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Hyundai Santa Fe


Jeep Grand Cherokee

Summary

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.

Now this popular seven-seater mid-sized SUV (and rival to Mazda's new CX-8) has taken another huge step forward in its design and technology with the arrival of the new generation Santa Fe.

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.

Safety rating
Engine Type2.2L turbo
Fuel TypeDiesel
Fuel Efficiency7.5L/100km
Seating7 seats

Jeep Grand Cherokee

What a time to be alive people. There have never been more SUVs to take your pick from. But while many are excellent, there sure are a lot out there that are a bit... samey, and conservative, a little domesticated.

And even though they might have several different flavours in their model line-up they don't really differ much from each other. Well, Jeep's Grand Cherokee is a bit different.

First it's made in the United States of America, in Detroit, and that's becoming a rarity these days. Next, the line-up is like a kooky gang of super heroes all with different powers.

There's the monster high-performance V8 one which can out accelerate and out handle many sports cars; the tough off-road one that can lift itself higher than its rivals with its air suspension; there's posh one, the popular one nearly everybody buys and the rear wheel drive one hardly anybody does.

We recently went to the Australian launch of the updated Jeep Grand Cherokee where we drove the SRT hi-po beast and the latest member of the super hero family – the tough Trailhawk off-roader.

Safety rating
Engine Type3.0L turbo
Fuel TypeDiesel
Fuel Efficiency7.5L/100km
Seating5 seats

Verdict

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.

 


Jeep Grand Cherokee7.9/10

Not many SUV brands out there have ranges offering a variety of vehicles as wide as the Grand Cherokee line-up. These are comfortable, good looking, and in nearly all cases, capable off-roaders – particularly the Trailhawk.

The sweet spot of the range is the Limited. It's excellent value, and there's no wonder it's so popular. The SRT is also hard to go past if you're after more of a sledgehammer – at almost $10,000 under 100K it's bang-for-your-buck that can't be beaten.

Is the Jeep Grand Cherokee the best large SUV under $100k? Let us know what you think in the comments below.

Design

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.


Jeep Grand Cherokee8/10

New one look like the old one? Yup, the styling changes are almost unnoticeable, but the trademark seven-slot grille is slimmer, the front bumper has a new design and the fog lights use LEDs.

The Grand Cherokee's look is distinctive with its big toothy grille, high waistline and pumped up guards. It's an American muscle SUV – especially the SRT with its nostrilled bonnet, enormous air intakes, blacked-out face and red Brembo brake calipers.

The new Trailhawk rivals the SRT for attention-seeking-but-still-functional bling with its red tow hooks and badging. Look closely and you'll see small profiles of a WW2 Willys MB Jeep on the wheels, which is a cool touch.

The Grand Cherokee's cabin is comfortable but more functional than stylish, higher grades feel plush with their leather seats and wood trim finishes.

The Grand Cherokee's dimensions reveal all variants apart from the SRT to be 4828mm long and 1943mm wide. The SRT is longer at 4846mm and wider at 1954mm across the hips.

The heights vary depending on the variant with the Laredo and Limited standing 1802mm tall, while the Trailhawk and Overland are 1792mm. The SRT is hunkered down lower at 1749mm.

The Trailhawk and Overland have an approach angle of 36 degrees, a departure angle of 27 degrees and a breakover angle of 22 degrees. Those trump the angles for the Laredo and Limited which are 26 degrees for approach, 24 for departure and 19 for the breakover.

The SRT will still be competent off-road but its approach angle of 18 degrees, a departure angle of 22, and a breakover angle of 18 means it's more suited to less challenging dirt and gravel roads.

Practicality

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.


Jeep Grand Cherokee8/10

All Grand Cherokees are five seaters. Legroom in the back is just enough… for me. I'm 191cm tall and the only reason I can sit behind my driving position is because of the concave design of the front seatbacks – and that gives me a gap of about 20mm. Headroom is great back there.

Up front there's stacks of head and shoulder room, although the driver's footwell feels a little cramped with the transmission tunnel above the bellhousing seeming to eat into the space.

