2007 Hyundai Santa Fe Reviews

Ewan Kennedy reviews the first, second and third generation Hyundai Santa Fe between 2000 and 2015 as a used buy.

Don Bate bought his 2009 Hyundai Santa Fe SLX diesel manual in 2011 when it had done 25,000 km. It has now done 72,000 km, 30,000 of which have been towing his 1750 kg caravan. He says the Santa Fe is a superb towing vehicle. It gets 7.2 L/100 km around town and 10.5 L/100 km towing on the highway. The clutch had to

Ewan Kennedy road tests and reviews the used 2000-2013 Hyundai Santa Fe.

Larger than average for its class, the Hyundai Santa Fe is a popular SUV that can be used as a family car provided the offshoots haven’t reached their hulking-teen stage.There's good legroom in the rear, but some of that legroom has been gained by stealing space from the front seat occupants. A third-row seat option arrived in the all-new model in 2006. As good luggage space, including side bins and hidden storage space under the floor panel. A retractable blind and luggage net combine to improve safety and security. The rear glass can be opened separately if you don’t want to lift the whole tailgate, a real convenience in cramped carparks.Off-road Santa Fe's better than average for its class and can cope with harsher conditions than those likely to be demanded by the typical owner. It really is a 4WD, not simply an SUV. But don’t mistake if for a full house off-roader or you may get yourself into stuck in awkward areas. The Santa Fe first reached Australia in 2000 and sales were moderately good from the start, though it its somewhat over-the-top styling didn’t appeal to everyone.An all-new, larger, model was launched in May 2006 with a more mainstream look that saw it pick up a lot of buyer interest. The 2006 model was offered with a third row of seats for the first time. As in any vehicle of this size, the extra row of seats steals a lot of the boot area. Ride comfort is generally good and handling is nicely sorted for Australian conditions.The Koreans really seem to have a feel for what Australian drivers like in their vehicles. In the bush the Santa Fe copes well with corrugations, in the suburbs speed-bumps seldom cause any real grief. Santa Fe originally arrived only with the power of Hyundai's 2.7-litre V6 engine, but the range was expanded in 2001 when a four-cylinder 2.4-litre unit arrived. The four-cylinder engine wasn’t all that popular and was taken off the Australian market towards the end of 2003. That’s no reflection on the four-cylinder engine itself and it should make a good used-car buy.Four-cylinder engines in a car of this size can be a bit of a compromise in performance and Hyundai was smart in only importing it with a five-speed manual version as an automatic could have taken away enough grunt to make it unacceptable for some drivers. All V6-powered Santa Fe models have a four-speed automatic transmission. The V6 auto has a sequential function to give the driver a fair degree of manual control and is useful for getting the best from the engine.From late 2006, Hyundai offered its Santa Fe with a turbo-diesel engine for the first time in Australia. The potential fuel savings make it worth hunting down. The Hyundai dealer network is large and generally widespread in Australia. Because most Santa Fe 4WDs are used in the metropolitan areas dealers aren't that common in the bush, so check in our local area to make sure spares and service are on offer close handy. Spare parts prices are about average for this class.Santa Fe is fairly traditional in its mechanical makeup and the good home mechanic will find themselves able to do much of the work. It always pays to have a good workshop manual at hand, and don’t attempt any safety related repairs unless you really know what you are doing.Insurance charges are moderate, though there does seem to be a bigger than average spread of premiums between companies. So it’s worth taking the time to shop around for the best deal for your circumstances.Hyundai Santa Fe works extremely well considering it’s the company’s first attempt at a vehicle in this class. It has since been joined by the slightly softer Tucson SUV and the tough Terracan off-roader, thus making Hyundai very much an integral part of the booming Australian 4WD/SUV scene.WHAT TO LOOK FORLook over the interior for signs of it having had a hard time at the hands of uncaring children. Build quality is generally good, but there can be the occasional rough one.Check for signs of underbody damage caused by harsh off-road use. The body corners and doors sills are often the first to suffer. Also look at the protection plates under the engine for damage.While you are under the vehicle look for white stains that may be the residue of salt water picked up during a trip to the beach. Salt water can create corrosion much faster than fresh.Look for fine scratches in the paint where the body has been squeezed past branches. Deeper scratches are likely to have been caused by trees or rocks.Check that the engine starts easily, that it pulls well and doesn’t hesitate when accelerated suddenly.Make sure the transmission operates smoothly and easily and that there are no funny noises from the driveshafts and universal joints.CAR BUYING TIPBeware the SUV that has been taken to off-road areas by people that don’t know a lot about driving on unsealed surfaces. It may have suffered body, underbody and even suspension damage. 

