Price: $29,195 to $38,595
Competitors: Ford Explorer, Honda Pilot, Mazda CX-9, Nissan Pathfinder, Toyota Highlander
Powertrains: 3.3-liter V-6, 290 hp, 252 lb-ft; six-speed automatic, FWD or AWD
EPA Fuel Economy (city/hwy): 18/25 (FWD); 18/24 (AWD)
What's New: The Santa Fe is the bigger of two new Hyundai crossovers. It shares the name and the basic front-drive architecture with the five-seater Santa Fe Sport, but the Grande version comes with a longer wheelbase, three-row seating, and a robust V-6 powertrain. The bigger Santa Fe replaces the Veracruz, which occupied the top spot in Hyundai's crossover lineup through the 2012 model year. Hyundai engineers say, though, that there is essentially no structural or component commonality between Veracruz and its replacement.
Hyundai's new direct-injection 3.3-liter V-6 and substantial weight reduction combine to deliver a power-to-weight ratio that beats that of the Santa Fe's peers, plus, a 3-mpg uptick in EPA highway fuel economy. The six-speed automatic transmission offers manumatic operation but is smooth and responsive in full auto mode.
Although it's longer than the Veracruz, the Santa Fe's other dimensions are tidier, particularly height. Interior materials are first-rate; some drivers may find the new stain-resistant cloth upholstery more appealing than the handsomely stitched leather of the Limited model. "Handsome" also applies to the exterior, which reflects Hyundai's Fluidic Sculpture design language.
Tech Tidbit: The Santa Fe's all-wheel-drive option eliminates the previous lockable center differential. Supplied by Magna-Steyr, the AWD can transfer up to 46 percent of engine torque to the rear axle via a servo-motor-operated clutch pack mounted just ahead of the rear differential. The normal torque split is 97 percent front.
Driving Character: Although its wheelbase is longer than the Sport's, the big Santa Fe has a structure that feels rigid and more solid than the Veracruz's. Suspension tuning tends toward firm, with surprising roll stiffness for a vehicle in this class. This keeps cornering attitudes relatively flat, minimizing the rock and roll that defined Veracruz dynamics.
The word agile doesn't come to mind, and progressive understeer is the inevitable consequence of hard cornering. But the Santa Fe gets high marks for absolute predictability, respectable power, all-around pleasant road manners, and good braking performance.
Favorite Detail: The Santa Fe's 3.3-liter direct-injection V-6 is basically the same as the one introduced with the 2013 Hyundai Azera sedan. But to get it ready for SUV duty (the Santa Fe has 5000-pounds-max towing, for example), the engineers prescribed expensive coatings of chromium nitrate on tappets, cams, and rocker arms for enhanced heat resistance and reduced friction. Other upgrades: new piston rings, a variable-output oil pump, and a three-stage intake system.
Driver's Grievance: Aside from its electric-power-steering system, which, like most, is vaguely off-center, there is little to dislike in the Santa Fe's deportment. It's quiet, smooth, and reasonably responsive by midsize-crossover standards. On the other hand, there's nothing in its driving character that could be called engaging. If fun-to-drive is a priority, this entire class of vehicles is the wrong place to shop.
Bottom Line: The Santa Fe represents a retrenchment by Hyundai, replacing the well-appointed but otherwise forgettable Veracruz. Like all Hyundais, it includes lots of standard equipment baked into its two-tiered pricing structure (GLS and Limited). Its structure compares with the best in terms of rigidity, allowing firmer suspension tuning, which in turn yields respectable handling responses. Safety features are generally consistent with the competition's, though a blind-spot warning system is conspicuous by its absence in a family-oriented vehicle. Nevertheless, the Santa Fe looks like a serious contender in a tough category.
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