There's a decent boot with a capacity of 782 litres and under the floor is a full-sized spare with storage space around it - you'll also find a rechargeable torch in the cargo area which 'clicks' into the boot wall.

Storage throughout the rest of the cabin is good with two cupholders in the fold down centre armrest in the back and another two up front. There's a deep centre console bin and bottle holders in all doors.

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.


Jeep Grand Cherokee8/10

The Grand Cherokee line-up kicks off with the only two-wheel drive in the range – the $47,500 Laredo and above that everything else is four-wheel drive (4WD).

There's the $52,500 petrol Laredo 4x4 (the diesel version is $5500 more); then the popular Limited which lists at $62,500 ($5500 more for the diesel); the diesel-only Trailhawk at $74,000 is a new off-road hero variant; then there's the plusher $80,000 Overland with the same engine, and finally the high performance, petrol-only SRT for $91,000.

All V6 petrol engine variants have increased by $500 over the outgoing model, while the diesels stay the same – apart from the Overland which has risen by $1000. The SRT has also gone up by $1000.

Jeep Australia has confirmed that the range will be joined by the Trackhawk super SUV in late 2017 which will tower over the rest of the line-up in price and performance.

At the most affordable end of the range the Laredo grade comes standard with 18-inch alloy wheels, an 8.4-inch touchscreen (5.0-inch in the 4x2), 7.0-inch instrument cluster display, reversing camera, front and rear parking sensors, power adjustable and heated front seats, proximity unlocking and start button, auto headlights and wipers, and dual-zone climate control.

The Limited grade picks up the Laredo's features and adds 20-inch alloy wheels, a power tailgate, leather seats, a nine-speaker Alpine stereo, sat nav, dark-tinted rear glass, heated steering wheel and dual exhaust.

The Trailhawk gets all of the above but swaps the wheels for 18-inch alloys with Kevlar-reinforced tyres, and adds under-body skid plates.

The Overland gets the Limited's features and adds a panoramic sunroof, adaptive cruise control, auto parking, ventilated front seats, plus a wood and leather steering wheel.

The SRT gains the Overland's features and adds a flat-bottomed steering wheel, leather and suede seats, launch control, active noise cancellation and adaptive damping.

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.

While all Santa Fes are currently AWD, Hyundai told CarsGuide it was reviewing the case for a two-wheel drive version.

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.


Jeep Grand Cherokee9/10

The engine line-up for the Grand Cherokee is straightforward. The petrol engines for all but the SRT are an upgraded version of the previous model's 3.6-litre V6 with 3kW more power for a total of 213kW. Torque stays put at 347Nm.

All diesel engines are a 184kW/570Nm 3.0-litre turbo-diesel V6, which is carried over from the previous model.

The SRT is special – under that nostrilled bonnet there's 6.4 glorious litres of naturally aspirated V8 Hemi making 344kW/624Nm. Jeep has left this one untouched from the previous model, too.

Shifting the gears in all grades is the super-smooth eight-speed ZF automatic transmission.

The Trailhawk and Overland have Jeep's 'Quadra-Drive II' 4WD system which makes them more capable off-road then the Laredo and Limited with their 'Quadra-Trac II' permanent 4WD.

The major difference between the 4WD systems being that Quadra-Drive II has an electronic slip differential while the other uses traction control and braking to counter slippage. The SRT has the 'Quadra-Trac Active On-Demand' 4WD system.

Fuel consumption

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.


Jeep Grand Cherokee7/10

The most fuel-efficient petrol Grand Cherokee is the rear-wheel drive Laredo which according to Jeep returns a combined consumption number of 9.9L/100km.

But wait – the 4WD petrol Laredo's official figure is 10.0L/100km, same with the petrol Limited. New to the V6 petrol is a stop-start system which would be super-helpful in achieving that figure.

The diesel Laredo, which is 4WD, has a claimed combined fuel consumption number of 7.5L/100km. Ditto for the diesel Limited, Trailhawk and Overland.