It has taken Korean importer Hyundai to say what most already know, a city AWD is all about talking the talk rather than walking the walk.“Most owners do not need, or even demand, all-wheel-drive in their SUVs,” Hyundai product planning manager Ben Hershman said at this week's launch of the Santa Fe 3.3-litre.“The story for the majority of owners of these cars is the size, the space and the style. For that reason we have chosen to go with the 3.3 V6 as a front-wheel-drive only.”Since the launch of the Tucson City compact SUV as a front-wheel-drive the model mix has been 82 per cent in favour of the two-wheel-drive car.“There are some who do want the capacity of AWD and for those buyers there is AWD in the 2.7-litre petrol and 2.2-litre diesel,” Hershman says.The 3.3 V6 — the 180kW and 309Nm unit from the Sonata range comes in the same three trims as the existing models, the SX five-seater at $37,990, the SLX seven-seater at $40,990 and the range-topping Elite seven-seater at $46,490, which is $2500 below a similarly specified diesel model.The only gearbox option is the five-speed automatic. Hyundai Australia boss Steve Yeo says the biggest stumbling block in Australia remains the gap between the marque's actual and perceived quality levels.“Perception is still lagging a little bit behind reality,” Yeo says. “To take the next step we need to change people's perceptions of the product.”Yeo says changing the mindset from the company's early days in Australia as the “drive away, no more to pay” bargain basement dweller is taking longer than he would like.“People are slowly starting to understand that Hyundai is at the very top of quality and satisfaction surveys from overseas markets, particularly in the United States,” Yeo says.“Because we are choosing to use quality materials and high-standard levels of equipment, competitive pricing can be a challenge against makers from countries with a more favourable exchange rate.”The V6 Santa Fe is essentially unchanged from the current models, with the company insisting the only changes are a slightly softer spring in the rear to compensate for the absence of the rear differential.Overall weight for the 3.3 is down about 100kg over the equivalent AWDs, but because of the larger engine it doesn't equate to better fuel economy.Hyundai's figures show a 10.7 litres per 100km combined cycle. The return on the launch drive was closer to 11.5 per 100km, that was over a 210km drive on freeway and twisting mountain roads. What was evident from the first corner was the car's more refined and composed steering.Hyundai's engineers, while conceding the 3.3 offers a less frantic experience at the wheel, insist there have been no changes to either components or tuning to accommodate the V6. On reasonable surfaces the Santa Fe rides light with passenger comfort to the fore.Push on as the surface deteriorates and there is a degree of initial movement on the suspension into corners, but the chassis soon settles with confidence-inspiring surety.The standard ESP and traction control is not aggressive but steps in smoothly when the car begins to move around on loose surfaces. Launch vehicles were top-end Elite trim, no doubt to underscore fit and finish quality. The interior could be from any high-end manufacturer, with first-class fit and fitment, quality levels of materials and equipment, and nice touches.Demure blue lighting in both the instrument display and centre cool box, front and rear power outlets, full-size spare and airconditioning with pollen filter all go the extra yard. 

