Hyundai Santa Fe VS Volvo XC40
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
- Great styling
- Good standard equipment
- Charming and smart interior
- Very pricey servicing
- Launch Editions limited to small numbers
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 small SUV segment harbours innovation, eye-catching style and bigger-than-you'd-think cabin space.
The Volvo XC40 delivers on all of those fronts, plus more - this has been widely regarded as a game-changer for the Scandinavian brand: but does it live up to the hype?
|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.
So, there you go. My socks haven't literally been blown off, but there is no denying this is a very competent entry into the small SUV segment. The Momentum in particular offers a promising, but pleasantly packed, small SUV for the money - though most will likely opt for the sportier R-Design model.
Across the range it is arguably a bit too expensive, particularly the ownership aspect - but unlike some rivals it actually feels like you're getting your money's worth with the Volvo XC40.
Would you choose the Volvo XC40 over its small SUV competitors? Let us know in the comments section below.
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 think it's perfect. The more I look at it, the more I struggle to see what I would want to change, because Volvo's designers have absolutely, positively nailed the styling of the XC40.
As the Volvo Cars senior vice president of design, Robin Page, said at the launch of the XC40 this week, the Swedish brand's smallest real SUV offering (we're not counting the V40 Cross Country, here) is like a stylish Prada sneaker, where the XC60 is like a suede shoe that would look okay with jeans or slacks, and the XC90 is the luxury black leather brogue.
It has detailed lines, a bluff and tough front end with the signature Hammer of Thor LED daytime running light inlays, and a bold grille treatment that flows to a square-jawed front bumper.
The scalloped sections in the front and rear doors help ground it, reflecting the ground and the sky to make it appear light on its feet. The two-tone roof finish on the cars at launch - white roof and mint-ish coloured paint for the Momentum; black roof and white paint for the R-Design - make it seem almost like a piece of high-end household furniture.
Mr Page described some elements of the design as "robot-like", and I can see more than a bit of WallE in this vehicle. The tail-lights maintain the same shape we've come to expect of the XC range, but with a scooped bootlid that works to hunker it down. Plus it's 40mm wider at the rear, which is said to help plant it visually.
The boxy exterior is broken up by cheeky touches like the Swedish flag on the front flank. It's playful, and definitely has that youthful appeal that Volvo undoubtedly wants for its entry-level SUV.
If I wasn't sold on the outside, the inside basically did its best impersonation of Bender from Futurama and yelled "shut up and take my money".
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.
It may be the smallest 'proper' Volvo SUV to date, but the XC40 is pretty substantial - in fact, it is bigger than most of its rivals: it measures 4425mm long (with a 2702mm wheelbase), 1863mm wide and 1652mm tall.
That's bigger than many of its direct competitors, including the BMW X2, the Audi Q2 and Audi Q3, the Mercedes-Benz GLA and the Jaguar E-Pace. Only the BMW X1 is a touch longer, and we know that model is a beacon of interior pragmatism.
But the XC40 is not just big on the outside - the space inside is very good. In fact, it could be the best in its class... it's hard to tell without sitting in the competitors back to back, but with my 183cm (six-foot) frame sat behind my own driving position, I had ample space in the second row.
Kneeroom, toeroom and headroom were all exceptional, and the latter is even largely unaffected by the panoramic sunroof fitted to the Launch Edition cars we were driving.
Yep, this doesn't really feel like a small SUV, and it has all the usual must-have items like top tether points, ISOFIX child seat attachments rear air vents, bottle holders in the doors and a flip down armrest with cup holders. The map pockets are mesh numbers, backed by a hard plastic protector so the kids don't damage the fabric on the seat when they're attempting a shiatsu massage with their anxious little feet.
Now, those door pockets are great in the back, and astounding in the front (yes, it is possible to be astounded by door pockets). There are no speakers in the doors - so you get huge door pockets as a result - and the entirety of the pocket is lined with the same carpet that spans the floor of the vehicle, both up front and in the back.
That carpet isn't just any carpet... and no, I'm not referencing the orange colour, which is either ghastly or great, depending on who you ask. The carpet itself consists of 97 per cent recycled plastic, made from repurposed bottles. The other three per cent is dye.
Volvo has thought of some really good loose item storage, enough to make you think they've taken a leaf out of Skoda's book. There are good sized cupholders, there's a 'Qi' wireless phone charger in a cubby that's big enough for a few large smartphones, and there are two USB ports up front and a USB-C port in the back. The centre console bin has an actual bin at the front as well, and it's removable so you can take it out and wash it when you need to.
