THIS SUV IS ALMOST FAULTLESS
When you offer a vehicle in one of the most popular automotive segments in Canada — a segment that includes top-sellers such as the Ford Edge, Honda CR-V, Nissan Murano and Subaru Outback — you’d better have a lot to offer. And Hyundai’s entrant in the mid-size SUV segment, the Santa Fe, does. It has been redesigned from the ground up for 2019, it has grown in size, is more efficient, and has gained a plethora of safety tech.
Wheelbase has been increased by 6.5 centimetres, overall length by 7.0 cm, and it is 1.0 cm wider. The new five-passenger Santa Fe, formerly known as the Santa Fe Sport, is built on Hyundai’s SuperStructure chassis, which will eventually underpin all of the Korean automaker’s models. It uses 14-per-cent more high-strength steel than the current chassis, has more reinforcements, and is 15-percent more rigid torsionally. Aluminum has replaced steel on items such as the front suspension knuckles and rear suspension carriers, which contributes to a weight loss of between 65 and 90 kilograms, depending on model.
It has added more than 200 litres of interior space, which now boasts 1,016 L of cargo capacity in the luggage compartment, and 2,019 L with the rear seats folded. The centre armrest console contains a cavernous storage compartment, and in the cargo hold is a spacious under-floor storage compartment and a second one that contains a mechanical jack (a spare is hidden beneath the vehicle).
The Santa Fe has a refreshingly sleek silhouette. A redesigned front end has narrow slits below the hood that contain LED daytime running lights, and large headlight openings on either side of the gaping grille contain either LEDs or halogens, depending on the trim.
The same engines return for 2019: a 2.4-L naturally aspirated four with 185 horsepower and 178 pound feet of torque, and a 2.0-L turbocharged four that produces 235 hp and 260 lb-ft. The six-speed automatic transmission has been nixed in favour of a new eightspeed, which has a lower first gear and taller top gear than the previous unit. It contributes to a slight reduction in fuel consumption, mostly on the 2.4-L engine, which now claims 9.6 L/100 km combined on the front-drive model. The 2.0-L engine, which is only available with AWD, claims 11.2 L combined, which is unchanged.
There are four trim levels: Essential, Preferred, Luxury and Ultimate. Pricing starts at $28,999 for the Essential and tops out at a hefty $44,999 for the Ultimate.
The Essential can only be had with the 2.4-L engine and lacks Hyundai’s SmartSense, which includes collision-avoidance assist and pedestrian detection, lanekeep assist, adaptive cruise with stop-and-go function, driver-attention warning and automatic high beams, though this driver-aid suite can be added for $1,200 and seems well worth that amount. It is the only front driver in the lot, though it can be had with AWD for an additional $2,000, but only if SmartSense is already selected.
The $35,099 Preferred comes standard with AWD and the 2.4-L engine, though the turbocharged engine can be had for $2,000 more. The top two trims come standard with AWD and the 2.0-L turbo. Heated front seats and steering wheel, and a startstop function are standard from the bottom up.
Other available driver aids include blind-spot and reartraffic alerts, a 360-degree camera, and a rear parking warning. A rear-occupant alert is also available, which warns a driver if there’s movement inside the rear of the vehicle when exiting so as not to forget an infant or a pet, as well as a safe-exit assist, which prevents the rear doors from opening when a vehicle is approaching from the rear while parked.
My test drive is the top-ofthe-line Ultimate, which has a comfortable, roomy and inviting leather interior. Visibility all around is very good and there’s a lot of room in the rear seat for adults. The cockpit is neatly laid out and logical, with an eightinch touch screen atop the centre stack that includes navigation. It’s the only trim to feature a head-up display, which is small yet easy to read. All other models come standard with a seven-inch touch screen and no navigation, but Apple CarPlay and Android Auto are standard throughout.
Hyundai has increased the use of insulating materials in the undercarriage, while also improving aerodynamic drag, and the result is a remarkably quiet, composed ride. There’s very little body roll, suspension is moderately firm yet compliant, and steering response is acceptably communicative.
The sophisticated AWD system is linked to three drive modes: Smart, Comfort and Sport. Front-to-rear torque bias varies, going from a fuel-saving 100-per-cent forward bias in Smart mode, to 50:50 in Sport. Torque bias also varies depending on the conditions. Braking power is controlled between the right and left wheels to stabilize the vehicle when braking in a turn.
The 2.0-L turbocharged engine is smooth and quiet, if a bit sluggish off the line. The only snag in what is otherwise a nearly faultless SUV, is a lag in throttle response when taking off from a stop in a hurry. Once up to speed, however, there’s ample passing power on reserve.
Hyundai has done an excellent job on the new Santa Fe, which is high in comfort, refined in ride, and rich in features, which is especially notable in the lower trims.