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Mazda CX-5


Hyundai Santa Fe

Summary

Mazda CX-5

You know when toothpaste makers slightly tweak ingredients and then plaster 'New and Improved!' on the box, but you can’t really tell because it still just tastes like toothpaste? 

That’s sort of the same with the new Mazda CX-5, which is almost identical to the old one. But there are some important changes you may not notice, and one you really will.

To be clear, this isn’t a new-generation of the CX-5 – that only came out last year. This is a minor facelift – which isn’t a good term, because the face has been left untouched.

You’ll find out what I’m talking about later, but here’s a hint: when we tried to pick the difference between the new and old model at the Australian launch of the new CX-5, turns out we felt and heard, rather than saw, what had changed.

Safety rating
Engine Type2.0L
Fuel TypeRegular Unleaded Petrol
Fuel Efficiency6.9L/100km
Seating5 seats

Hyundai Santa Fe

Kona, Tucson, Santa Fe. What is it with Hyundai naming its SUVs after sunny places in the United States? Also, the Santa Fe name may have suited what was once a cheerful and rugged looking little SUV when it first appeared in the year 2000, but over the years it has grown up into the big serious flagship of the brand.

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

So perhaps it needs a new name? And seeing as the car was tested so extensively in Australia for hot weather suitability and suspension tuning then maybe it should get an Aussie name? The Hyundai Gosford? No. The Hyundai Frankston. Nup. The Hyundai Mooloolaba? Nah. The Hyundai Freemantle? I’ve got it: the Hyundai Albury-Wodonga? Too long. Hyundai Byron Bay? Nah, that’s pretty much the same feel as Santa Fe. This naming thing is harder than it looks.

Okay, it doesn’t matter what it’s called, what is important is what’s changed – and a lot has, but then some things haven’t. Read on to find out more.

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

Verdict

Mazda CX-57.9/10

The CX-5 has been a best-seller for years and when the new car launched in 2017 it cemented that position even more. This 2018 update sees Mazda addressing or fine-tuning parts which could be improved, such as the diesel engine's turbo lag and noise, as well as the economy of the larger petrol engine, while making the car even better value for money with the price drop.

Did Mazda need to make any more changes than they did to this latest CX-5 or is this a case of: if it ain't broke don't fix it? Tell us what you think in the comments below.


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.

 

Design

Mazda CX-58/10

The CX-5 is one of the best-looking mid-sized SUVs on the market. Take a look at the photos: there’s that sharp-edged and gaping grille, and that sleek profile. Sure, the back looks a bit ‘empty’ because of the tiny tail-lights, but while small they accentuate the athletic haunches of the CX-5.

The CX-5’s interior is also just as stylish and refined as its outsides with an excellent fit and finish, quality-feel materials and a design which isn’t just pleasing to the eye but pleasing to the arms, legs, bottom, and any other part of your body which will come in contact with the comfortable cabin.

There have been no changes to the exterior in this update, and the interior, too, mirrors the previous CX-5, but in a way it’s fine that nothing has been tweaked here as it was darned good already.

The CX-5’s dimensions haven’t changed (well it’d be weird if they had) and at 4550mm end-to-end, it’s shorter than a Toyota RAV4 but longer than a Volkswagen Tiguan. Other figures to jot down to make sure it fits in your garage are these: 1840mm across and 1675mm tall.

From the outside it’s tricky to tell the higher grades of CX-5 apart, that’s how similar looking the exteriors are – the steel wheels of the Maxx are a dead giveaway, they look a bit ridiculous, and it’s a shame this new update hasn’t brought alloys.


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.

Practicality

Mazda CX-57/10

If you have kids, maybe steer clear of the white leather. That sounds like a comment that should be in the design section above but to parents its just as much a practicality point. I’ve lived with a white-leathered CX-5 and a toddler and I can tell you the marks don’t come off easily. Then again, neither does toothpaste spat on black cloth seats by adults – don’t ask.

The CX-5’s boot has stayed the same size at 442 litres. That’s not enormous like the 615-litre cargo space in the Tiguan, or even as big as the RAV 4’s 577 litres of boot space, but it was just enough for two adults and a toddler who always over pack for a week away.

Legroom in the back seat is good – I’m at the freakish end of the height spectrum at 191cm, and I can sit behind my driving position with about a finger’s width of space between my knees and the seatback.

Like the previous CX-5 that sloping roofline can be a small practicality fail for entry and exits, especially if you’re putting kids into car seats, but that’s the price you pay for looking good.

Cabin storage is great with two cupholders in the back and two up front, there’s a large centre console storage bin with a USB port and pockets in all doors. Grades from the Maxx Sport up come with centre armrest storage in the rear with a USB port.

