Crossovers are the family vehicles of choice for many new-car buyers in these days of record fuel prices, and one of the best is the Hyundai Santa Fe, which entered its second generation just last year.

In the makeover, the Santa Fe was upgraded to a midsize model from its previous compact size.

With the redesign, the Santa Fe now has a third-row seat and room for seven people, which puts it up against the segment-leading Toyota Highlander and other popular midsize crossovers with three rows, including the Honda Pilot.

It earns the “crossover” designation because of its unibody construction that combines the body and frame in one piece, giving the Santa Fe the ride and handling characteristics of a sedan rather than a truck.

The new model replaced a compact Santa Fe that already had been a hit. It was well-built, affordable, stylish and easy on gas.

Hyundai didn’t abandon the compact segment, though, as it also offers the Tucson, introduced for 2005, which actually is in the same segment as the previous generation of the Santa Fe; the Santa Fe was just slightly larger and better-equipped, giving it a higher price.

This newest Santa Fe is 184.1 inches long, 7 inches longer than its predecessor. It’s also an inch wider and almost 2 inches taller. Its track is 2.9 inches wider, which makes it wider than the tracks of the Highlander and Explorer.

Even though it is larger, the new Santa Fe starts at $21,150 (plus $695 freight) for the base GLS model with front-wheel drive and five-passenger seating. To get the third row, you have to move up to the midlevel SE model, which begins at $24,150.

Or you can go all out and choose the top-of-the-line Limited model, which has a base price of $28,100 with front-wheel drive or, as in the case of our test vehicle, $29,600 with all-wheel-drive.

With a few extras, our tester’s sticker price went up to $32,165 (with freight), but it’s really not necessary to spend that much to have a nice Santa Fe.

The Santa Fe was the first production vehicle created by Hyundai’s new U.S. design center in Irvine, Calif. The center’s mission, Hyundai said, was to design a vehicle “to meet American consumers’ demand for safety, style, sophistication and performance.”

Benchmark for the new Santa Fe wasn’t the Highlander and Pilot; instead, it was vehicles such as the Lexus RX and Acura MDX, which are the premium versions of the Highlander and Pilot, and the Volvo XC90.

The Santa Fe’s safety features include electronic stability control, anti-whiplash active head restraints, and side-curtain air bags for all three rows of seats.

The side-curtain air bags are standard on all models. Some of the Santa Fe’s competitors offer this feature as an option.

Electronic stability control also is standard on all versions. This system is designed to help maintain vehicle stability in extreme maneuvers to help prevent rollovers. This is a feature that is appearing as standard equipment on many of the newer vehicles and can help lower death rates from SUV accidents substantially.

The 2.7-liter V-6 engine is rated at 185 horsepower and 183 foot-pounds of torque, which should be adequate for most people’s everyday needs.

For a lot more zip, though, with nearly the same fuel economy, the 3.3-liter V-6 in the uplevel models, including our Limited, is the best choice. It cranks out 242 horsepower and 226 foot-pounds of torque.

Those engines represent increases of 15 horsepower from the 2.7-liter engine in the 2006 model, and 42 horsepower from the 3.5-liter V-6 that was optional in the ’06 — with better fuel economy for the larger engine despite the huge spike in power.

EPA ratings are 18 miles per gallon in the city and 24 mpg on the highway for the base GLS model with the 2.7 engine and 17 city/24 highway for the models with the 3.3-liter.

The 2.7-liter model comes with a standard five-speed manual transmission, while a four-speed automatic is an additional $1,300.

With the 3.3-liter engine, a five-speed automatic is standard. Both of the automatics come with the Shiftronic feature, which allows the driver to shift manually (without having to use a clutch).

Two-wheel drive is standard, but the electronically controlled all-wheel-drive system is optional. It automatically sends power to the wheels offering the best traction. The driver also can activate a new center differential lock that splits power 50-50 between the front and rear axles regardless of which wheels have the best traction. This can help move the vehicle better in some off-road situations.

Don’t count on doing any serious off-road driving, however. The all-wheel-drive system does not have low-range gearing.

The Santa Fe’s new exterior design has a more aggressive look that includes a new grille and headlights. The body is more aerodynamic, with a lower coefficient of drag. That’s the measure of wind resistance; and the lower the resistance, the better a vehicle’s fuel economy.

Although the vehicle is shorter than the Lexus RX, there is more head, leg and shoulder room in the first two rows of seats. The RX doesn’t offer a third row of seating.

