Hyundai Santa Fe upgraded, but still a great value

The newest Hyundai Santa Fe is a mid-size crossover SUV that is equal to any vehicle in its class in refinement, comfort, space, and performance. This shouldn’t be surprising, as it was designed with a close look at the most popular entry-luxury crossovers, not merely its price-level competition.

If the name is familiar, the vehicle itself was completely new for the 2007 model year. While it’s still a unibody-construction front- or all-wheel drive crossover with fully-independent suspension, the second-generation Santa Fe is built on a unique platform designed for specific crossover SUV use, not originally as a sedan. Interior space was a design priority, and more than merely adequate room for an optional third-row seat was part of the design spec. It’s larger in every dimension than the original, enough to now be considered mid-size rather than compact.

ower is from one of two V6 engines, of 2.7 and 3.3 liters displacement. The 2.7 has been upgraded over its similarly-sized predecessor, and offers more power – now 185 horsepower – and improved fuel economy. The 3.3 is lighter, cleaner, and more efficient than the old 3.5, and produces 242 horsepower, 42 more than the 3.5. Both are ULEV-rated.

Styling is also new, derived from the HCD9 Talus concept vehicle. The Santa Fe was designed at Hyundai’s Irvine, CA facility especially for the U.S. market, and it’s built at Hyundai Motor Manufacturing Alabama, in Montgomery, Alabama.

Trim levels are GLS, SE, and Limited. The GLS is in no way a decontented “entry-level” model, as it has the 2.7-liter V6, four-wheel antilock disc brakes with electronic stability control, alloy wheels, power windows, mirrors, and door locks with remote entry, a full complement of airbags, a six-speaker AM/FM/CD/MP3 audio system, a roof rack, and a tire pressure monitoring system among its standard features. The SE adds the 3.3-liter engine and five-speed automatic, 18-inch alloy wheels, and upgraded interior and exterior trim and more available options, while the premium Limited model adds leather, dual-zone climate control, fancier exterior trim, and upgraded option packages. All may be had in five- or seven-passenger configuration.

Unusually for a press-fleet vehicle, where fully-optioned premium models are the norm, the 2007 Santa Fe I recently drove was a front-drive GLS automatic with only carpeted floor mats on its option list. But it was far from bare-bones basic. Manageably-sized on the outside, it had plenty of space inside, with all of the multiple-configuration versatility and access expected in a crossover. It was quiet and comfortable on the road, with good power for its intended uses and all of the safety and conveniences anyone really needs as standard equipment. At an MSRP of just over $22,000, it could be bought strictly on price, but the Santa Fe has far more than a low price in its favor. It compares favorably with any mid-size, middle-class crossover made today.

2008 update: tis that time of year again, when the new models are just around the corner. Because the Santa Fe was all-new for 2007, don’t expect major changes for ’08.

Appearance: With the Santa Fe, Hyundai’s Southern California stylists have created a contemporary design that is distinctive and stylish. The grille and headlight shapes found in other Hyundai cars are further refined, for a cohesive company look. The gently-sculpted body shape is well-defined by means of angular edges to the fenders and hood and a free-flowing character line on each side. Moderately-flared wheel arches blend into lower side bodywork that hints at SUV cladding, but is really just sheetmetal. A roof rack is standard issue on all models. The fender line rises toward the rear, for a sporty stance, and this is further developed in the side window shape. The rear styling is crossover conservative, highlighted by taillights that mimic the shape of the headlights.

Comfort: The second-generation Santa Fe seems to have been designed from the inside out. My GLS test example was roomy, quiet, and comfortable for both front and second-row passengers. It didn’t have the third row, but the Santa Fe is large enough inside that the third row should be useful for children or small adults. Seat comfort is good, and in the GLS interior materials are honest synthetics – but soft-touch materials, multiple textures, close panel tolerances, and attention to detail make the Santa Fe’s interior a pleasant place. The instrument panel is styled in the contemporary upscale manner, with a dark anti-glare top separated from the lighter interior color by silvery plastic and faux wood trim. The center stack, with controls for the audio and climate control systems, is placed a little closer to the front passengers for ease of use. Interior storage is good, with a locking glovebox and useful center console and door storage. The rear seat holds two comfortably, with room for a third person in the center for short periods of time. The rear seat folds 60/40 for cargo, and liftover to the load floor is not too high.

