Hyundai's recent successes in the sedan segment (Azera and
Sonata, both 2006 AJAC winners) fostered in me an appetite to get behind the wheel of their latest offering, a compact to mid-size SUV. Except for name and tailgate handle, the new Santa Fe is nothing like the old version- an SUV I
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| (Photo: Rob Rothwell, Auto123.com) |
never took seriously due to its bulbous, cartoonish styling that repulsed more than a root canal. Hyundai has adopted a more mainstream styling theme in the 2007 Santa Fe; it's a sharp-looking SUV that projects a modern appearance consistent with recent Hyundai design language. Size-wise, the Santa Fe's dimensions are very similar to those of
Toyota's new RAV4 and
Mazda's new CX-7. Interestingly though, the Santa Fe is slightly wider than the examples cited. Although the difference is small, it seems to translate into a cabin that feels more open and spacious. The greater sense of interior real estate is borne-out by specs. The RAV4 provides 1,450-mm of front seat shoulder room; the CX-7 is better at 1,472-mm but neither match the 1,511-mm found in the Santa Fe's front perches. And with a rating of 2,213 litres, the Santa Fe also wins in the category of maximum cargo volume. The RAV4 is runner-up with 2,074 litres while the CX-7 pulls up the rear with 1,658 litres. The Santa Fe can also be equipped with third row seating that matches the legroom found in the third row of the all-new Mercedes GL-class SUV.
Based on size and capacities alone, the Santa Fe could be considered a hit. Yes, size does matter but read on, the US-manufactured Korean underdog has much more to impress with than dimensions. For starters, its interior
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| (Photo: Rob Rothwell, Auto123.com) |
and exterior build quality is second to none in the segment. In fact materials in use in the cabin, which include tasteful steel and wood appliques, are so attractive and tactile pleasing, a "Lexus" or "Acura" medallion would look perfectly at home. Starting the Santa Fe's optional 3.3 litre DOHC V6 would only serve to reinforce the deception. After getting over the Santa Fe's precise fit-and-finish along with its upscale environs, I was most struck by the vehicle's operational refinement. Premium marques had better be looking intently over their respective shoulders because the Santa Fe's polish is outshining some of the industry's best. Engine harmonics and NVH levels are remarkably low throughout the engine's rev band, more so than in the considerably higher-priced Volvo XC90 and Lincoln MKX SUVs that I recently road tested.
The sinfully smooth 3.3 litre, all aluminum mill generates 242 horsepower at 6,000 rpm and 226 foot-pounds of torque at 4,500 rpm, which is plenty enough to move the Santa Fe with surprising vigor. Off-the-line snap is strong and highway gusto is confidence inspiring. Torque is managed by a
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| (Photo: Rob Rothwell, Auto123.com) |
five-speed automatic transmission featuring Hyundai's Shiftronic manual-mode operation. This slick-shifting autobox is the perfect soul mate to the engine. Their level of coordination is spot-on, delivering predictable, linear performance in all circumstances. I never encountered any gear searching tactics or jarring engagements throughout the diverse range of driving undertaken in this week's tester. I could laud this drivetrain all night and still not do it sufficient justice. The base drivetrain propelling the Santa Fe is composed of a 2.7 litre, 181 horsepower V6 combined with a five-speed manual gearbox. Although shy on ponies, the base V6 can muster-up 255 foot-pounds of torque. I haven't yet had the opportunity to sample this arrangement, which only flows through the front wheels in the $25,995, entry-level Santa Fe.
