The real improvements
Gone is the old 2.7L V6 which was no more powerful but considerably thirstier than most 4-cylinder engines offered by the competition. In its place is a 175-hp 2.4L 4-pot which, on top of being smoother and more refined, consumes way less black gold. In fact, my 1,200-km round trip required scarcely more than 9L per 100 km. Normally, one could expect to consume close to 10L per 100 km, which falls somewhere in the average for a compact to midsize CUV.
Available with either a 6-speed manual or automatic transmission, this engine will prove to be the smart choice for the family looking for an economical hauler. The 2.4L is sufficiently peppy to make passing less than a task, and the 6-speed is typically on the ball. However, should the Santa Fe be loaded to the gills, merging will require a little more room to get up to speed.
Those looking for more gusto will be interested in the 276-hp 3.5L V6, taking over from the 3.3L V6. More powerful, frugal and capable than the outgoing V6, this is also the only way one can opt for AWD in the Santa Fe. I do hope this will change in the year to come as the 2.4L should be able to handle AWD even if the Santa Fe weighs in at 225 kg more than the Tucson, which can be spec’d with the 2.4L and AWD.
Good for highways
The Santa Fe's decidedly taut suspension makes it ideal for highway cruising as the vehicle's stability was never in question. Travelling on the streets of Toronto and Montreal exposed the CUV's firm fully-independent suspension, however without ever compromising passenger comfort.
My biggest complaint where the Santa Fe's drive is concerned is in its steering. Mild torque-steer aside, the overly-heavy steering at low speeds was annoying and difficult to master in slow and tight spots. What's more, at speeds, feedback was limited and assistance, over compensated. Perhaps this should be looked into.
Still a safe and wise bet
This is an often overused conclusion but this time around, the Santa Fe really deserves it. When taking into consideration its price point (base GL starts at $25,999, $27,499 as tested), very few vehicles come close where bang-for-the-buck is concerned. A smaller, more basic Honda CR-V LX FWD has a base price of $26,290 and a similarly-equipped Ford Escape XLT FWD retails for $27,099. I smell a bargain.
With reliability ratings always on the rise, an excellent 5-year/100,000-km warranty, competitive pricing and par for the course build quality, who could ask for anything more...
Gone is the old 2.7L V6 which was no more powerful but considerably thirstier than most 4-cylinder engines offered by the competition. In its place is a 175-hp 2.4L 4-pot which, on top of being smoother and more refined, consumes way less black gold. In fact, my 1,200-km round trip required scarcely more than 9L per 100 km. Normally, one could expect to consume close to 10L per 100 km, which falls somewhere in the average for a compact to midsize CUV.
Available with either a 6-speed manual or automatic transmission, this engine will prove to be the smart choice for the family looking for an economical hauler. The 2.4L is sufficiently peppy to make passing less than a task, and the 6-speed is typically on the ball. However, should the Santa Fe be loaded to the gills, merging will require a little more room to get up to speed.
Those looking for more gusto will be interested in the 276-hp 3.5L V6, taking over from the 3.3L V6. More powerful, frugal and capable than the outgoing V6, this is also the only way one can opt for AWD in the Santa Fe. I do hope this will change in the year to come as the 2.4L should be able to handle AWD even if the Santa Fe weighs in at 225 kg more than the Tucson, which can be spec’d with the 2.4L and AWD.
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| Under the hood, a 175-hp 2.4L 4-pot which consumes way less black gold. (Photo: Matthieu Lambert/Auto123.com) |
Good for highways
The Santa Fe's decidedly taut suspension makes it ideal for highway cruising as the vehicle's stability was never in question. Travelling on the streets of Toronto and Montreal exposed the CUV's firm fully-independent suspension, however without ever compromising passenger comfort.
My biggest complaint where the Santa Fe's drive is concerned is in its steering. Mild torque-steer aside, the overly-heavy steering at low speeds was annoying and difficult to master in slow and tight spots. What's more, at speeds, feedback was limited and assistance, over compensated. Perhaps this should be looked into.
Still a safe and wise bet
This is an often overused conclusion but this time around, the Santa Fe really deserves it. When taking into consideration its price point (base GL starts at $25,999, $27,499 as tested), very few vehicles come close where bang-for-the-buck is concerned. A smaller, more basic Honda CR-V LX FWD has a base price of $26,290 and a similarly-equipped Ford Escape XLT FWD retails for $27,099. I smell a bargain.
With reliability ratings always on the rise, an excellent 5-year/100,000-km warranty, competitive pricing and par for the course build quality, who could ask for anything more...
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