Gary Rome Hyundai

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2007 Hyundai Santa Fe Road & Trail Test

Why Buy a Premium Crossover SUV?
If I could only improve as quickly after learning life lessons as Hyundai pulls up its collective socks from model to model, Id have the happiest marriage in the history of time. Once again, the not so little brand that could has upstaged entry-level rivals with a product that delivers miles more value than anything in its humble price range should, with an overall refinement and attention to detail normally associated with premium marques.

"OK Hofmann, now weve heard it all", you say? Fair enough, I can understand your skepticism, because you havent had the privilege of prodding around a new Santa Fe yet, or for that matter driving it; but believe me, when you do youll be wondering why you spent so much on some other crossover.

As expected, the Santa Fe has grown somewhat, from its slightly larger than midsize dimensions to a true midsize SUV, with significant improvements in passenger and cargo capacity plus a substantive feel at the wheel that the previous model didnt quite achieve. Dont get me wrong, the old Santa Fe was and still is a very capable machine, but similar to how the previous Accent pales in comparison to the new one, or this years Sonata is miles more refined than the 2005 model, or for that matter how the flagship Azera makes the mind quickly forget the wanna-be luxury XG 350, the all-new 2007 Santa Fe feels more like a Lexus RX 350 than a bargain-basement SUV, at least when outfitted in top-line leather-clad trim.

I was initially impressed when poking around at the North American International Auto Show in Detroit last January, where the new crossover was introduced, but this didnt stop me from tapping, slamming, pushing, turning and generally fidgeting around with anything that moved, or for that matter all that was stationary inside the production version. Hmmm... a clean, understated design outside and in, not without character but not as polarizing as the previous model. Nice tight panel gaps, weather stripping in the engine compartment and no visible wires, resulting in an efficient appearance under the hood - Toyotas rival RAV4 doesnt even deliver that. Easy ingress and egress, plus a suitably meaty steering wheel to hang onto with integrated cruise and audio controls. Those seats are comfortable at all positions, even the optional third row, with soft, supple perforated leather in top-line trim, second row recliners, and there are near zero tolerance levels with all the switchgear, or in English, no side-to-side slop with the nicely damped buttons and knobs. Some premium brands havent even mastered this, but of course, I expected the Santa Fe to be good being that the entry-level Tucson is ultra-tight as well.

The Santa Fe feels the same way on the road; ultra-tight, wonderfully smooth and when asked to perform, capable of delivering surprisingly spirited dynamics. It comes in three flavors, by the way, starting with GLS, moving up to SE and then topped off with the Limited designation. If youre questioning whether you need to move up to the Limited model to get this inviting environment Im describing, think again. Certainly leather is not standard, but the no-cost cloth not only appears durable, it looks fabulous. Im a big fan of cloth, as it breathes better than leather, is cooler in the summer and warmer in the cold, and with the Santa Fes choice of fabrics I hardly felt like I was shopping at the clearance rack. To me, the beige seemed richest, but gray and black looked good too. Hyundai includes the requisite faux woodgrain, which will either make you wish theyd gone all the way with the premium experience and fitted real walnut, maple or zebrano, or rather be glad that the hardwood forests of the world havent been depleted any further. Truly, this woodgrain is some of Hyundais best work in the field, with a weighty feel that gives it a lifelike quality. On the dash its trimmed with a thick strip of aluminum-like accent that, together with the wood, manages to achieve a mix of old-world warmth and new-age technology. I was also impressed with the interior plastics, not as soft to the touch as in an Audi or Lexus, but still finished in an attractive non-glare matte that felt higher end than most others in this class. In the second row theres enough room to truly stretch out, and when reclining the seatbacks rearward it feels a bit like business class; albeit without the warm cookies and gelato ice cream. Hyundais hundred million plus spent in its three design centers continues to pay off too, even with little touches like the styling and functionality of the pull-down center armrest. Unlike some cushy lumps that are purposeful yet hardly pleasing to the eye, the Santa Fes is downright stylish, and features integrated cupholders plus a lidded compartment thats ideal for storing the kids iPods, drive-through restaurant kids meal toys, etc. Its well constructed too, with no tendency to wiggle about on its moorings; a common problem with armrests.

