Santa Fe makes sense
Both mid-size crossovers are great (though generic), but one gives you much better value
JY: It seems all crossover designers have arrived at a generic form, and all car companies are sticking to it. Take a look at this new-for-2019 Honda Passport, which revives an old nameplate in a five-seat midsize crossover that slots between the CR-V and Pilot. It’s handsome enough, but so incredibly bland. Then again, compared to some of Honda’s other questionable designs of late, maybe bland is a compliment.
The 2019 Hyundai Santa Fe is a bit more distinctive, with its slim headlights and odd grille shape, but it still follows the same template.
CS: While they both look pretty generic, they’ve gone down different paths in the powertrain department. The Santa Fe uses the most common engine configuration of our time: a 2.0-litre turbocharged four. Taking a page out of the traditionalist playbook for the segment, the Honda uses a large displacement, naturally aspirated 3.5-L V6. The Santa Fe makes less power at 235 versus the Passport’s 280, but its torque, at 260 poundfeet, is fairly evenly matched with the Passport’s 262. The Passport is high-winding and makes power up top while the Santa Fe makes plenty of down-low turbo torque. The Honda’s throttle is also very slow to react in its Econ mode, while the Santa Fe always seems to have enough pep off the line with that peak torque available from below 1,500 rpm. It just makes it feel more effortless in acceleration. JY: I hear you. I thought the Santa Fe’s engine was a bit rough around the edges with some coarse sounds coming through, but its performance made easy work of acceleration, and the eight-speed automatic transmission was as smooth as I would hope for.
The Passport’s transmission was equally smooth, so there’s little to pick apart there, and both have variable all-wheel drive systems that prioritize efficiency, but offer extra traction getting through bad weather or roads.
The Passport, however, goes a step further in the SUV direction, with more ground clearance, accepting the trade-off in handling. Both vehicles ride well enough in a straight line, and both get a little unsettled over really rough, bumpy roads, but the Santa Fe has better composure in typical city driving, with steering and handling that feel sharper and inspire more confidence.
The Santa Fe also wins with an excellent 360-degree parking monitor with guide lines and well-measured proximity alerts. CS: I would say that the chief difference between the two of them on the road is that the Honda drives like a truck and the Hyundai drives like a car. The Hyundai feels smaller from the driver’s seat and is easier to drive around town than the bulky Honda.
Inside, the Hyundai has a very nice interior, with top-notch materials and numerous features, anchored by a well laid-out console and info screen. One party trick of the Hyundai’s info screen is the handy “home” page and it has ready-access buttons for most recently used functions. It’s well thought out and useful.
The Honda, meanwhile, is black, shiny black, and more black inside. Rather cavelike if you ask me, and it could use some lighter coloured accents to break it up. The Honda is commendable, however, for its many cup holders and storage cubbies.
JY: Definitely, and before I get into the Passport’s practicality, I feel like we need to give Honda credit for its new infotainment system: It’s very slick, with big app icons that you can drag from screen to screen, just like you rearrange apps on your smartphone, and it has all the cool gizmos, just like the Hyundai.
But the Hyundai still wins in that department, with just a few inconspicuous buttons that still work better as shortcuts to the most common functions.
In terms of practicality, there is no denying the Passport’s edge, and a big part of why it seems to drive bigger is because it is bigger. It’s bigger in every exterior dimension — about seven centimetres longer, it has five centimetres more wheelbase, and is more than 12 centimetres wider.
That results in 1,430 L of cargo space even with all five seats is use, compared to 1,016 L for the Santa Fe. With the rear seats stowed (both split 60/40 for flexibility), the Pilot’s 2,852 L again dwarfs the Santa Fe’s 2,019.
Despite the superior cargo capacity, passengers aren’t overlooked, and both feature roomy back seats with substantial head and legroom. But the Passport’s width gives it a clear edge in this category, meaning it is a great option for parents who need to fit three child seats in the second row. CS: One other instance where the Passport sports a large number is the price. The Passport starts at a lofty $41,990 and our tester was optioned to $48,990. The Santa Fe, meanwhile, starts at a much lower $28,999 and our fully loaded tester came to $44,999.
So basically, the Santa Fe tops out within $3,000 of the Honda’s base price. That’s a huge value gap and one that’s hard to overlook when the Hyundai is so competent. It’s worth noting, however, that the base Passport comes with AWD, but the base Santa Fe is FWD and you’ll pay $2,000 for the AWD package.
JY: That value is absolutely a deal maker. Sure, there will be those who are locked in with Honda, and its practicality and taller ground clearance make it a very capable outdoorsy crossover, so it will have its niche in the segment.
However, the smart money is on the Santa Fe, with amazing value, practicality, and unparalleled feature content. Its technology is easy to master and its quality impressive.