After an hour of driving in the Trailhawk on highways and country roads our trip computer was reporting 11.7L/100km.

The SRT likes a drink. The V8 petrol engine has a claimed combined figure of 14.0L/100km and that's why the SRT didn't make it into the top five most fuel efficient SUVs list.

Driving

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.


Jeep Grand Cherokee8/10

The Trailhawk and the SRT were the only variants available to test drive at the launch of the updated model.

The program was pretty intensive with an off-road leg, a stint at a racetrack and plenty of road driving in between.

The hilly off-road course we took the Trailhawks through wasn't the most challenging, but the rain changed that a bit making the grassy slopes and clay ruts as slippery as ice.

With the Trailhawk in low range and on its highest air suspension setting giving us 260mm of ground clearance we wriggled our way through the off-road course fairly easily. There were some steeper sections which required a bit of brute force and momentum to combat slippery clay and gravity but the Jeeps soldiered through without any dramas, and plenty of hilarious fun.

The Trailhawk's Kevlar-reinforced tyres weren't needed on this soft stuff, but there are thousands of kays of tyre-killing tracks with rocks like spear heads lying in wait all over Australia where they'd be handy.

Grand Cherokees all have a unibody construction, so if you're looking for more of a hardcore off roader in the Jeep range then the body-on-frame Wrangler may be a better bet.

The Trailhawk comes with Jeep's 'Off-Road Pages' app which allows you to monitor suspension, traction and Hill Ascent Control speed.

The unibody construction gives the Grand Cherokee a more car-like ride and on the road the Trailhawk was comfortable and composed, although that air suspension is a little floaty.

At 100km/h the Trailhawk lowers itself for better aerodynamics, but there was a decent amount of body roll when pushing hard through corners… unlike the SRT.

The SRT's suspension is set up for higher performance with Bilstein adaptive dampers and hollow stabiliser bars front and rear. Sport and Track modes firm the suspension for better handling along with making the throttle more responsive.

I've driven the SRT on racetracks and the road before, but some quick laps around New Zealand's Pukekohe Park circuit brought back the grin that only 2.4 tonnes of metal seeming to defy all the laws of physics can induce.

That naturally aspirated V8 Hemi is a lazy beast that seems to take it's time to wind up rather than deliver the same brutal kick of the twin-turbo V8 in a Mercedes-AMG GLE63, still 0-100km/h in a claimed 4.9sec is quick. What it lacks in spontaneity it makes up for in theatrics – the gurgle at idle is delicious and it gets angrier the more you kick it in the guts.

The launch control function in the SRT is foolproof, too. Just press the button which looks like a dragstrip 'Christmas tree' on the centre console, place your left foot on the brake and plant your right foot on accelerator – release the brake and enjoy the jump to hyperspace… well, almost.

Safety

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.


Jeep Grand Cherokee7/10

The Jeep Grand Cherokee has been awarded the maximum five-star ANCAP rating. All Grand Cherokees have seven airbags, a reversing camera, trailer sway control, but only the Overland and SRT grades come standard with advanced safety equipment such as AEB and lane departure warning. The equipment can be optioned on all grades from the Limited up.

You'll find three top tether points and two ISOFIX points in the second row.

There's also a full-sized spare wheel under the boot floor.

The update has brought two more advanced safety items – blind spot monitoring and rear cross traffic alert but these are only standard on the Overland.

Ownership

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.


Jeep Grand Cherokee8/10

The Grand Cherokee is covered by Jeep's five-year/100,000km warranty – an offer which was announced earlier this year.

There's also life-time roadside assistance if the vehicle's serviced at a Jeep service centre.

Servicing is recommended annually or every 12,000km for the 3.6-litre engine variants and is capped at $425 for the first, then $625 for the next, $425, then $725 for the fifth year.

For the 3.0-litre diesel servicing is recommended annually or every 20,000km and capped at $665 for the first, $1095 for the second, then $665, then $1195 and at five years it'll be $665.