In the Santa Fe, the third-row seat has a 50/50 split and can be folded flat to increase cargo space. The middle seats, with a 60/40 split, can be folded, too, creating a cargo area of 78.2 cubic feet. With the second and third rows of seats in place, though, cargo space is just 10 cubic feet.

Three trim levels are offered: the base GLS, midlevel SE and Limited. But even the GLS is well-equipped, except for the absence of the third seat, and has more standard equipment for thousands of dollars less than a Highlander.

GLS models come with 16-inch alloy wheels, 112-watt AM/FM/CD/MP3 audio system with six speakers, rocker panel moldings, heated power side mirrors, power windows and door locks with remote, roof rack with sliding cross rails, tire-pressure monitoring system, air conditioning, and a tilt and telescoping steering wheel.

Options include the four-speed automatic transmission and a Premium Package ($2,100), which adds a power tilt/slide glass sunroof and heated front seats, among other extras.

Moving up to the SE model brings the 3.3-liter engine and five-speed automatic transmission, 18-inch alloy wheels, auto-dimming rearview mirror with compass, front fog lights and steering wheel audio controls.

To get the third seat and rear air conditioning, buyers must choose the SE Touring Package ($1,500).

The SE Premium Package ($1,850) adds a power driver’s seat with lumbar support, a power tilt/slide glass sunroof, heated front seats and universal garage/gate opener.

Limited models come with everything found on the SE, plus leather seats, heated front seats, power driver’s seat with lumbar support, dual zone automatic climate control with outside temperature display, and the universal garage/gate opener, among other things.

Special exterior touches on the Limited include a chrome grille and exterior door handles, and a body-color rear spoiler. A power tilt/slide glass sunroof is standard.

The Limited also comes with a 605-watt Infinity audio system with 10 speakers, 115-volt power outlet and power front passenger seat.

Our vehicle came with the optional navigation system ($1,750), as well as carpeted floor mats ($120).

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2008 Hyundai Santa Fe

The package: Midsize, five-door, five- or seven-passenger, V-6 powered, front- or all-wheel-drive crossover utility.

Negatives: Can get pricey in the top model with all the options.

Length: 184.1 inches.

Curb weight: 3,727-4,022 pounds.

Engines: 2.7-liter or 3.3-liter V-6.

Transmissions: Five-speed manual, four- or five-speed automatic.

Power/torque: 185 HP/183 foot-pounds (2.7-liter); 242 HP/226 foot-pounds (3.3-liter).

Brakes, front/rear: Disc/disc, antilock.

Electronic stability control: Standard.

Side air bags: Front seat-mounted; side-curtain, all rows.

Cargo volume: 10 cubic feet (third seat in place); 34.2 cubic feet (third seat absent or folded).

Towing capacity: Up to 3,500 pounds.

Fuel capacity/type: 19.8 gallons/unleaded regular.

EPA fuel economy: 18 miles per gallon city/24 (2.7-liter); 17/24 (3.3-liter).

Major competitors: Honda Pilot, Toyota Highlander, Mitsubishi Endeavor, Nissan Murano, Dodge Journey.

Base price range: $21,150-$29,600 plus $695 freight.

Price as tested: $32,165 (Limited all-wheel drive, including freight and options).

On the Road rating: 8.8 (of a possible 10).

Prices shown are manufacturer’s suggested retail; actual selling price may vary.

G. Chambers Williams
San Antonio Express-News

At the risk of sounding like a hopeless rube, I’ll confess that I mistook a Hyundai for a BMW last week. The error was fleeting, but still surprising. BMW makes premium-class vehicles designed to pamper, flatter and entertain people who enjoy active driving. By contrast, many people still consider Hyundai an economy brand.

The gaffe occurred when I caught my first, rapid glimpse of the model I would be test driving for this report. “Oh, nice, a BMW X3,” I thought. The X3 is the smaller of two “sport-activity vehicles” sold by the German automaker. Starting at $38,775, it aims to combine the athletic road maneuvers for which BMW is renowned, with the hauling utility and all-weather security of an SUV.

But a closer look revealed that my test model was a Hyundai Santa Fe. The medium-sized SUV is a crossover (a sport utility body built on a car-like foundation, rather than a truck frame). It carries a suggested retail price of $21,690 for a front-drive model in standard trim. All-wheel-drive versions start at $23,390.

The Santa Fe deceived me with its wide, stable stance, its poised rear haunches, its blunted nose, wrapped front corners and, especially, its subtly arched, black-railed roof. The vehicle also looked very well finished, painted a silver-blue that shone deeply and lustrously in the sunlight. Before taking a moment to examine it, I thought I was approaching a wagon much more expensive than the Santa Fe turns out to be.

