Hyundai Santa Fe VS Subaru Forester
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
- Range-wide AEB and active cruise
- Lots of kit for your $$$
- Real-world practicality
- Derivative styling
- Engine missing turbo mid-range
- Engine line-up has gone from 4-1
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|
If you haven't seen Clint Eastwood's son, Scott, you should Google him - he's a dead ringer for his Dad. But while he might be following in his father's Hollywood footprints, he's of a completely new generation.
A similar story applies with the new fifth-generation Forester. It looks a lot like the model before it, but everything you see is actually new.
That's hardly a new phenomenon, with most previous Foresters representing a blur of evolutionary design. Subaru does this across the board, actually, to protect existing owners from feeling like they're yesterday's news, and to take advantage of feelings of fond familiarity when those owners look to update their cars.
This precludes a lot of the excitement of new design, but Subarus have rarely been about visual appeal (the fourth-gen Liberty is one big exception), rather a quirkiness that stands aside from a lot of the same-same from other mainstream brands, which is paired with the relative USP of all wheel drive.
So there's method to the mimicry, and every conceivable element has been improved. Matt Campbell was impressed after his limited experience at the Forester's international launch in July, but this week's Australian launch gave us the full picture of this latest version of Subaru's mid-size SUV.
|Fuel Type||Regular 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.
It remains to be seen whether Scott Eastwood is able to match the cinematic legend of his father, but it's clear that the new Forester is better in every way than the model it replaces. If you were a fan of the old one, you'll love this one, and it's pretty tough to argue against if you're in the market for a mid-size SUV.
If you can live without leather seats, the 2.5i-Premium is probably the sweet spot of the range, given it brings all the safety gear, the bigger multimedia screen and the power tailgate for a list price of under $40,000. Having said that, the top 2.5i-S is also a pretty good deal for just $3000 more.
Would the new Forester tempt you away from a CX-5? Tell us what you think in the comments section below.
Also check out Matt Campbell's review video from the Forester's international launch:
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.
My first experience with the new Forester actually came the week before the launch, when I overtook one of the launch cars being run-in in country NSW.
It wasn't until I was within two car-lengths that I realised it was the new model, and this was approaching it from its most distinguished angle. The tail-lights are the biggest giveaway, with the slash of body colour eating into each light - as inspired by Subaru's recent Viziv concepts.
Many will probably need to see them parked side by side to pick the exterior from the old one, but the fundamental newness starts with its adoption of the latest Subaru Global Platform, as already seen with the Impreza and XV.
The body is now 53 per cent high-tensile steel, which makes for a stronger chassis that's lighter than it would be otherwise. Despite its growth and expanded list of features, the new Forester is just 26kg heavier as the base 2.5i, and 15kg as the top spec 2.5i-S.
In terms of size and dimensions, the key growth area has been an extra 30mm of wheelbase, which accounts for the lion's share of the extra 33mm between the front and rear seats that represents the biggest gain for interior dimensions.
As you'll see in the video and interior images, the inside is an evolution of the design used in the Impreza and the XV. The dashboard actually appears to be a direct lift from these, and is therefore dominated by vertical vents either side of the multimedia (6.5 inch on the lower two trim levels, 8.0 inch on the upper two) screen. There's a 6.3-inch multifunction display (MFD) atop the dash for monitoring vehicle functions, which is joined by a third screen in the instrument binnacle.
In the upper 2.5i-Premium and 2.5i-S variants (the ones we drove on test, at least), this means a good variety of materials and textures, although the soft golf ball-like surface on the centre console is hard on the door trims. It's also surprising to see leather trim limited to the top 2.5i-S.
Regardless, it all feels like a typical Subaru; good, resilient 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.
Real-world practicality has always been a Forester hallmark, and the new model pushes the envelope even further.
Starting up the front, driver visibility has been improved by increasing the gap between the A-pillar and the rear-view mirrors, meaning you can see more through the quarter windows when turning corners or when judging parking situations.
As you'd expect, there are a couple of cup holders in the centre console, plus a 12V charge point in the lidded bin, and another in the centre stack, while the lower two trim levels get one USB port, and the upper two get two. All trim levels get a sunglass holder in the overhead console.
The backseat scores the aforementioned extra 33mm between the front and rear seats, which extrapolates to an extra 65mm of net rear legroom. Shoulder room is up by 20mm and hip room by 15mm, which is well in excess of what's needed for my 172cm frame.
The flat beltline allows big windows to maximise child visibility. All versions get a backseat armrest with two cupholders and two ISOFIX points. Without a sliding rear seat, though, it'll be worth trial-fitting a rear-facing child seat, if that's part of your life, to ensure there's enough room left for front-seat occupants.
The back of the centre console now comes with directional air vents, which sit above two quick-charge USB points.
There are bottle holders in each door, and as a nod to the many Foresters you see wearing roof racks, the rear door sill has been broadened and grip has been added to improve its function as a step ladder when loading something onto the roof.