Climbing into the very rear, if the optional third row is included, is fairly easy too, as the second row seats slide forward amply to make room for getting in and out. And once back there, theres a decent amount of legroom plus space for feet under the second row. Im five-foot-eight... I know, not particularly tall... but there was enough headroom for someone at least two inches taller, being that I wore a ball cap and could fit my fingers between the roofliner and my head without touching either. This said, however, my frame is taller in the legs than torso, so someone configured differently might experience less positive results. For instance, a woman journalist who claimed a five-foot, seven-inch height was scraping the roof liner, her torso obviously longer than mine. No matter, as these seats are normally relegated to those underage, and therefore, even if hauling most teens, should suffice. Theyre a heck of a lot more accommodating than those in the Subaru B9 Tribeca, that cheat rear riders in elbow room too, or the Jeep Commander which, while offering theatre-style visibility forgot to include anywhere for feet to go at all, or for that matter the new RAV4, which made it near impossible to return the second row seatback to its normal upright incline while seated in back. The Santa Fe is larger back there than in a number of others too, only coming up short when compared to the third row spaciousness of Fords Freestyle. All round, an impressive feat.

My seat of choice, mind you, was behind the steering wheel; and not only because of the extra elbow room available. Similar to the long-term Sonata our West Coast office enjoyed for almost ten months, the Santa Fe delivered a surprisingly supple smoothness on the road, absorbing the normal bumps and dips associated with driving around rural roads and tiny townships, but nevertheless taking to the tighter turns with ease, even at higher than posted speeds thanks to a stiff overall structure, gas shocks all-round, a willing and able front strut and multi-link rear suspension setup, plus engine-rpm sensing rack-and-pinion steering; made even better when the standard 16-inch rims are swapped for a set of 18s as found on upper trim level models. Again, like the rest of the vehicle, its driving dynamics were biased towards refinement, with noise, vibration and harshness levels reduced to a point that my driving partner and I were dumbfounded. Hyundai made us aware that this is due in part to the new models increase in body stiffness, additional use of laminated steel, a strengthened dash panel substructure, leading to an SUV thats quieter than Toyotas Highlander and even Volvos XC90. When I said that the new Santa Fe rivals premium brands when it came to fit, finish and materials quality, I cant go without adding that its near silent cabin adds to the ambience when rolling down the highway.

The engine can be heard when laying into the throttle, however, a nice throaty V6 sound whether sticking with the base 2.7 or the top-line 3.3-liter version. Yes, the 2.7-liter V6 lives on in the new Santa Fe, but in higher output guise, now making 185-horsepower at 6,000 rpm and 183 lb-ft of torque at 4,000 rpm for more than adequate performance when compared to the four-cylinder base models that compete in this category. Like many of those four-cylinder rivals, after the requisite five-speed manual that comes standard the Santa Fes entry-level drivetrain offers a rather sheepish four-speed automatic, one of the only complaints I voiced to the Hyundai product planner present at the launch program despite its optional Shiftronic manual mode. Its not that the four-speed was incapable of pulling the Santa Fe up to speed, as it did fairly well other than when losing steam during some passing maneuvers, first revving too high and then dropping too low in the power band to keep momentum, but from a marketing perspective the term four-speed doesnt mix well with a modern, progressive car company either, at least not when others are coming to market with five- and six-speed automatic transmissions in base models.