The brief masquerade last week doesn’t diminish the X3. Unquestionably, BMW makes a desirable vehicle. But the incident says a lot about Hyundai.

No doubt the handsomely assertive aspect of the Santa Fe, along with its gloss of craft and quality, help account for its enduring appeal. Hyundai, which builds Santa Fe in Alabama, introduced the current version as a 2007 model. The redesigned SUV performed well its first year, attracting buyers when the overall car market was turning south. Last year, Santa Fe sales increased 45 percent over 2006. But through the first three months of this year, Santa Fe sales are down about 17 percent nationally, according to Hyundai Motor America, the California-based U.S. arm of the Korean auto maker. But keep in mind that demand for just about every vehicle is falling this year.

The best indication that Santa Fe is carving out an audience comes from the growing number I notice sharing our roads. Salem Ford Hyundai in Salem, N.H., has a hard time keeping them in stock, reported Nancy Rodriguez, the dealership’s Hyundai sales manager.

“My inventory has gotten low” after a few months of strong demand, she said. At the moment, Hyundai is buffing the SUV’s appeal with low finance rates and rebates, she explained.

Rodriguez boasted that Salem Ford Hyundai beats even the best manufacturer offers, because it operates as a no-haggle, one-price dealer that sells all models for $300 over their own net price. She said the net price is typically lower than the vaunted invoice price, which is the amount car makers charge dealers before tacking on dealer profit. The net price includes additional discounts a car company gives a dealer.

To illustrate, she noted that the sticker price for a fully loaded Santa Fe Limited model pushes toward $34,000. “After my discounts and my rebate, you’re looking at $28,600. For everything: leather, sunroof, rear DVD entertainment center. Everything. If you start looking at other SUVs with that equipment, you’re up in the $40s,” she said.

The standard equipment built into Santa Fe helps make it attractive to motorists, said Rodriguez. A basic Santa Fe GLS comes with air conditioning, cruise control, power windows, doors and mirrors, four-wheel disc brakes, tinted glass, tire-pressure monitoring and alloy wheels. The base model is powered by a 2.7-liter V6 mated to a manual transmission. The higher level, SE and Limited versions get a 3.3-liter V6 and five-speed automatic.

Safety equipment built into every Santa Fe includes advanced anti-lock brakes, dynamic stability control, and air bags all around, including side-curtain air bags.

Indeed, Rodriguez noted that Santa Fe’s safety standing increases its appeal to families. The SUV earned the National Highway Traffic Safety Administration’s top, five-star crash test rating for front and side collisions. It is also a Top Safety Pick of the Insurance Institute for Highway Safety, which gave the award to only 20 other models this year.

Another big family pleaser is the fold-down, third-row seat, which converts five-passenger Santa Fe into a seven-seat SUV, said the sales manager. Hyundai added the feature as an extra-cost option this year. The majority of Santa Fe buyers at the Salem dealer choose it, said Rodriguez.

The Santa Fe Limited I drove included the third seat. But for the SUV’s biggest test, I folded it flat to utilize the full rear cargo floor. It very handily held the dog crate for a 10-month-old, hyperactive whippet named Sonya. The cargo bay still had room for a cooler and weekend travel bags. Up front, Santa Fe comfortably accommodated three adults for a two-day, 1,000-mile dash.

I would have liked better fuel economy than the 22 miles per gallon Santa Fe delivered. (Its official, EPA fuel-use estimates are 17 mpg city, 24 mpg highway.) But a smaller vehicle, with better fuel economy, may not have treated Donna, Erik and me so well. The road-trip ride was supple and quiet. Seats readily adjusted to accommodate changing drivers. The back seat provided lots of space to snooze in reasonable comfort between shifts behind the wheel. The navigation system was cooperative when we needed it. The comfort and entertainment controls were intuitively easy to operate an important factor.

Would I take the Hyundai Santa Fe over the BMW X3 I first mistook it to be?

BMW is a premium brand, so it carries more status and prestige than mass-market models. An upscale image has value for people who want it, so they willingly pay more for products that convey such an image. That intangible value accounts for part of the price difference between the vehicles. There are other differences, too. I would examine them all. My choice, like yours, would depend on which brought me the most personal benefits — both tangible and intangible — for the dollar.

