Ob Hyundai or Kia, models from Korea have been convincing for a long time with their modern design, good quality and up-to-date technology. With the new flagship Santa Fe, Hyundai is now raising the bar a little higher. And surprised us in one discipline in particular.
The Koreans do some things differently than their European competitors and often do some things better. In addition, they always come up with independent technical solutions, for example with alternative drives. Our test car, a Hyundai Santa Fe with full hybrid drive, surprised us not only in this respect.
Large dashboard with many buttons
For a major facelift - and that's what the 2021 model year is all about - the changes are initially quite extensive. For example in the cockpit, which looks much more modern than the old version. The new dashboard does not pose any riddles, there are many buttons, but they are always assigned a single function, are well labeled and thus allow easy and direct access to many functions.
The central touchscreen with the screen diagonal of 10,25 inches, which is common today, also makes operation easier and the navigation system does not break any records, but still works sufficiently fast. The driver also looks at a digital 12-inch instrument, which, in addition to the usual displays, also shows navigation instructions. But that's actually not necessary because our test car had an easy-to-read head-up display that shows the driver all the information they need while driving.
Instead of a selector lever, the six-speed automatic transmission is operated via centrally located buttons. There is actually nothing to be said against this, but the response time until the system has switched from D to R, for example, is a little too long.
The full hybrid system works almost perfectly for this. Hyundai combines the well-known 1,6-liter turbo petrol engine and its 132 kW/180 hp with an electric motor with 44 kW/60 hp and a system output of 230 hp. The battery is very small at 1,49 kWh, but it is definitely enough for a few kilometers of purely electric driving. The main purpose of the battery anyway is to support the petrol engine in energy-intensive situations, i.e. especially when accelerating. That's where you can save the most fuel. You can tell how much support the electric motor provides when the battery is empty and only the petrol engines have to work. They alone have their problems with the two-ton SUV.
The Hyundai Santa Fe takes breaks for the engine even on the freeway
But the system works perfectly, the battery recharges quickly and effectively when braking and going downhill, so that we were rarely on the road with an empty battery. On the motorway, we often found ourselves in coasting mode when coasting, giving the combustion engine a break. All of this is reflected in consumption. 7,6 liters (WLTP) is the standard consumption of the 4,80 meter long Korean, in practice it was just half a liter more despite predominantly brisk locomotion. Incidentally, the full hybrid cannot keep up with the 2,5 ton trailer load of the diesel variant, but 1.650 kilograms are not bad either.
In general, the Santa Fe is above all a great touring car. It is available as a seven-seater or – as we have chosen – as a five-seater. Then it not only offers plenty of space and good seats for the passengers, but also a large trunk with a volume of up to 831 liters. If you fold down the rear seat, you get 1.700 liters. The Hyundai also beats most of the large station wagons. In addition, the rear seat bench can be moved in length and the backrest angle can be adjusted. That's how it should be.
The chassis is set up very comfortably. That's okay in most situations, but depending on the amplitude of the road, the Santa Fe tends to rock. With a little more fine-tuning, you could certainly reduce the nodding movements.
Kia a little cheaper
Our test vehicle came (of course) in the expensive Signature equipment for 59.150 euros, which includes everything except for the panoramic sunroof and the metallic paint. The cheapest way to drive the full hybrid variant of the Santa Fe is the Trend equipment level for 51.450 euros, but a few wishes remain unfulfilled here. If you want to save, you could take a look at the sister model Kia Sorento, which is around 3.000 euros cheaper with comparable equipment. Another option, at least for predominantly short-distance drivers, would be the Santa Fe as a plug-in hybrid. According to the price list, it costs a little more than the full hybrid, but after deducting the almost 6.000 euros Bafa premium, it is even cheaper in the end and, as a company car, would only have to be taxed at half the rate.
The vehicles of the Hyundai Group are no longer a bargain. But to answer the question from the headline: Yes, this is still a Korean car. But no, the current Santa Fe doesn't have much in common with its predecessors. In terms of design, drive, equipment and processing, this model even drives some Europeans up and away.
Five-door, five-seater upper mid-size SUV; Length: 4,79 meters, width: 1,90 meters (with exterior mirrors: 1,90 meters), height: 1,69 meters, wheelbase: 2,77 meters, trunk volume: 831 - 1.704 liters
1,6-liter turbo petrol engine with 132 kW/180 hp, electric motor with 44 kW/60 hp, system output: 169 kW/230 hp, maximum torque: 350 Nm, six-speed automatic, all-wheel drive, 0-100 km/h: 9,1 187 s, Vmax: 7,6 km/h, standard consumption: 2 liters (WLTP), CO172 emissions: 6 g/km, emission standard: Euro 8,1d, efficiency class: A, test consumption: XNUMX liters
Price: from 51.450 euros (trend)
Why: lots of space, harmonious drive duo, acceptable fuel consumption, comfortable set-up, fine workmanship, long guarantee
Why not: no longer cheap, drive not very dynamic, fine-tuning of the chassis would be nice, the plug-in is cheaper after deducting the premium
What else: BMW X3 30i, Jaguar F-Pace P250, Kia Sorento 1.6 Hybrid, Mercedes GLC 300 or the PHEV version of the Santa Fe