The CX-5 has five seats, if you're looking for a sevn seater SUV then the larger CX-9 could be for you.


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.

Price and features

Mazda CX-58/10

As with the previous CX-5 there are five grades: Maxx, Maxx Sport, Touring, GT and Akera. The most obvious change, and the one most will really notice, is the price drop. The Maxx Sport and Touring have had $400 lopped off, and the GT and Akera now cost $800 less.

Missing out on the price cut is the entry-grade Maxx. This is also the only grade you can have with a manual gearbox and is matched to a 2.0-litre petrol engine making it the most affordable in the range with a list price of $28,690 (add $2000 for the auto). The Maxx with the more powerful 2.5-litre engine lists for $33,690 and is offered only with an auto.

The Maxx Sport gives you a choice of three engines: the 2.0-litre petrol lists for $33,990, the 2.5-litre petrol is $36,990 and the 2.2-litre diesel is $39,990.

The Touring is halfway up the range and lists for $38,590 if you have it with the 2.5-litre petrol engine or $41,590 for the 2.2-litre diesel.

Getting close to the top now, the GT lists for $43,590 with the 2.5-litre petrol and $46,590 for the diesel.

The Akera lists at $46,190, and like grades below it, the diesel is $3000 more.

The standard features list has changed so little since the car launched in 2017 I can sum it up in a sentence: The Touring now gets a cool head-up display like the top two grades and the Akera now has a 360-view camera. There, that’s it.

But the standard features were already extensive on all grades, with the Maxx coming with a 7.0-inch screen with a reversing camera, digital radio and Bluetooth connectivity, a six-speaker stereo, push-button ignition, cloth seats, air-conditioning, rear parking sensors, LED headlights and 17-inch steel wheels.

The Maxx Sport adds sat nav, dual-zone climate control, auto headlights, LED fog lights and 17-inch alloy rims.

The Touring gets all the Maxx Sport's features plus the head-up display we talked about, and front parking sensors, proximity key, and black synthetic leather (which feels quite nice).

The GT adds real leather in black or white, a 10-speaker Bose stereo, power front seats and 19-inch alloys.

At the top, the Akera has all the GT bits plus the 360-degree view camera and a stack of advanced safety equipment.

Talking of safety, read on further to find out what’s protecting you on each grade.

Sounds like nothing is missing? Well, it would have been good for this update to add the excellent Apple CarPlay and Android Auto, especially considering the Maxx doesn’t come with sat nav.


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.

Engine & trans

Mazda CX-58/10

This is where this latest CX-5 differs most from the previous one – the engines. The offerings stay the same: two petrols – a 2.0-litre four cylinder and a 2.5-litre four cylinder – and a single 2.2-litre four-cylinder diesel. The 2.0-litre cars are front-wheel drive (FWD) and everything else is all-wheel drive (AWD).

The 2.5-litre petrol engine now comes with cylinder deactivation, allowing it to run on just two cylinders when cruising and at low speeds while the other two will join them under more load. Less fuel is being burnt, so there’s a fuel saving there.

For those mechanics out there shaking their heads and muttering into their instant coffees about potential vibrations in two-cylinder mode, well, Mazda has compensated for this issue with a counterforce to iron out the bumps.

Demonstrating Mazda’s determination to hone the combustion process further are the newly shaped intake ports which tumble the air harder and faster during the intake stroke. The height of the piston crowns has also been shortened and this strengthens that tumble flow, too. All this extra ‘tumbly’ air causes the flame to spread faster when the spark ignites.

The nozzles on the fuel injectors have been redesigned and fuel pressure increased to spray faster, too, and even the piston oil rings have been re-shaped to optimise the thickness of the oil film on the cylinder wall.

All of these advances apart from the cylinder deactivation have been adopted by the 2.0-litre petrol engine, too. 

While the refinements have increased efficiency, the petrol engines also have a little more grunt. I really mean little too: the 2.5-litre’s torque has increased 1Nm for a total of 252Nm and power stays the same at 140kW, while the 2.0-litre has been given 1kW more for a total of 114kW and torque remains at 200Nm.

The 2.2-litre diesel has been overhauled. The engine now has a higher compresion ratio; there's the redesigned combustion chamber to minimise energy loss and ultra-high response injectors are designed to improve fuel economy.

A new turbocharger fitted to the diesel has led to a decent increase in output with power jumping from 129kW to 140kW and torque from 420Nm to 450Nm. 