To answer this call Hyundai made sure its velvety smooth, manual-mode equipped five-speed automatic was suited up to the top-line 3.3-liter V6, making the most of the larger engines 242-horsepower at 6,000 rpm and 226 lb-ft of available torque at 4,500 rpm. Sure some manufacturers provide more peak power, but few distribute it to the road as effortlessly as Hyundais 3.3 does when fixed into the Santa Fe. The five-speed snaps from gear to gear with just enough urgency to let all aboard know it means business, but not so much as to cause commotion. It feeds the front or all wheels with power, the latter incorporating a computer-controlled clutch mechanism mounted in front of the rear axle to engage the rear wheels when necessary. The Borg Warner system that can provide up to ninety-nine percent torque to the front wheels, but when called upon automatically sends up to fifty percent of the engines torque to the rear wheels. As long as youre traveling below 22 mph, just press a dash-mounted button and the transfer case will lock at 50:50 for getting out of really slippery situations, a process that incidentally will disengage via a solenoid when eclipsing the 22 mph threshold and then, when dropping down below that point again, automatically reengage.

This said, while surprisingly capable of scrambling up logging roads and medium-duty trails, the Santa Fe doesnt sport the same kind of part-time four-wheel drive as available with a true hard-core off-road SUV like Jeeps Wrangler, Nissans Xterra or Toyotas new FJ Cruiser, and in the same breath this should hardly matter to most looking for a crossover type SUV. As mentioned, it will clamber through most light- to medium-duty off-road sections quite well, and amazingly, is up to tackling some fairly heavy stuff as long as the ground cover isnt so loose or unstable that a bull-low gearing ratio is all that will make getting unstuck and then safely home a possibility. To that end Hyundai rented out a large acreage just outside of the resort town we were staying in, which proved to be an ideal location for testing out the Santa Fes off-road mettle. The trek, which started out on an easy farm road of hard-packed dirt and tall dried grass, soon became terrific fun when a short section of deep sand laid in the way, no doubt designed into the program to show nonbelievers that electronic driving aids such as traction and stability control, both of which come standard with the Santa Fe, arent just useful for keeping a vehicle upright and pointed in the right direction if temporarily out of control on pavement (the NTSHA cites 63 percent fewer crashes with stability control equipped vehicles), but are also ideal, in conjunction with all-wheel drive, for gripping loose surfaces and pulling that vehicle out of what might otherwise be an expensive tow truck bill or a long hike to a hardware store to purchase a hand winch - note to thrill seekers: buy the hand winch (otherwise known as a come-along) before trying anything too adventurous in deep mud or water.

Just how does do all the Santa Fes electronics work in unison to achieve traction? The cars onboard computer monitors everything from wheel speed to accelerator pedal movement and steering inputs, so that when at least four percent front wheel slip occurs the rear axle engages. All-wheel drive will also engage if the throttle is actuated quickly, causing wheel-spin. It can also anticipate the need for additional traction and engage the AWD system when the driver accelerates the vehicle.

On another note the Santa Fes all-wheel drive system will adjust for steering wheel angle, so that the rear axle disengages during a sharp turn eliminating driveline binding; what happens when the inside wheels are forced around a smaller radius than the outside wheels.

From a safety perspective, the rear axle will also disengage during strong deceleration to maximize the anti-lock effect of the standard ABS brakes. The Santa Fe includes discs all-round, by the way, measuring 11.7 and 11.9 inches, front to rear, while electronic brake force distribution is also part of the standard package.

ABS kicked in as the trail snaked down a ravine through thicker woods, where we traversed a slightly challenging section of dips and rocky crags, after which we were able to get the speed up and feel the stability control system work its magic, tucking the rear of the vehicle into position when it otherwise wanted to step out of line. One time through the circuit just wasnt enough, so we did it again and then again until fully satisfied. On the way out Hyundai had set up a short section of juxtaposed bumps and dips for testing vehicle articulation and diagonal wheel-spin, not to mention the rigidity of the SUVs monocoque structure. The structure is totally sound, as noted when I was able to open the door and jump out of the drivers seat in order to snap a photo of the rear wheel in the air. The Santa Fe walked through this process with ease, by the way, again astounding me and a number of other writers who expected less of a crossover that probably wont see anything more concerning than a snow covered shopping mall parking lot at the worst of times.

