and suspension tuning then maybe it should get an Aussie name? The Hyundai Gosford? No. The Hyundai Frankston. Nup. The Hyundai Mooloolaba? Nah. The Hyundai Freemantle? I’ve got it: the Hyundai Albury-Wodonga? Too long. Hyundai Byron Bay? Nah, that’s pretty much the same feel as Santa Fe. This naming thing is harder than it looks.
Okay, it doesn’t matter what it’s called, what is important is what’s changed – and a lot has, but then some things haven’t. Read on to find out more.
|Engine Type||2.2L turbo|
The previous Audi Q3 was like an archetype German businessman. Practical, at times harsh, and ruthlessly efficient, it was the kind of SUV that was good at meeting its KPIs.
Now, though, we’re greeted by an all-new-generation Q3. It’s a bit more fun, a bit more rebellious, a lot more high-tech, and, alarmingly, it looks up to SUV rock stars like the Lamborghini Urus.
But as much fun as it all might seem, the Q3 has an important job, and that’s to carry Audi’s premium small-SUV message to a new generation of buyers, as well as the sensible last-gen Q3 fan. Audi even has big hopes that this car will be over-represented in its 2020 sales mix.
No pressure, then. Can the youthful new Q3 really take on all that’s been asked of it? Read on to find out.
|Engine Type||1.4L turbo|
|Fuel Type||Premium Unleaded Petrol|
Hyundai Santa Fe7.9/10
The previous generation Hyundai Santa Fe was excellent, and this giant leap forward in design and technology has turned it into something better. Not overly large, but seven seats and great storage make it super practical, the new suspension makes it pleasure to drive, and a new look inside and out takes the Santa Fe’s refinement to the next level. It doesn’t matter what this SUV is called because it’s exceptional.
The sweet spot in the Santa Fe range is the Elite, not only does it come with luxuries such as leather seats, and a bigger touchscreen with sat nav, there's the added advanced safety equipment, too.
Is the new Santa Fe the new benchmark for big, mid-sized SUVs? Tell us what you think in the comments below.
Audi’s new Q3 feels fresh, high-tech, and polished. All things the small SUV will need to be as the brand places ambitious hopes on its little shoulders.
As it is now one of the most spacious small SUVs in the premium segment, it also proves you don’t have to sacrifice practicality for luxury.
While this entry-level 35 TFSI ships with a so-so engine, keep in mind that it is far from the definitive Q3 experience. There’s much more to come with the rest of the range, later in 2020.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
Hyundai Santa Fe9/10
This new-generation Santa Fe looks totally different to the previous model, inside and out. The front now has the same ‘upside down face’ as Hyundai’s smallest SUV the Kona with the LED DRLs placed high and the headlights low, either side of a super-sized version of Hyundai’s so-called 'cascading' grille. Running along the edge of the grille is chrome strip which looks so menacing that if you walked into a pub holding one the cops would be called immediately.
Like the Kona the Santa Fe’s design has more angles than a protractor. Apologies for the Dad joke, but just look at it – there are combinations of shapes and lines even Salvador Dali would find weird, but somehow it works, and the result is an SUV that’s stunning and different.
You might not be able to see it clearly in the images, but the bonnet is pressed with a ‘power bulge’ shape you really only find on muscle cars like the Ford Mustang. Also, hard to see is how the wheelaches are actually indented rather than bulging out. I like that high shoulder line which runs from the tip of the LED DRL to the tail-light accentuating the length of the SUV, then at the rear things get more high society and refined with sleek and clean lines.
It’s near-on impossible to tell the difference between the three grades from the outside. Which is good if you buy the base-spec car where the only giveaways are the 17-inch alloy wheels and the lack of bling on the grille which comes on the Elite and Highlander along with 18-inch and 19-inch wheels respectively. The body kit you see is standard on all Santa Fes including that subtle roof-top spoiler.
If you thought the outside had changed a lot from the previous Santa Fe, take a look at the interior images – not only is the cabin vastly different it’s next level stuff for Hyundai in terms of refinement. Again, there are some weird shapes such as the low dash with that rockpool-like area above the glove box, and the air vents which protrude like wasps nests, but the overall effect is sophisticated.
The Active’s grey/back cloth seats let the tone down a tad, but the leather ones in the Elite and Highlander grades are luxurious looking in Black, Dark Beige and Burgundy colours. There are stone, wood effect and carbon-fibre door and dash inserts on the top two grades, as well.