2008 Hyundai Santa Fe

Vehicle type: front- and all-wheel-drive, 5- and 7-passenger, midsize SUV

Price range: $21,690 to $30,340 (plus options)

Warranty: 5 years/60,000 miles basic warranty; 10 years/100,000 miles powertrain warranty; 7 years/unlimited miles corrosion warranty; 5 years/unlimited miles roadside assistance

Base engine: 2.7-liter V6

Power: 185 horsepower at 6,000 rpm; 183 lb.-ft. torque at 4,000 rpm

Transmission: 5-speed manual

Fuel economy: 17 mpg city; 24 mpg highway

Wheelbase: 106 inches

Length: 184 inches

Width: 74 inches

Height: 68 inches

Weight: 3,727 pounds

Fuel capacity: 19.8 gallons

Turning circle: 35.8 feet

By Jeffrey Zygmont
Motor Mouth
Eagle Tribune

Santa Fe’s a wheel winner

TEST DRIVE | There’s little not to like in this 2008 model from Hyundai, which nicely blends features of sport-utility vehicles and cars

The Santa Fe is another mid-size SUV that could be marketed as one of the increasingly popular crossover vehicles — those combining SUV utility with carlike manners.

The Santa Fe debuted for 2001 and was continually updated over the years to become a solid model with Hyundai’s long warranty. But the 2007 model got the Santa Fe’s first major changes, being made larger, roomier and more powerful. New features included availability of an optional third-row seat for seven-passenger seating, although the third seat area is strictly for kids.

The changes paid off, as Hyundai saw Santa Fe sales jump to 92,421 units in 2007 from 63,931 in the previous year.

The handsome Santa Fe is nicely built and has an attractive, if rather bland-looking, interior.

The Santa Fe, as with all Hyundais, always has been very price-competitive. List prices for the 2008 Santa Fe go from $20,995 to $29,600. It comes as GLS, SE and top-line Limited models. It’s offered with front- or all-wheel drive that permits locking in a 50/50 front/rear power split.

Hyundai dropped a four-cylinder Santa Fe engine in 2005, so even the base GLS trim level has a 2.7-liter, 185-horsepower V-6, air conditioning, tilt/telescope wheel, cruise control, AM/FM/CD/MP3 player, second-row split folding seat and power mirrors, windows and door locks with remote keyless entry. It comes with a five-speed manual gearbox or extra-cost four-speed automatic transmission with manual-shift capability.

Move to the mid-range SE, which starts at $24,100, and you get a 3.3-liter V-6 with 242 horsepower and standard five-speed automatic transmission, also with manual-shift capability. The SE also adds a leather-wrapped wheel with radio controls, heated power mirrors, wiper deicer and wider 60-series tires on larger 18-inch wheels — up from 70-series tires on 16-inch wheels.

The uptown Limited’s features include leather upholstery, heated front seats, power sunroof, dual-zone automatic climate controls, power driver’s seat and an upgraded audio system with an in-dash 6-disc CD changer.

All Santa Fe models have safety features galore, including front and curtain-side air bags, traction control, anti-skid system and anti-lock brakes with brake assist.

All seat five, but you can get the SE model with the 50/50 split third-row seat for seven-person seating in a $1,500 Touring Package, which includes rear air conditioning, transmission cooler, heavy duty engine cooling and trailer wiring.

There are a variety of option packages for the GLS and SE, and stand-alone options for the Limited are a $1,750 navigation system and a $1,750 DVD entertainment system.

The Santa Fe is fairly heavy at 3,727 pounds and up, so the 2.7-liter V-6 provides just adequate acceleration. In contrast, the 3.3 V-6 with its added power and torque provides strong acceleration, with an especially good 65-75 mph passing. It works with a very responsive transmission, although the shifter has a rather notchy action.

Estimated fuel economy of the 2.7 is 17 mpg in the city and 24 on highways with front drive and the manual transmission and 18 and 24 with the automatic (or 17 and 23 with the automatic and all-wheel drive). The 3.3 with its extra-gear automatic provides 17 city, 24 highway with either drive system. Only regular-grade fuel is needed.

I tested a Limited with all-wheel drive. It had quick, nicely weighted steering and a tight turning radius for good maneuvering in close quarters. It also had a firm-but-supple ride and almost carlike handling, although it’s no sports SUV (or crossover). The brakes pedal has a linear action for consistently smooth stops.