There are other nice touches such as a big portrait layout media screen with Apple CarPlay, Android Auto and sat nav, plus it doubles as a display for the reversing camera. You can get a 360-degree surround view camera set-up (standard on Launch Edition models), and every XC40 has a 12.3-inch digital driver info display that helps if feel pretty upmarket inside.
The boot is bigger than many of its competitors, too, with 460 litres of cargo room - and that expands to 1336L with the back seats folded down. And the smart arts continue in the back, with electric seat release buttons for the 60/40 split-fold back seats, and a really smart folding boot floor system that allows you to hook shopping bags on to stop them from flying around. Plus, you get a space-saver spare under the floor.
The top-spec models get a power tailgate, and you can option that on a more affordable version.
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 Volvo XC40 range comes in two different model grades - the entry-level Momentum and the top spec R-Design. You can get petrol or diesel in both trim lines and like most Euro manufacturers, the standard spec is better than it once was - but there are still plenty of options available.
The T5 petrol Momentum opens the range at $47,990 (all prices plus on-road costs), while the D4 diesel Momentum attracts a bit of a premium, listing at $50,990.
The Momentum grade has standard equipment including push-button start, dual-zone climate control, 18-inch alloy wheels, LED 'Thor's Hammer' headlights with automatic high-beam, auto-dimming mirrors (inside and out), a 12.3-inch digital driver information display, 9.0-inch touchscreen media system with sat nav, Bluetooth phone and audio streaming, eight speakers, Apple CarPlay and Android Auto, and Qi wireless phone charging.
The Momentum models have part-cloth/part-faux leather seat upholstery, along with an electronically-adjustable driver's seat and four-way lumbar support.
The safety story is strong for all models - check out the safety section below for all the details.
The sportier R-Design in T5 petrol guise is listed at $54,990, while the D4 diesel R-Design model is the flagship offering for now, listing at $57,990.
Over the Momentum, the R-Design models add some extra kit for your extra cash.
The most obvious change is the more aggressive R-Design exterior styling including a blacked out gloss grille, black contrasting roof and dual black tailpipes, 20-inch 'diamond-cut' black alloy wheels, plus it rides on the 'sport chassis' with stiffer suspension, and adaptive headlights with cornering beams.
Inside it gets R-Design perforated leather trim on the seats, steering wheel (which also gets paddleshifters), and gear selector, plus it has a black headliner. In addition to electric driver's seat adjustment, R-Design models get electric passenger seat adjust, plus there's full keyless entry, an electric tailgate with gesture function, and ambient mood lighting.
Volvo is celebrating the arrival of the XC40 with a pair of value-packed Launch Edition models - and as nice as they are, they're sold out already.
The T5 Momentum Launch Edition model lists at $52,990, while the D4 version is $55,990. Volvo claims $10,120 of extra value for a $5000 additional cost to consumers.
The Launch Edition version of the Momentum adds LED headlights with active bending beam, 19-inch five-spoke alloy wheels, a panoramic sunroof, tinted windows, an alarm, leather trim, heated front seats, electric front passenger seat adjustment, seat cushion extension, power folding backrest and headrest, keyless entry with electric tailgate, adaptive cruise control with semi-automated 'Pilot Assist', semi-automated parking assist, a 360-degree camera, and a 13-speaker harman/kardon premium stereo.
The T5 R-Design Launch Edition model is listed at $56,740, while the D4 R-Design Launch Edition comes in at $59,740. The value-add according to Volvo is $6670, but it costs buyers just $1750.
The Launch Edition version adds (over the regular R-Design) a panoramic sunroof, tinted windows, an alarm, heated front seats, power folding backrest and headrest, adaptive cruise control with semi-automated Pilot Assist, semi-automated parking assist, a 360-degree camera, and a 13-speaker harman/kardon premium 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.
There's no real 'entry-level' engine as yet, but a base model three-cylinder version with front-wheel drive is expected at the end of 2019. That's a long while to wait, but in in the meantime, there are petrol and diesel models to choose from.
The petrol is known as the T5, and it's a 2.0-litre turbocharged four-cylinder unit with a punchy 185kW of power at 5500rpm and 350Nm of torque from 1800-4800rpm. Those figures put it on par with a Ford Focus ST, and Volvo claims a sprightly 0-100 sprint time of just 6.5 seconds.
The diesel is called the D4, and it's a twin-turbo unit, again with high outputs: 140kW of power at 4000rpm, and 400Nm of torque from 1750-2500rpm. If you're interested, the 0-100km/h time for the diesel is claimed at 7.9sec.
Both engines are teamed with eight-speed automatic transmissions as standard, and both are all-wheel drive, giving these little tykes a point of difference against competitors like the Audi Q2, BMW X2 and Mercedes GLA, all of which have front-wheel drive entry level models.
