Hyundai Santa Fe VS Skoda Kodiaq
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
- Plentiful power
- Super-supportive front seats
- Plenty of practicality perks
- Not as sporty as RS badge implies
- Suspension can feel firm
- Expensive compared to rest of lineup
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|
You don't hear the words 'performance' and 'diesel-powered, seven-seat SUV' together often, do you? Like Marvel and DC, the two things just feel like they're from completely different universes, one of which is filled with prams and groceries and weekend sport, and the other with twisting roads, plentiful fuel and burbling exhausts.
But Skoda is now attempting to merge these two distant worlds together with the launch of the new Kodiaq RS, blending the impressive practicality of the Czech car maker's (occasional) seven-seat SUV with the sporting promise of its performance sub-brand.
It's a delicate tightrope to walk, though. Too hard and sporty, and the Kodiaq RS will fail at its primary task of moving people and stuff. Too family focused, and it becomes an RS in badge only.
The question now, then, is has Skoda got the balance right?
|Engine Type||2.0L turbo|
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.
It might not be the sportiest SUV on the market, but it balances its extra performance with its core family carrying duties with aplomb.
Seven seats, plenty of equipment, practicality for days and with enough grunt to keep you smiling, the Kodiaq RS ticks plenty of boxes.
The only question mark really remaining is does it justify the extra spend over 132TSI model?
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.
A lot like a Skoda Kodiaq, just with more sportiness. It never screams "look at me", but in our humble opinion, that's no bad thing.
You do get a bespoke front bumper arrangement, and the grill, under bonnet meshing, roof rails and and side skirting are blacked out. The wheel arches are filled by those jumbo 20-inch alloys, and, stepping around to the back, you'll find two squared-off exhaust outlets.
Inside, I'm a big fan of the super-supportive front seats, finished in leather and Alcantara, but for mine, the carbon-look trimming is less effective, and feels thin and hard to the touch.
That said, Koda deserves props for sending the best front-seat design elements into the second row, and if you forget the RS stuff completely for a moment, you'll find the cabin to be a clean, comfortable and tech-focussed space, with the the big central screen especially giving the cabin a modern feel, and the switch gear all emitting a commendable sense of quality.
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.
The Kodiaq RS pulls of an incredible party trick in managing to not look like a cruise ship from outside the car, while also serving up a big and spacious-feeling cabin.
To be clear, the Kodiaq isn't small, stretching 4699mm in length, 1882 in width and 1685mm in height, but its crisp design ensures it never looks slab-sided, looking more like a five-seat SUV than it does a full-time seven-seater, like the Mazda CX-9.
Those riding up front have plenty of space to stretch out, with the two seats separated by a wide centre console toped by an armrest that slides backwards to reveal a really usable storage space below. There are pockets in each door and two cupholders between the seats, too.
The front seats are electronically adjustable, and there's wireless charging, a USB connection and everything else you might need to make your life a little easier (including umbrellas hidden in the front doors).
Space in the backseat is genuinely impressive, even for taller passengers. I'm 175cm (so no giant) and there was so much room between my knees and the seats in front I could cross my legs comfortably, and more than enough headroom, too.
Yes, space will get considerably tighter should you attempt to squeeze three adults in the second row, but should you instead deploy the seat divider (itself home to 2.5 tiny cupholders), you'll find the back seat a pleasant place to spend time.
For a start, the nicer cabin materials from the front make their way to the second row, and you'll also find air vents with their own temp controls, a 12-volt charge point, bottle holders in the doors and two ISOFIX attachment points, one in each window seat.
The third row is tighter, of course, but these are intended more as occasional jump seats rather than a permanent solution, and because the second row is on rails, there can be a surprising amount of leg room, provided the seats in front are pushed as far forward as they go.
Step around to the auto-opening boot and you'll 270 litres of space with the third row in place, 630 litres with the Skoda in five-seat mode, and a huge 2005 litres (to the roof) with the second row folded flat, too.
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 go-fast Kodiaq will set you back a not-insignificant $65,990(+$770 for metallic paint) - or about $12k more than the second most-expensive model in the lineup, the 132TSI Sportline - but Skoda's first RS-badged SUV does at least arrive with enough kit to ensure you won't be troubling the limited options list.