Just a little extra effort is needed to get in and out of the quiet interior, although reaching the third-row seat is easiest for nimble kids. Front seats should offer more side support. But occupants sit high. Visibility is generally good, and a driver has outside rearview mirrors nicely sized for safe lane changes and faces easily read gauges that have colorful red-and-white pointers on a black background. Easily reached sound system and climate controls are large, but the driver’s power window controls are set back a bit too far, as are the console’s twin cupholders.

Interior door handles are easily grasped for quick exits, and sun visor mirrors have sliding covers and are illuminated by lights in the roof — a nice touch.

Dashboard vents are strategically placed for good heating and cooling, and there’s a deep covered console storage bin.

The large cargo area has a low, wide opening. The hatch has no opening glass area, but it is equipped with a hefty pull-down strap. The cargo area has a moderately deep, covered bin in which to put valuable objects.

The fairly new Hyundai Veracruz, which is larger than the Santa Fe but also classified as a mid-size SUV/crossover, seems to be stealing some Santa Fe sales, but it is more costly, starting at $26,900. The Santa Fe thus remains the bargain child of Hyundai’s SUV/ crossover lineup.

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2008 HYUNDAI SANTA FE
Prices: $20,995-$29,600

Likes: Fast with larger V-6. Roomy. Nice ride and handling. Key safety items. Strong warranty.

Dislikes: Power window controls too far back. Notchy transmission shifter. Third-row seat just for kids.

March 8, 2008
BY DAN JEDLICKA Chicago Sun-Times Auto Editor

2008 Hyundai Santa Fe Limited AWD

The Hyundai Santa Fe is an SUV offered in both FWD and AWD versions. The standard configuration has two rows of seating for up to five passengers. An optional seven-passenger version adds two more seats that fold out of the cargo floor. The internal dimensions of the Santa Fe suggest a mid-sized vehicle, but its taut exterior styling belies the actual size of this SUV.

With so many vehicles in the segment, it is difficult to identify direct competitors. Depending on what is important to the prospective buyer, there can be dozens of available alternative vehicles. The Santa Fe effectively splits the gap between smaller SUVs like the Ford Escape, and slightly larger models such as the Toyota Highlander. Dimensionally, the Santa Fe is similar to the Honda CR-V and the Toyota RAV4, but the five-passenger model has an interior volume comparable to the Nissan Murano and Ford Edge. Select the optional seven-passenger seating, and the only vehicles that can rival the Santa Fe’s accommodations and refinement cost $5,000-$10,000 more.

The Santa Fe can be equipped in GLS, SE and Limited trim levels. All three models are well equipped with standard stability control, anti-lock brakes, alloy wheels, power windows, door locks and a 6-speaker audio system. Entry-level GLS models start at just over $21,000 and include a 2.7L V-6 under the hood. The SE and Limited models add a larger displacement 3.3L V-6, standard five-speed automatic transmission, and larger wheels/tires. SE models list at just over $24,000 and include a leather-wrapped steering wheel and premium cloth seats. The range-topping Limited trim level starts at about $28,000; Limited models add heated leather seats, a sunroof, and dual-zone climate controls. All three models offer either FWD or AWD drivetrains. All-wheel-drive adds about $1,500 to the price. To get seven-passenger seating, the Santa Fe SE and Limited models must be equipped with an optional Touring package.

Our test vehicle was a 2008 Hyundai Santa Fe Limited AWD. The MSRP for this model was $29,600. An optional navigation system was included for $1,750, as were carpeted floor mats for $120. Price, as tested, was a reasonable $31,470. With the healthy list of features, the Santa Fe is comprehensively equipped for its price.

The first pleasant surprise is the interior. The headliner, seats, center console and lower half of the instrument panel were finished in light beige. The top of the dash, upper door panels, cargo area, carpeting, and scuff-prone areas are all finished in a contrasting charcoal color to hide stains. A band of plastic “wood” trim with aluminum highlights separates the transition between the light and dark-colored interior moldings. Although most plastic surfaces are hard to the touch, they are pleasantly grained and will not mar or scratch easily. More importantly, there very few visible panel gaps which lends to an overall impression of a very high-level of fit and finish. The Santa Fe’s upscale interior is more befitting of vehicles with much higher price tags, and is a cut above the Toyota RAV4 and other smaller SUVs.

The instrumentation is clear and useful with few gimmicks. A medium sized speedometer is front and center, with a tachometer to the left, and fuel and temperature gauges to the right. A small display inset in the tachometer shows the tire pressure monitoring system status. The speedometer includes a small trip computer that shows fuel economy, range, and trip mileage. The steering wheel has controls for the cruise control on the right, and the audio system on the left. The buttons are simple and easy to find without looking down. One complaint with many steering wheel-mounted controls is that they are sometimes too easy to hit accidentally while steering around corners. In the Santa Fe, we kept inadvertently hitting the audio system mode button.