The upper two trim levels come with a power tailgate that now operates nearly twice as quickly as before (hallelujah!) and locks the rest of the car automatically once it's closed.
The rear opening is nicely squared off and measures 1300mm across, or sufficient dimensions to load a set of golf clubs, width-wise. The boot size is 76 litres bigger with the seats up, now measuring 498 litres, which expands to a luggage capacity or maximum storage space of 1481 litres with the 60/40 rear seatback folded. The top two variants also now score a one-touch electric folding function for the rear seat.
Unless you've suffered the inconvenience of a flat tyre with just a space saver or inflation kit as backup, you won't fully appreciate the fact that the new Forester still packs a full size spare wheel across the line-up. Most of its rivals do not.
The boot area is also adorned with tie-down points, cargo hooks and a third 12V charge point.
If you're looking to tow, all four versions of the new Forester carry a maximum braked towing capacity of 1500kg, with a maximum towball weight of 150kg - which is about average for its class. We're aiming to bring one to a towing review in the near future.
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.
If you're stretching the budget to reach for a Forester, you'll be disappointed to read that the cost of entry has risen by $3250 to $33,490 (MSRP) for the new entry-level 2.5i variant. This is because the previous price-leading 2.0-litre petrol engine has been dropped, in addition to the 2.0-litre turbodiesel and 2.0-litre turbo petrol performance option in favour of an all 2.5-litre petrol line-up.
The absence of the two turbo engines also means the Forester range now tops out $6,250 earlier (for now), and consolidates your options down to just four trim levels. The price list moves from the 2.5i up to the $35,490 2.5i-L, then the $38,490 2.5i-Premium, before the $41,490 2.5i-S at the top of the range.
All told, the range represents pretty stunning value with no shortage of gadgets, and as of this week you'll be able to buy a Forester directly from Subaru online at a drive-away price.
All versions are now equipped with AEB via the EyeSight system, but more on that under Safety.
Apple CarPlay (for iPhone users), Android Auto (for pretty much everyone else), and digital radio (DAB) are also available, and fitted standard across the range for the first time, and if you're not the smartphone-mirroring type, the built-in satellite navigation (GPS) fitted to the top two models is a new TomTom system.
The top three models also come with the new Driver Focus driver-monitoring system which detects drowsiness, but can also recognise the driver's face and adjusts to your preferences when you sit in the driver's seat. Each Forester so equipped enables more preferences to be remembered depending on how much you spend, but the system will remember up to five drivers. In practice, it's pretty amazing technology; the moment you sit down and look forward it gets to work and your settings are restored before you can think about it.
Key standard features for the base 2.5i include a 6.5-inch multimedia touch screen, Harman Kardon sound system with six speakers, dual-zone climate-control air conditioning, leather steering wheel and gearknob, active cruise control, tinted windows at the rear, rain sensing wipers, automatic active LED headlights, daytime running lights and LED tail-lights, front and rear foglights, heated folding door mirrors, keyless entry with push button start, hill start assist, the basic version of the off-road focused X-Mode drive mode, hill descent control, Bluetooth and 17-inch alloys.
The 2.5i-L brings Driver Focus in its most basic form, which includes distraction and drowsiness warnings and will remember your previous climate control settings, along with how you left the dash top and driver instrument screens.
The second-tier model also adds a third camera beyond the EyeSight system, mounted in the grille, which enables the Vision Assist suite of safety features. This is comprised of Front View Monitor (FVM) and Side View Monitor (SVM) collision warnings, Adaptive Driving Beam (ADB) auto high beams. More sensors in the back of the car enables Reverse Automatic Braking (RAB).
The 2.5i-Premium brings dashes of extra chrome to the outside, upgraded cloth seats and dash and door trim, alloy pedals, 8.0-inch multimedia screen with built-in navigation system, eight-way power front seats with memory settings, auto folding door mirrors with dipping passenger mirror, power folding rear seats, power tailgate, and 18-inch rims.
The Driver Focus system also adds driver's seat and door mirror setting recollection.
The top-spec 2.5i-S brings even more exterior and interior garnishes, including leather seats, a panoramic sunroof, eight-speaker Harman Kardon audio plus a subwoofer, and the X-Mode off-road drive program scores two modes to choose from, tailored for either snow/dirt or deep snow/mud.
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.
Rather than the four engine choices and manual transmission option of the Forester it replaces, the new model is available with just one of each. That means no turbo diesel and no turbocharged petrol. The 2.5-litre auto was by far the most popular option before, so it's not all fire and brimstone.
This is the first application of the 2.5 motor with direct injection, which is 90 per cent new according to Subaru. The most measurable specifications gain is an extra 10kW and 4Nm, which now totals a decent 136kW/239Nm for this engine size without a turbo.
Max horsepower is developed at the same 5800rpm as before, while max torque now arrives 300rpm later at 4400rpm. Impressively, these numbers are still possible with Regular 91 RON unleaded.