Body colours include the standard White Cream Mica and Stormy Sea Mica (blue). Then there are Typhoon Silver, Wild Explorer (grey), Magnetic force (another shade of grey), Earthly Bronze, Rainforest metallic, Horizon Red and Phantom Black.
The new Santa Fe looks a lot longer than before, but the dimensions show an increase in length of 70mm for a total of 4770mm end-to-end. Width has increased by 10mm for 1890mm across while at 1680mm tall (1705 with standard roof racks)the Santa Fee is 10mm shorter in height compared to the previous model.
I mentioned the Lamborghini Urus before, because there are more than a few little nods to Audi’s Italian subsidiary in the new Q3’s design. These stem from the larger Q8’s bold design language and will make themselves even more apparent in the upcoming Q3 Sportback (due later in 2020). Here in the regular hatch, the aggressive, angular influences are still subtly apparent.
It’s just a lot more fun to look at than its predecessor, yet the hatch at least runs the fine line of not looking too controversial for fans of the more conservative, outgoing model.
Highlights include the new grille, rhomboid air dam bits around the edges, a lower splitter and Audi’s new upright grille, which unites its SUV range.
Down the sides there are the strong bulges over the wheel arches, on the body line above the doorhandles and, from the rear, a progression of the previous car’s bulbous edges, now with a more angular bent.
The LED headlights tie the front end together in style. The pictures somehow don’t quite do it justice, because it’s even nicer to look at in the metal.
The inside is where the real wow factor is, however, with the Q3 presenting an almost shrunken-down version of the Q8’s tech-laden interior. It’s nice to see a strong design theme here, with a dash that cascades down in layers, centred by an asymettrical multimedia interface, and a massive 10.1-inch screen, tipped slightly towards the driver.
It’s in danger of looking busy, but somehow all the parts and disparate materials work together nicely. It’s probably do do with the way all the hexagonal silver frames complement each other, as well as the surrounding switchgear.
It’s a lovely place to be, surrounded by such slick design, but it’s not without its flaws. Chinks in the Q3’s luxurious armour include the oddly tall gear knob, which looks like it would be more suited to a $20k Volkswagen Polo, and the abundance of firm surfaces around your knee and elbows.
Hyundai Santa Fe8/10
All Australian Santa Fes are seven seaters. While this new-gen one has grown in length by 70mm and the wheelbase is 65mm longer, the interior dimensions have stayed much the same. In fact, legroom in the third row is 20mm less, while the second row gains just 1mm. Still, because the second row is on rails, when it’s pushed back to its furthest point I can sit behind my driving position with about a 50mm gap between my knees and the seat back, and I’m 191cm tall.
If I slide the second row forward to give myself about a hair’s breadth of room, I can then sit in the third row with the same amount of space. Not ideal, but not a deal breaker either when you consider the third row really is for kids or a good save if you need to ferry adults unexpectedly. You need to remember the Santa Fe isn’t as big as say a Toyota Kluger or Mazda CX-9, instead look at it as a large mid-sizer with a bonus third row.
Entry into that third row has been improved, too, with the second row sliding further forward to offer easier access with a push of a button. The entry is still not super easy for somebody of my height (and lack of coordination) but it’s better than the previous model.
A huge strength of the new Santa Fe is storage. Up front there’s a big centre console storage bin under the centre armrest, more storage under the dash and in front of the two cupholders, a big glove box and a shelf with a grippy surface above it, plus big bottle holders in the doors.
Second-row inhabitants have a two cupholders in the fold-down centre armrest, bottle holders in the doors and a storage tray in the rear of the centre console.
People in the backrow have two cupholders on the right-hand side and a storage bin on the other.
All Santa Fes have two fast changing USB ports in the second row, and one up front along with a regular USB port for media input, as well as a Qi charging pad. There's also an AUX port and a 12-volt outlet in the hidey hole under the dash and another in the boot.
Talking of the boot, the increase in length has given the Santa Fe more luggage space with cargo capacity increasing by 31 litres to 547 litres. There’s also storage under the boot floor for your muddy shoes and wet togs.
Put simply, the Q3 is brilliantly packaged. Sure, it’s bigger, having grown its wheelbase by 77mm over the previous model, but it really makes the most of every extra millimetre.