The extra grunt isn't the only benefit – Mazda says the new turbo has been designed to reduce lag in acceleration response at low revs. This turbo lag was an issue I had with the previous diesel found in the CX-5. Now that's been addressed using a two-stage turbocharger with the larger of the turbines now adopting variable geometry which will supply boost more rapidly at lower engines speeds. We’ll tell you if we reckon it’s worked in the driving section below. We’ll also let you know if the new refined method of combustion has made the diesel engine quieter, too. Those were two of the issues I had with the diesel engine in the previous CX-5.


Hyundai Santa Fe7/10

There are two engines in the Santa Fe range – a 2.4-litre 138kW/241Nm four-cylinder petrol with a six-speed automatic transmission and a 2.2-litre 147kW/440Nm four-cylinder turbo-diesel with a new eight-speed auto. Both have been carried over from the previous generation Santa Fe and have the same outputs.

Only the Active grade gives you a choice of both engines, while the Elite and Highlander are diesel-only.

Drive is distributed to all four wheels via the HTRAC AWD system which offers four modes: Comfort, ECO, Sport and Smart (complete with dash graphic showing drive distribution). The first three are obvious but Smart analyses your driving style and puts together an engine, transmission and steering configuration to suit you.

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

Towing capacity remains the same at 2000kg.

Both engines have a timing chain rather than a timing belt – the chain has a lifetime service life which saves on maintenance costs of changing a belt.

Fuel consumption

Mazda CX-58/10

Mazda has delayed going headfirst into electric vehicle and hybrid production, preferring to refine combustion engines further, and the changes to the engines have been primarily about improving efficiency.

The figures don’t really reflect massive gains in economy, with the 2.5-litre petrol improving from a claimed 7.5L/100km to 7.4L/100km over a combination of urban and open roads. After 100km of mainly country roads our trip computer was telling us the engine was using 8.1L/100km. Don’t forget this engine is only available with AWD CX-5s.

The 2.0-litre petrol engine’s fuel economy stays the same at 6.9L/100km – again, remember this engine is only found on FWD CX-5s.

The 2.2-litre diesel benefits the most in terms of efficiency with old car’s 6.0L/100km dropping to 5.7L/100km in this new CX-5. After 150km of dirt and tarmac the tripmeter in our diesel Akera was reporting an average of 6.4L/100km.


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.

Driving

Mazda CX-58/10

In my review of the diesel Akera last year I whinged about how noisy the engine was and then complained a bit more about the turbo lag. Well, it looks as though my views found their way back to the Mazda Motor Corporation HQ in Hiroshima because the new turbo has fixed the lag and the refinement to the combustion process seems to have reduced engine noise.

Sure, the diesel engine is still not as quiet as the 2.5-litre petrol we also tested at the launch (in Akera grade), but the increase in torque made the diesel more fun to drive with decent shove off the line.

Jumping back into the petrol made the grunt difference very apparent with the petrol having to work and rev hard to get up to speed.

Suspension, steering and brakes remain unchanged from those in the CX-5 which launched last year – but that’s no bad thing as the ride, handling and braking response is excellent for this segment.

A low seating position makes you feel part of the car rather than sitting on top of it, while good pedal feel and great communication through the steering wheel deliver confidence.

Braked towing capacity across the entire range remains at 1800kg. While ground clearance stays at 185mm when laden. 

As for the CX-5's off-road capability, I suggest you don't go much further than placid dirt and gravel roads because while your CX-5 may be all-wheel drive its low ground clearnance, lack of ladder frame chassis and no high or low range four wheel drive restrict it to less adventurous activities.


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.

Safety

Mazda CX-58/10

The CX-5 scored the maximum five-star ANCAP rating when it was tested in 2017, and if you look into the safety credentials you’ll see it comes with an impressive armory of technology you won’t find on some more expensive prestige cars.

The Akera grade is really a GT with a stack of advanced safety equipment. There’s AEB, which works from 15-145km/h, lane keeping assistance and lane departure warning, plus adaptive cruise control.

Lower grades aren’t covered by as much safety tech, but all come with AEB (which works at up to 30km/h), and stepping up to the Touring adds traffic sign recognition.

For baby seats you'll find two ISOFIX mounts and three top tether anchor points across the rear row. A space saver spare wheel is under the boot floor on all grades.

There's front airbags for the passenger and driver, along with side ones, while curtain airbags extend to cover the second row.

The CX-5 that's in Australian showrooms is made in Japan at Mazda's Ujima and Hofo plants.


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.

Ownership

Mazda CX-58/10

The CX-5 is covered by Mazda's three-year/unlimited kilometre warranty, which isn’t outstanding, but the service costs are low. 

Servicing the diesel is recommended every 12 months/10,000km and is capped at $316 for the first, $386 for the second, $316 for the third, then $358 and $316 for the fifth service. The 2.5-litre petrol costs about $115 less over five years


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.