Unlike the Subarus of old, the 2.5 uses a timing chain instead of a timing belt, which is designed to last the life of the engine. The CVT automatic transmission has also been revised, now with a greater spread of ratios, and the manual mode now has seven stages.
Like all Subarus aside from the BRZ, the new Forester drives all four wheels (front wheel drive is not an option) through the tried and tested Symmetrical all-wheel drive system. Therefore, it's the only mainstream mid-size SUV without price-leading front-wheel-drive variants.
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.
With one engine and transmission across the board, there's just one fuel economy figure to note. The new Forester's official combined petrol consumption figure of 7.4L/100km is 0.7 better than the previous 2.5 auto, and is line-ball with the CX-5 2.5's mileage. It's also within cooee of the diesel fuel consumption figure of 6.4 in the outgoing model.
As mentioned above, it is worth noting that the Forester manages this on Regular 91 RON unleaded fuel, where a lot of its rivals demand more expensive Premium 95 RON to generate decent figures.
The fuel tank size is a generous 63 litres, which suggests a theoretical range of 851km is possible between fills.
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.
Matt's number-one question mark over the new Forester from its international launch was how it would handle rough Australian roads, given he only drove it on a billiard table-smooth, road-cycling track in Japan. Matt's concern is underpinned by the fact that the Liberty and Outback's latest suspension revisions lack the poise of the versions they replaced.
Thankfully, there was no shortage of dirt roads for the Australian launch, which was held around the Grampian Mountains in Victoria. I can report that the new Forester is still a dirt-road expert, its off road capability helped by decent suspension travel, body control and the same ground clearance mm (220mm) as before, along with unpainted plastic around its perimeter to mitigate stone damage.
The stability control is well calibrated for dirt, too, although its intervention is rarely required given the all-wheel-drive system's ability to maintain composure and put power to the ground via the front and rear. We didn't get the chance to test its off-road capability properly on launch, but keep an eye out for our Adventure review in the near future.
It offers similar performance on the road, still feeling compact and nimble (10.8m turning circle) for its class, despite the new model's growth, and the steering feel is good for a car of its type.
The 2.5-litre engine will indeed suit most buyers, but it doesn't have the easy low-rev urge or outright refinement of a smaller turbo unit used by the likes of the CR-V, Tiguan or Escape. The Mazda CX-5 is about the same as the Forester in these areas, which doesn't appear to hurt its popularity.
The previous model's automatic transmission was already one of, if not the best, CVT in the business, and it continues to work well, with the characteristic drone only overcoming road noise in the cabin under sustained full-throttle acceleration. Speaking of which, the new model carries a decent 9.5 second 0-100 acceleration claim.
So all told, the new Forester continues its tradition as a nice all-round drive.
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.
Subaru is known to be one of the leaders when it comes to safety, and the new Forester's credentials don't disappoint.
The standard fitment of EyeSight across the range is a key step, as it brings AEB that will automatically detect potential collisions and bring the car to a full emergency stop at speeds up to 40km/h. The system continues to apply lesser drgrees of braking intervention right up to 145km/h.
EyeSight also brings rear cross-traffic alerts, blind spot monitor, lane departure warning and lane change assist across the board, but the active safety list continues on the 2.5i-L with the Vision Assist system.
Using a third camera mounted in the grille, Vision Assist brings a Front View Monitor (FVM) and Side View Monitor (SVM) collision warnings, Adaptive Driving Beam (ADB) auto high beams. Clever parking sensors in the rear bring Reverse Automatic Braking (RAB), which we'd describe as rear AEB.
These active safety features are backed up by dual front and side airbags, curtain airbags covering the front and rear, a driver's knee bag, and stability control (or ESP).
Another noteworthy new feature is the washer that sprays the reverse camera whenever the rear windscreen wiper is activated.
As mentioned above, the rear seat is equipped with ISOFIX child seat anchor points in the outboard positions, while the centre position makes do with just a top tether baby car seat mount.
The new Forester is expected to match the existing model's maximum five-star ANCAP safety rating - and based on more stringent 2018 standards - but this result is yet to be confirmed. Our safety score is based on the assumption it will score five stars, so please double check.
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 Forester is covered by Subaru's regular three-year, unlimited-kilometre warranty, which now lags behind the five-year terms offered by most mainstream brands. Subaru has occasionally offered a five-year extended warranty as a limited offer, but is investigating a permanent extension. Watch this space.
The Forester's service intervals have now been brought into line with the Impreza and XV, doubling the scheduled time between services to 12 months, but retaining the same 12,500km distance.
Capped-price servicing is available for the first three intervals, which amount to $346,39, $584.45 and $346.39 respectively, resulting in a total service cost of $1,277.23 over the first three years. Several other brands offer capped pricing beyond the warranty period, and Subaru's scheme is still on the pricey side, but the doubling of the time interval has resulted in a net maintenance cost value improvement over the previous model.
Being an all-new model, the new Forester starts with a clean reliability slate, but any common problems, durability or reliability issues, complaints, faults will likely be revealed in time on our Subaru Forester problems page.