The center stack starts at the top with an LCD clock and the passenger airbag indicator. Below that, our test model had the optional navigation system, which supersedes the audio system head unit. The dual-zone automatic climate control system is below; it consists of an LCD display with large temperature adjustment knobs on each side. Buttons for the defrosters and hazard lights are near the bottom. A small ashtray-sized container resides at the bottom edge of the instrument panel.

The center console contains a large tray for holding cell phones, mp3 players, etc. In a recessed area on the console are the heated seat controls, and a 12V power point. We wish all vehicles had a simple storage bin like this at the front of the center console. It is handy, yet out of the way of the cup holders and shifter. The armrest and center console cover a shallow bin above a deeper storage compartment. The rearview mirror is auto-dimming with an integrated compass. Above the mirror are the pushbutton controls for the sunroof, map lights and a sunglass holder.

The Santa Fe’s passenger accommodations are above average. The sculpted leather seats are properly shaped for comfort, while the perforated middle cushions help to manage perspiration. Front headrests adjust both up/down and fore/aft. The driver’s seat contains basic power-operated controls, but the front passenger makes do with manual adjustments. Rear seat occupants benefit from the reclining 60/40 split rear seatback. The outer seating positions are somewhat contoured and should be comfortable for most, but the middle passenger sits on a flat cushion and seatback acceptable for only short trips. All seating positions contain sufficient headroom and ample legroom.

Open the rear hatch via the unique side-mounted grab handle and the Santa Fe becomes surprisingly versatile for hauling duties. There is over 34 cubic feet of storage behind the second row seat. With the second row folded flat, stowage increases to over 78 cubic feet. In addition, there are two large storage compartments beneath the load floor. The rearmost compartment holds the tire changing kit, and has a spot for first aid supplies. The forward dividable compartment features a large deep well that is sufficient to hold a decent load of groceries. Seven-passenger models give up this cargo area for the third row seats. The spare tire mounts under the vehicle for maximum interior room.

Our test model was equipped with an optional navigation system, which is the first time Hyundai has offered a factory-installed navigation system. The system, made by LG Electronics, features a touch-screen with a small number of physical buttons for commonly accessed functions. The screen is ordinarily bright and legible, but like many other factory systems, automatically dims to an unacceptably low brightness level when headlamps are required during daylight hours. Relatively speaking the Hyundai navigation system is feature-rich and useful for $1,750, but falls short of the usefulness and value of an aftermarket unit like those from Garmin.

Hyundai offers the Santa Fe with two different V-6 engines. A 3.3L V-6 producing 242-bhp and 226 lb-ft of torque resides under the hood of the Santa Fe Limited. With almost two tons of mass to move, this is the preferred engine. The fuel economy penalty is negligible compared to the 2.7L V-6, because the 3.3L V6 is equipped with a five-speed transmission. Our only real complaint with the Santa Fe is the transmission. The shift logic seems biased towards fuel economy, and often leaves the vehicle in the wrong end of its torque band for swift acceleration. Switching the transmission to the manual input mode provides a significantly more rewarding driving experience. Working the V-6 harder significantly diminishes fuel economy. We averaged about 17 MPG in mixed duty, and significantly less with frequent starting/stopping.

In the ride and handling department, the Santa Fe never shows its weight. While the larger Veracruz, feels disconnected and quiet, the Santa Fe is lively and fun to drive. The body structure is tight, and the test vehicle showed no signs of flex or rattles. The rack-and-pinion steering is direct, with an appropriate level of feedback. The fully independent suspension provides a ride that is comfortable, yet sporty enough to appeal to SUV buyers. There is noticeable body roll, and at times a little pitching over very rough surfaces, but nothing out of the norm for a tall vehicle with 18-inch wheels. Our Santa Fe came shod with Bridgestone Dueler H/T all-season tires. The tires provided reasonable traction in dry, wet, snowy and icy conditions. The standard four-wheel disc brakes stop the vehicle with confidence.

In summary, the Hyundai Santa Fe is a vehicle that belongs on many shopping lists. It offers most of the size, equipment, utility and refinement of larger SUVs at a far more agreeable price. Buyers will make few sacrifices and will end up with a pleasing vehicle that is attractively styled and fun to drive.

Greg A. Godsell 02/26/2008
Velocity Automotive Journal