For that spend, you get that punchy diesel engine driving all four wheels, of course (and we'll drill down on that in just a moment), but you also get a host of performance kit, like a Dynamic Sound Boost amplified exhaust, adaptive dampers calibrated for the RS, and several drive modes, including Sport.
Outside, you'll find jumbo 20-inch 'XTREME' alloys, red brake calipers, LED automatic headlights, LED DRLs, rain-sensing wipers and a boot that opens automatically.
Inside, expect super-supportive leather-and-Alcantara sports seats, triple-zone climate control, an awesome 9.2-inch multimedia screen with Apple CarPlay and Android Auto, Skoda's digital cockpit, wireless phone charging, heated seats in the first two rows and a solid Canton stereo.
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.
It's pared with a seven-speed DSG automatic, and power is sent to all four wheels.
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's here that the joy of diesel power makes itself clear. The Skoda Kodiaq RS, with its seven seats and half-tonne of torque, will drink a claimed 6.2 litres per 100km on the combined cycle. Emissions are pegged at 167g/C02 per kilometre.
It means you should theoretically get close to 1000kms out of the Kodiaq's 60-litre fuel tank.
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.
When it comes to performance vehicles, we're usually the first to begin waggling our fingers at a car that's not loud enough, angry enough, stirring enough, to wear the hallowed go-fast crown.
Usually the "hot" part of a car's description refers to a booming exhaust, super show-off looks and a suspension tune stiff enough to double as one of those weight-loss vibrating plates. And yet the Skoda Kodiaq RS really does none of those things. And to be honest, it's a better car for it.
The more subtle way the Kodiaq approaches its sportiness perfectly suits the nature of a car like this. This is, after all, a (sometimes) seven-seat SUV, and so it will likely be spending a lot of it's time with a family on board. And having kids in the back is even less fun if they're bouncing off the roof lining every time you hit a bump.
In the Kodiaq, they won't be. In its Normal drive setting (you can also choose between Eco, Comfort, Sport, Snow or Individual), the Kodiaq definitely lingers on the firm side of comfortable, but not so much so that it neuters its worth as a family hauler.
And even when you engage Sport, the Kodiaq remains comfy enough. The exhaust perhaps takes on a more noticeable, artificial timber (thanks to the Dynamic Sound Boost function) and the car tightens, but it's never feels overly aggressive or sharp.
Skoda's engineering team has done a terrific job of minimising body movement here, and you can legitimately throw the Kodiaq up and down a twisting road without ever feeling sea sick when you get to the other end. So much so, in fact, that you can forget you're driving a 1.8-tonne, seven-seat SUV, the predictable steering and composed ride helping convince you you're in something much smaller and more nimble.
It's not lightning-quick, with the bi-turbo diesel propelling you to 100km/h in 7.0 seconds (1.2secs quicker than a 132TSI version), but there's more than enough punch to get you up and moving in a hurry, and the engine has a fine relationship wth the seven-speed gearbox, with shifts largely occurring when you want them to (though it can feel a tough jumpy when you first start it up in the morning).
It's like a performance for responsible adults, then. It won't blow your socks off, but it offers just enough of everything to keep you engaged on the right road.
The only lingering question you need to ask yourself, though, is does that make it worth the extra bucks over a petrol-powered car?
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.
There is a heap of stuff on offer here, with the Kodiaq RS really wanting for little on the safety front.
The regular Kodiaq already wears five-star ANCAP safety rating, which carries over to the RS, and you can expect nine airbags, adaptive cruise control, city AEB, a rear-view camera, Lane Assist, blind-spot detection, rear cross-traffic alert and a driver fatigue monitor.
And if you're a nervous parallel parker, the Kodiaq RS will take care of that for you, too.
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.
The Kodiaq RS is covered by Skoda's five-year, unlimited-kilometre warranty, with servicing required every 12 months or 15,000kms.
You can also pre-pay your servicing at the point of purchase, with five years costing $1700, and three years setting you back $900.
Skoda also offers a nifty guaranteed value program, which allows you to settle on a kilometre window when you purchase your vehicle, then return it to the dealership after three years with no more payments to make.