Front passengers get a customisable space, with plenty of movement in the front seats (despite that lame manual adjustment) and a fully telescopically adjustable steering column. Visibility is excellent for the driver, with big, upright glasshouse-like windows and chunky mirror fittings.
All the digital displays are fast to operate and present slick designs, but a few shortcut buttons would have been welcome for the multimedia system. I was pleased to see that Audi has stuck with analog dials for quick and easy control of the dual-zone climate system.
Storage areas for front passengers include large bottle holders in each door card, dual bottle holders in the centre console - with a neat slot separating them, suited to a phone - a Qi wireless charging bay in front of the geark nob, also suited to wallets and phones, as well as your standard-fare glovebox and a smallish centre console.
All seats get leagues of headroom, and there was still great legroom behind my own driving position in the back seat ( I’m 182cm tall). That said, the Q3 is more of a four-seater for adults. The centre rear seat is truly tiny, and legroom is interrupted by the transmission tunnel, which will facilitate all-wheel drive in future variants.
The rear seats also get those big bottle holders in the doors, as well as a set of adjustable air vents, a 12-volt power outlet and two USB-C outlets on the back of the centre console.
Saving the most impressive Q3 practicality trick for last, we come to its luggage area. At a minimum, with the rear seats in their default position, it weighs in at 530-litres (VDA). That’s a lot more than the BMW X1, X2, Benz GLA, Lexus UX or Mini Countryman. In fact, it’s easily playing in a load area in the segment above. The only luxury small SUV that pips it here is the much more expensive Range Rover Evoque.
But that’s not all, because the Q3 has its second row of seats on rails, meaning – if your passengers don’t need any semblance of legroom - you can expand it to well over 600L, or with the seats down, a maximum of 1525L. That's massive.
The luggage shelf can also be stowed under the boot floor – where an unfortunate compromise lies in the form of a space-saver spare. It would be nice to see a full-size spare for the Australian market.
Price and features
Hyundai Santa Fe8/10
There are three grades in the Santa Fe range: the base-grade Active which starts at $43,000 (before on-road costs) for the petrol and $46,000 for the diesel; the middle of the range and diesel-only Elite for $54,000 and the top-spec $60,500 Highlander which is also offered just in diesel form.
The Santa Fe is Hyundai’s flagship and the enormous standard features list reflects this king-of-the-brand status.
The entry-grade Active comes standard with a 7.0-inch touchscreen, Apple CarPlay and Android Auto, reversing camera, rear parking sensors, air-conditioning with rear temperature controls, cloth seats, 'Autolink', LED daytime running lights (DRLs), auto headlights, roof rails and 17-inch alloy wheels.
There’s also an impressive amount of advanced safety equipment which you can read about below.
Stepping up into the Elite adds leather seats (power driver’s and passenger), an 8.0-inch screen with sat nav, front parking sensors, proximity key, paddle shifters, Infinity stereo system, dual-zone climate control, tinted rear windows with sunshades, power tailgate and electric folding mirrors.
The top-of-the-range Highlander has all of the Elite’s equipment plus a panoramic glass roof, auto parking, surround view camera, LED headlights and tail-lights, 7.0-inch virtual instrument cluster, heated front and rear (outboard) seats, Qi phone charger and a head-up display.
The Santa Fe’s new direct rival is the Mazda CX-8, both are a close match for size and price. Also consider the Kia Sorento – it’s the Santa Fe’s brother from a different mother and shares the same platform as the Hyundai. Nissan’s seven-seat X-Trail, or its French twin the Renault Koleos, are also absolutely worth a model comparison to the Santa Fe, too.
The Q3 needs to plug an important gap in Audi’s lineup where it’s losing sales to recently launched competitors. These include the BMW X1 or X2, the Lexus UX, and the Mini Countryman.
There’s also a new Mercedes-Benz GLB on the way, plus a new-generation GLA, so keep an eye out for those. Audi will be.
Price-wise, the Q3 enters Australia in just one variant, the entry-level, petrol-powered 35 TFSI, offered at an MSRP of $46,400.
While it’s marginally more expensive than its entry-level, luxury small-SUV competitors (and about on par for power, too) it’s the standard equipment list that truly shines in the Audi.