The idea of a people mover sounds about as appealing as recycled water.But the prospect of captaining a large offroad juggernaut is daunting to say the least.That makes you a candidate for what's known as a sports utility vehicle (SUV), a cross or crossover between a car and an off-roader.SUVs offer the functionality of people movers, with the added versatility off a four-wheel drive the best of both worlds.Like most of us you don't have a fortune to spend, but you still want an auto and you've heard diesels are cheaper to run.That narrows the field to two main contenders Holden's Captiva CX and the Hyundai Santa Fe SLX CRDi (priced from $39,990 and $43,490 respectively).Cheaper petrol powered versions of both are available, but they simply don't perform as well especially when fully loaded.Before beginning we'd like to point out that both vehicles are excellent and offer fantastic value for money. It's only when driven back to back that differences start to emerge.Captiva is newer, sleeker and wears the Holden name. Santa Fe has been around longer, quietly earning accolades even from the four-wheel drive mags.Although one wears an Aussie badge, both vehicles are built in Korea.Captiva is $3500 cheaper and that cannot be ignored, but there's more to the equation.Santa Fe has a larger 2.2-litre turbo diesel compared to Captiva's 2.0-litre unit.Both engines produce about the same power (110kW versus 114kW) but Santa Fe at 343Nm produces 23Nm more torque and does so 200rpm lower down.It makes a big difference in performance, particularly on hills, overtaking and carting the children.Even though it has a larger engine, Santa Fe returns better economy at 8.2 litres/100km and has a larger tank (Captiva is rated at 8.7 litres/100km).Both vehicles are fitted with a five-speed auto that allows drivers to change gears manually. But Captiva is slow to respond below 2000rpm.In terms of safety both vehicles come with the full quota six airbags, anti-lock brakes and electronic stability control.Captiva adds rollover protection while Santa Fe's active front head rests move forward in the event of a crash for better protection.Both vehicles sit on 17-inch alloys, but Santa Fe is fitted with a slightly taller 65 profile tyre. It also has a wider track (distance between wheels), both of which contribute to a smoother ride and quieter interior.Both seat seven but the Hyundai is roomier and its third row of seats is larger and more comfortable, with additional air vents and fan controls provided.Suffice to say it was Santa Fe's third row that got the nod from our young guinea pig.With the third row of seats folded (they fold flat in both), Santa Fe also has more cargo area.Inside, the Holden has a darker, sportier Euro finish, with less glass area while the Hyundai makes use of lighter, more airy greyer shades.Also, the Holden's tailgate glass opens separately for quick access.Entertainment in Captiva is catered for with a six-stack CD player and MP3 auxiliary input, while Santa Fe makes do with a single CD and has no input (but can play MP3 CDs).Both vehicles perform strongly onroad, the narrower Captiva with a little more body roll.Even though they are unlikely Leg 1 to spend much time there, both wagons are surprisingly competent offroad.Front-wheel drive most of the time, power is transferred to the rear wheels when they slip.Captiva has hill descent control to automatically brake the vehicle, while Santa Fe's all-wheel drive can be locked equally between the front and rear which ultimately gives it an edge.Those who venture offroad regularly will welcome Santa Fe's full-size spare (Captiva's space saver is limited to 80km/h).Both vehicles can tow a two-tonne load.That's it in a nutshell, but we recommend buyers take both vehicles for a drive and compare equipment lists before deciding.

They're not what you call hardcore offroaders, but rather softer, all-wheel drive SUVs - the kind that spend the majority of their time on the road.Both vehicles have much to offer, but surprisingly it's the diesel that delivers the better fuel economy of the two.It also compares favourably in other depart- ments, despite the fact it costs half as much.We're talking about Hyundai's Santa Fe CRDi which crept quietly into the lineup towards the end of last year.Our test car was the mid-spec SLX with a five-speed auto and three rows of seats - priced from $43,490.Sure, it mightn't have the kudos or same level of equipment as the higher-priced vehicle.But it comes with everything you want and nothing you dont't.The SLX is available only as an auto and only with seven seats.It costs $4500 more than its petrol equivalent but the diesel is worth every cent, in terms of fuel economy and also ease of driving.If you want a manual you'll have to settle for the entry level SX or, if you only want five seats, you're got the pick of the SX or top of the range Elite.Having said that, the third row of seats packs flat and flush with the floor, so it's hardly an imposition.Besides, you never know when the extra seats might come in handy.The diesel engine is a 2.2-litre four cylinder common rail job built in house by Hyundai.If features the latest common-rail, direct injection design with variable-vane-geometry, air-to-air-intercooled turbocharger, Euro-4 emission calibration and a balance-shaft mod- ule in the crankcase.Power output is 114kW at 4000rpm and it delivers 343Nm of torque between 1800 and 2500rpm.It's smooth, it's quiet and it's powerful.Ccoupled with the adaptive five-speed auto - it's a cracker.In terms of economy, the manual is rated at 7.3 litres/100km and the seven seat auto is good for 8.2 litres/100km.True to form our test car got 810km from the 75 litre tank at a rate of 8.3 litres/100km.Even more impressive is the fact that a fuel economy expert got 1777km from a single tank recently.We loathed the style of the old Santa Fe with all those conflicting curves, but this one looks the goods, with its alloy wheels and dual exhaust outlets.The build quality inside and out is as good as anything from the Japanese.Given the choice, we'd get rid of the spray of plastic wood inside - but hey you can't have everything.The blue instrument lighting looks great at night and the sound system is a decent one.In fact, there's not much we don't like about the Santa Fe.The only thing that springs to mind is the leather-clad steering wheel which is so smooth it is almost slippery at times.It's nothing a bit of texture wouldn't fix up.Standard safety equipment with this model includes six airbags, active front head restraints and electronic stability control.