If by stupidity or just plain bad luck all the Santa Fes electronic active safety aids cant collectively pull you out of harms way its passive safety system most likely will. Any impact will have to pass through body-side reinforcements, hood buckling creases and safety stops, front and rear crumple zones, an energy absorbing steering column and airbags galore, of course. No matter the trim level the same top-tier safety system is applied, including advanced type driver and passenger bags with occupancy classification sensors (OCS), seat-mounted side-impact airbags for the driver and front passenger, plus roof-mounted side curtain airbags for first, second and even third row outside occupants. All belts are three-point designs, while those in front are fully adjustable for height and feature pretensioners and force limiters for a higher level of security. Active head restraints, designed to reduce the chance of whiplash, the most common injury in an MVA, round out the Santa Fe safety system, plus the requisite LATCH system for anchoring child seats and, with kids in mind, child-proof rear door locks plus window lock-out, of course.

I suppose Ive delved deeper into the Santa Fes active and passive safety features than I would normally in other classes of vehicles, but Im pretty sure the number of parents with young children who are considering the new Hyundai, or any new crossover, will find this information useful. After all, being a father of three, attention paid to safety would be a critical deal maker or breaker during my overall decision process if I were considering a new vehicle. All in all, the Santa Fe measures up, meeting my approval rating and impressing the folks at the Insurance Institute for Highway Safety (IIHS) where it achieved the highest grade possible by scoring "Good" rankings in every category during its previous frontal and more recent 40 mph frontal offset crash tests.

OK, so its safe, but can you trust Korean reliability? Those whove read our long-term Hyundai Sonata updates will know that Ive got my tongue firmly stuck in my cheek as Im saying this, as Hyundai is currently the highest rated entry-level brand for initial quality by J.D. Power and Associates. Our Sonata worked faultlessly for its entire ten-month tenure, and result backed up by its top-three midsize segment placement in the same study. What more, the 2006 Santa Fe was recently honored with AutoPacifics Vehicle Satisfaction Award for Mid-Size Sport Utility Vehicles, a title it has held since 2001. Truly, I think the new model is as good a bet as any Japanese rival.

So, in a nutshell the new Santa Fe will most likely be dependable, is about as safe as crossovers come, delivers exceptional on- and off-road performance, looks great and is surprisingly refined for its low entry price. And its that low, low price point that will once again make Hyundais midsize SUV a stellar sales success. Even with all the standard safety and convenience features just mentioned, the five-occupant version starts at only $20,945. Even fully loaded, with leather, seven seats and all the other goodies already mentioned, it tops out at only $27,945. You can spend more, mind you, but only for accessories available at the dealer level. Items such as a plastic hood protector, chrome front bumper guards, side steps, a block heater, plus an upright bike carrier and a ski/snowboard carrier help to personalize its styling and make it more functional.

Topping it all off is Hyundais comprehensive 5-year, 60,000 mile bumper-to-bumper warranty and 10-year, 100,000 mile powertrain warranty, a standard safety net that goes a lot further than most competitive warranties that, if offered with the additional two years of comprehensive coverage or five to seven years of powertrain coverage would add hundreds and possibly thousands more to the price of the vehicle.

Do I have to spell it out any more clearly? I know this is sounding a lot like a paid promotional message from Hyundai, because other than the four-speed automatic in the base drivetrain I cant find anything wrong with the new Santa Fe.

Of course, some will find its styling too banal and others wont be ready for such a radical jump, although for most, as mentioned, its design shouldnt be an issue either way. When it comes right down to it, I dont know of a better built, more enjoyable crossover SUV to drive for the money Hyundai is asking, so do yourself a favor and add it to your shopping list. A standard safety net that goes a lot further than most competitive warranties that, if offered with the additional two years of comprehensive coverage or five to seven years of powertrain coverage would add hundreds and possibly thousands more to the price of the vehicle.