Even this entry-level Q3 gets 18-inch alloy wheels, a 10.1-inch multimedia touchscreen, built-in sim card supporting online sat-nav, a wireless hotspot and over-the air updates for three years, Audi’s signature 10.21-inch digital dash, Android Auto connectivity and wireless (!) Apple CarPlay, complete with a wireless-charging bay, dual-zone climate control, real leather interior trim, an electronic tailgate with gesture control, and full LED front lighting.
Deep breaths. Did you get all that? There’s no subscription required for the wireless Apple CarPlay (I'm looking at you, BMW) and it’s particularly impressive to see the electric tailgate as a standard inclusion. Audi says the new Q3 ships with $12,000 worth of inclusions over its outgoing equivalent. Not bad at all.
My biggest complaint with the entry-level configuration was the somewhat non-premium feeling of the manually adjustable seats.
Electrically adjustable seats are part of the Q3’s remarkably short options list, which consists (for now) of the ‘Style Package’ ($1900), which includes 19-inch wheels, full colour body paint (removes the contrast black bits), and aluminium highlights, or the ‘Comfort Package’ ($2600), which includes electrically adjustable heated front seats, auto-folding and dipping wing mirrors with an electro-chromatic (auto-dimming) rear-vision mirror, and adaptive cruise control.
Alternatively you can bundle some of those bits together with the limited “Launch Edition” variant ($52,750), which includes a unique 19-inch-alloy design, metallic paint, privacy glass, auto-folding and dimming mirrors, customisable interior LED lighting, electrically adjustable and heated seats, a 360-degree parking suite, and adaptive cruise control.
The only other standalone options are limited to a Bang & Olufsen premium audio system ($900) and a panoramic opening sunroof ($2250).
Expect that lineup to get more complicated with the launch of 2.0-litre, all-wheel-drive and RS variants, as well as a Sportback body style later in 2020.
For now, though, the Q3 justifies its slight extra spend over its competitors with an impressive list of standard inclusions.
Engine & trans
Hyundai Santa Fe7/10
There are two engines in the Santa Fe range – a 2.4-litre 138kW/241Nm four-cylinder petrol with a six-speed automatic transmission and a 2.2-litre 147kW/440Nm four-cylinder turbo-diesel with a new eight-speed auto. Both have been carried over from the previous generation Santa Fe and have the same outputs.
Only the Active grade gives you a choice of both engines, while the Elite and Highlander are diesel-only.
Drive is distributed to all four wheels via the HTRAC AWD system which offers four modes: Comfort, ECO, Sport and Smart (complete with dash graphic showing drive distribution). The first three are obvious but Smart analyses your driving style and puts together an engine, transmission and steering configuration to suit you.
Towing capacity remains the same at 2000kg.
Both engines have a timing chain rather than a timing belt – the chain has a lifetime service life which saves on maintenance costs of changing a belt.
For now the Q3 is available with only one engine option, a 1.4-litre, four-cylinder turbo producing 110kW/250Nm. Although power figures are on par with its main competitors, it still feels underwhelming for a premium product.
The 35 TFSI drives the front wheels only via a six-speed version of the brand’s ‘s-tronic’ dual-clutch automatic.
A more powerful 2.0-litre petrol engine with a seven-speed dual-clutch and all-wheel drive (the 45 TFSI Quattro) will arrive later in 2020, but the 2.0-litre 35 TDI diesel available overseas has been ruled out for Australia.
Hyundai Santa Fe7/10
Fuel economy has been improved in both engines – but only slightly. According to Hyundai the 2.4-litre petrol uses 9.3L/100km (down from 9.4L/100km) and the 2.2-litre diesel uses 7.5L/100km (down from 7.8L/100km) over a combination of open and urban roads.
The trip computer in the Active petrol reported an average of 12.3L/100km for the launch drive, while the Elite diesel's read 9.9L/100km. That’s not great mileage, especially when compared to comparable offerings from Mazda, a company which is taking big steps to improve the efficiency of its combustion engines.
The petrol engine isn’t fussy about fuel and will happily drink 91 RON regular unleaded.
It would seem unfair to comment on the 35 TFSI’s fuel usage over our brief and enthusiastic drive program around Byron Bay.
This engine and transmission combination produces an official combined-fuel-consumption figure of 7.2L/100km for the base car with no inclusions, or 7.3L/100km in the Launch Edition trim.
For the record, our two-day drive program had most cars producing figures around the 8.0L/100km mark. Competitors claim lower numbers but are measured to a previous, more lenient official measurement standard.