Unlike some of those other models, though, the XC40 is a bit of a porker - the petrol model weighs in at 1710 kilograms, with the diesel around the 1743kg mark... so it needs the power to get it moving.
The towing capacity across all models is identical, at 2100kg for a braked trailer and 750kg un-braked.
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.
These engines don't prioritise frugality over usability, but they still offer respectable claimed fuel consumption for the class in which they compete.
The petrol is claimed to use 7.1 litres per 100 kilometres, which is fine, but you'll need to use 95RON premium unleaded when you fill up.
The diesel's claimed fuel consumption is rated at 5.1L/100km - again, not setting any benchmarks, but a respectable figure nonetheless.
On test, we saw around 10.0L/100km for the T5 over a mix of some urban driving, a big stint of country driving on twisty and straight roads, and some freeway work, too.
The fuel tank capacity is just 54 litres, so you might find yourself refuelling fairly often as the range isn't exceptionally good.
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.
That's a good start. I mean, the Polestars were fast, but they weren't the last word in dynamism. The XC40 - like I said before - is designed to be a bit more fun, and that translates to the way it drives.
I only had a chance to get behind the wheel of the R-Design T5 model, and I couldn't help but associate this new model as some sort of high-riding hot hatch.
The engine's outputs suggest it could be, and the performance on offer pretty much backs up that notion. In Dynamic mode it offers willing performance, though the eight-speed automatic can be caught out in its quest to lower fuel consumption rather than offer outright edge-of-your-seat performance. But, fear not - there are paddle-shifters that allow you to take matters into your own hands, quite literally.
The steering is pretty quick, which helps separate it from the slowly, slowly approach of the more sedate larger SUVs in the brand's line-up. It is light and accurate, without much feel (it's an electric system, after all), and makes for easy parking, decent high speed direction changes, and good assuredness in the bends.
That comes down to the all-wheel drive system, which helps apportion torque where it's needed because it's an on-demand system. Grip from the Pirelli P-Zero tyres was excellent, too.
Because I was in the R-Design, I had the 'sports chassis' firm suspension - by way of stiffer springs, dampers and anti-roll bars as part of the MacPherson strut front and independent rear end (coil-sprung, unlike the inverted leaf se-tups of the bigger Volvo SUVs). And the result was a ride that wasn't necessarily plush, but nor was it too sharp or abrupt over bumps.
Admittedly, I could feel the lumps and bumps in the road surface as a driver and as a passenger, but I thought it kept in good stead with the persona of this little SUV - something a little bit more sporty than you might expect from Volvo. Especially a Volvo SUV.
That said, I'd give anything to drive the front-wheel drive XC40 three-cylinder on 18-inch wheels and the standard chassis set-up, because it has the potential to be an absolute peach.
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 Volvo XC40 is yet to be tested by EuroNCAP or ANCAP, so there's no crash test score to talk about.
But there is plenty of safety equipment fitted as standard - and we're referencing the regular models, not the sold-out Launch Edition versions.
Let's start with seven airbags (dual front, front side, full-length curtain and driver's knee cover), a reversing camera and front and rear parking sensors. You can option a 360-degree camera if you like, and there's a 'Park Assist Pilot' semi-autonomous parking system available, too.
Auto emergency braking (AEB) is standard, and not only for the front - the XC40 has rear collision warning and braking, too. Plus there's blind-spot monitoring, rear cross-traffic alert, lane departure warning, lane keeping assistance, and a system called "run-off road protection and mitigation" that can detect if you veer off the tarmac unintentionally.
All models have cruise control, but you can option an adaptive cruise control system with Pilot Assist semi-autonomous driving.
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.
Volvo really needs to address its ownership costs... these numbers are either the most honest in the premium maintenance world, or the most expensive in the luxury car class.
There's a capped-price service plan available in two different levels - 'SmartCare' and 'SmartCare Plus' - the latter of which includes consumables like wiper blades, brakes (pads and discs) and pollen filters, plus the occasional wheel alignment.
As with the other Volvo models, buyers can choose to opt for a three-year/45,000km plan, a four-year/60,000km plan, or a five-year/75,000km plan. All of them are expensive. Very expensive.
The prices are as follows. SmartCare: three years - $2165; four years - $3320; five years - $4030.
Then there's the SmartCare Plus: three years - $2980; four years - $5160; five years - $6345.
This downside is compounded by the fact there's no special treatment in terms of warranty cover, either. The brand backs its cars with a three-year/unlimited kilometre plan, which is on par for its competitive set.
At least you can get up to six years of roadside assist included at no cost, provided you service your car with Volvo authorised workshops.