The Q3 has a stop/start system to help trim fuel usage down in traffic.
Hyundai Santa Fe8/10
CarsGuide’s test pilot Matt Campbell drove the new-generation Hyundai Santa Fe in Korea early in 2018, but the SUV he steered reflected an engine and suspension that won't be seen in Australia. So, this was our first opportunity to drive an Australian Santa Fe and see how it feels on local roads.
You may already know this, but Hyundai has an engineering team in Australia that ‘tunes’ each new model to cope with the type of roads we drive on and to suit local preferences. For example, Australians like their suspension on the firm side for a sportier feel, not soft and wafty like they do in the US of A.
Not all car companies carry out this type of local tuning. Many are taken ‘straight out of the box’ and put into the showroom, but we’re not going to name names here. You should know, though, that Hyundai put this new-gen Santa Fe through intensive testing on Aussie roads, changing the shock absorbers in the front 27 times and the rear 22 times along the way. Steering, too, was calibrated specifically for Australia.
The local launch saw us drive about 300km through the wilds that lay inland from Coffs Harbour on the NSW north coast, over a combination of dirt roads, motorways, winding coarse-chip bitumen and the not-so-great surfaces of country town streets. What was missing were the types of city and urban roads where many Santa Fes will probably spend their entire lives.
Still, it was more than enough to learn the new suspension set-up has resulted in a Santa Fe which feels comfortable but sharp at the same time. Big dips are absorbed well with next to no bounce coming out of them, while the body stays composed on patchy surfaces.
I drove the mid-grade Elite first and found the Kumho Crugen tyres (235/60/R18) a bit noisy on coarse-chip roads despite the sound deadening which Hyundai says has been added to the Santa Fe’s underbody.
Steering was light enough for me to carry out a three-point turn using just my pinky finger – which is what you want for parking and piloting through supermarket car parks.
That steering is quite direct, meaning you don’t have to turn the wheel far to change direction.
There’s a good feeling of connection between the wheels on the road and your hands on the steering wheel. This, combined with the composed, comfortable, but firm suspension, adds a lot of confidence and surety. It’s the difference between running in gum boats and sneakers.
The Elite has a 2.2-litre turbo-diesel engine (there’s no petrol alternative in this grade). It’s smooth, with plenty of grunt, and while it's not as quiet as Mazda’s equivalent, it’s more refined and quiet than most – so fear not, this diesel engine is not ‘truck like’ at all.
The new eight-speed automatic is excellent. A weakness in the previous Santa Fe was the six-speed auto and having another two gear ratios is welcome – especially for highway driving.
The base-grade Active rolls on Hankook Ventus Prime tyres (235/65 R17). I spent just 25km driving this grade but the difference in ride and comfort between it and the others is almost indiscernible. If anything, those tyres, with their taller sidewall, are likely to give a slightly softer ride.
The Active grade gives you a choice of petrol and diesel engines. I drove the petrol and immediately missed the mumbo of the diesel, which boasts almost double the torque and more power. That four-cylinder petrol with the six-speed just isn’t as suited to this even bigger Santa Fe. If Hyundai was to bring out a V6 petrol, as it did with the previous generation, it would be a tempting, albeit, thirstier Santa Fe.
The top-spec Highlander has the largest wheels with the lowest profile tyres – Continental ContiSportContact 5 which are an excellent (and about twice the price of the Hankooks). The Highlander is diesel-only like the Elite. Again – great grunt and a comfortable ride, but there’s still some road, engine and wind noise filtering into the cabin.
All Santa Fes are equipped with Hyundai’s new 'HTRAC' (Hyundai Traction) all-wheel drive (AWD) system and the many kilometres of winding dirt and gravel roads gave it a workout. HTRAC is an on-demand system which distributes torque to the four wheels where it’s needed. I was impressed – even at 80km/h on loose gravel the Santa Fe cornered like it was on tarmac – pushed a bit harder there was some slippage, but the system quickly brought things under control.
The Santa Fe is not an off-road vehicle in the same way a Toyota LandCruiser is. It doesn’t have a four-wheel drive system with a low range, but its 185mm ground clearance and AWD will take you further than you might have thought.
In the video at the top of this page we had to drive through soft sand to get to the water’s edge on the beach and we actually passed a ‘hardcore’ four-wheel drive which had become bogged.
This new Q3 manages to feel lighter, more agile and more engaging behind the wheel, despite its engine, which had to try rather hard to keep up with the demands on our drive program.
There's quite often a second of turbo-lag to deal with, or a slightly reluctant transmission finding the right gear when you blast around a corner. Once that turbo peak torque does arrive, however, the Q3 skips ahead at a decent pace, befitting its new look and sporty demeanour.
For everyday sort of driving scenarios it’s powerful enough, but at freeway speeds it does feel like the engine has little in reserve for those moments where you need a burst for overtaking.
The engine itself is reasonably quiet, only revealing a satisfying bumble past about 4000rpm, but road noise was worse than I expected, even on the smallest 18-inch wheels.
The steering is excellent. It’s light, but full of feel in the corners, and confidence in the twisty stuff is backed by independent rear suspension.
Similarly to the previous-generation Q3, the suspension tune is hard. Combine that with the Q3’s newfound light feel and it’s almost as though you’re piloting a very upright hot hatch.
This proved entertaining for blasting around country B-roads, as we did at the launch, but I could easily envision the springy and at times crashy ride getting tiresome on routine commutes.
It has to be said that many buyers looking to a premium SUV will be looking for that sporty feel, despite being a bit at odds with the 35 TFSI’s base engine.
Again, we’ll be keen to get our hands on the incoming all-wheel-drive variants, as well as optional adaptive dampers, which will be available later in 2020.
Hyundai Santa Fe8/10
The new-generation Santa Fe has not been awarded an ANCAP star rating yet, but given the amount of advanced safety equipment, we are expecting a high score.
We'd like to point out, however, that while all Santa Fe's have curtain airbags covering the first two rows, they only cover the windows of the third row.
All Santa Fes come with AEB with pedestrian and cyclist detection, along with blind spot warning, rear cross traffic alert, lane keeping assistance, plus active cruise control.
The blind spot warning also includes collision avoidance, which will steer you back into your lane if the system senses that you veer into the path of another vehicle coming up the side.
The Elite and Highlander grades are also equipped with a system called 'Rear Occupant Alert' which uses motion sensors to detect babies or dogs accidentally left in the vehicle before sounding the horn. Both grades also have a child-lock system called 'Safe Exit Assist' which prevents the rear doors unlocking if an approaching car is detected. Amazing and life-saving stuff. There’s also a self-parking feature and surround view camera.
Under the rear of the car is a full-size spare wheel.
The Q3 now scores the all-important set of active items as standard across the range, including auto emergency braking (AEB – works from 5km/h to 85km/h for pedestrians or cyclists, and up to 250km/h for vehicles), blind-spot monitoring (BSM), lane-keep assist (LKAS) with lane-departure warning (LDW), Rear cross-traffic alert (RCTA), and driver-attention alert (DAA).
Sadly, active cruise control lives on the options list as a part of the ‘Comfort Package,’ or as standard on the Launch Edition.
The Q3 was awarded a maximum five-star ANCAP safety rating in time for its launch, sporting six airbags as well as the expected stability and brake controls.
While it might not have as comprehensive an active-safety suite as some non-premium cars, it’s still well ahead of the BMW X1 and Benz GLA, while falling on a par with, or just ahead of, the Mini Countryman and Lexus UX.
Hyundai Santa Fe8/10
The Santa Fe is covered by Hyundai’s five-year/unlimited kilometre warranty. Servicing is recommended every 12 months or 15,000km. A lifetime service plan is offered and works out to be about $400 a year, with a complimentary (1500km) first service.
Free Roadside assistance is also offered for the first year and a roadside assistance plan is offered for up to 10 years.
Audi, along with many other premium automakers, lags behind the industry-accepted standard with a lacklustre three-year, unlimited-kilometre warranty. BMW is sticking with a similar promise and, unsurprisingly, so is Mercedes.
Lexus is only marginally better, with four-year coverage. It would be nice to see a premium manufacturer take some initiative here (especially since much of the Audi running gear is the same as the VW stuff, which is covered by an extra two years of warranty).
The Q3 will need to be serviced once a year or every 15,000km and capped-price servicing is covered by pre-packaged ‘Service Plans,’ which can be purchased at the same time as the vehicle. Pricing is TBA on the new Q3, but the previous one cost $1610 for three years or $2590 for five. That's premium-car cheap.