Safety: All Santa Fe models have six standard airbags – dual front, front side, and full-length side curtains that extend far enough back for third-row protection. Brakes are four-wheel disc, with four-channel antilock and electronic brake-force distribution. Both traction control and electronic stability control are standard in all Santa Fe models, as is a tire-pressure monitoring system.

Ride and handling: Increased rigidity of the new Santa Fe unibody means a quieter interior and improved ride and handling characteristics. The suspension – fully-independent by means of MacPherson struts in front and a multilink system in the rear – was tuned for American roads and tastes, meaning that it’s fairly soft but well-damped and deals with poor road surfaces well. Steering effort is not too light, and as expected, the Santa Fe feels like a car, not a truck. It’s not really meant for serious off-road use, but 8.1 inches of clearance and reasonable approach and departure angles mean painless driving over road debris, steep driveways, and other hazards of city life.

Performance: Even with the 2.7-liter V6, the Santa Fe has more than merely adequate power for its intended use. In front-wheel drive trim, the GLS weighs around 3800 pounds, and the engine’s 185 horsepower (at 6000 rpm) and 183 lb-ft of torque (at 4000 rpm) are up to the task, although manual use of the “Shiftronic” four-speed automatic transmission will get better performance, especially at high highway speeds. In that respect, the Santa Fe GLS is little different from its competition, and in normal driving “D” works just fine, thank you. Variable cam phasing and a variable intake system help broaden the torque band and lower emissions, as well as improve both power and fuel economy. And for those who can shift for themselves, a five-speed manual transmission is standard in the GLS, for less cost than the automatic.

Published 10/06/07, Copyright © 2007 Maryland Gazette,
Glen Burnie, Md.

Santa Fe reflects Hyundai’s pursuit of luxury

There has been a trickle-up effect at Hyundai as it takes aim at building luxury-class vehicles.

This engineering is easily seen and felt in the company’s new and largest SUV, the Veracruz. But Hyundai’s pursuit of luxury is also felt in its smaller SUV, the Santa Fe, today’s test vehicle.

It is not as richly appointed as the Veracruz, but the solid engineering is noted in the Santa Fe’s ride quality that is separated from road harshness and engine noise. What is under the skin gives an impression of superior quality. And that refinement is also applied to what users see and touch.

Santa Fe is new for 2007 and a bit less than 3 inches wider and a little more than 3 inches longer. It makes an ideal alternative to a sedan, with roomy cargo space and an option to add a pair of third-row seats.

Front headroom is generous at 40.2 inches, and there’s a commanding view over the hood. Rear-seat legroom is generous at 38.6 inches, the seat backs recline and the center seat position is decent with adequate foot room provided by the low exhaust/transmission tunnel.

Interior design isn’t gimmicky. All switches and controls have ergonomic placement and are easily understood without continual references to the owner’s manual.

And its Santa Fe is covered with the Hyundai warranty of five years/60,000 miles for basic coverage with roadside assistance. And 10 years/100,000 miles for the powertrain.

A basic front-wheel drive, manual transmission Santa Fe with a 185-horsepower, 2.7-liter V-6 has a starting price of $21,715. Add $1,200 for a four-speed Shiftronic automatic transmission and the fuel economy goes up 1 mpg from the manual in city and highway driving to 21/26 mpg.

As a basic, grocery-getting, kid-hauling or kid-driving transportation, the Santa Fe GLS is well-endowed with standard safety features including electronic stability control, four-wheel disc brakes with ABS, traction control and six air bags, including side curtain bags.

Other standard equipment includes remote locking, air conditioning, tilt-telescopic steering wheel, rear privacy glass, six-speaker CD-audio system, power (heated) outside mirrors and windows, and 16-inch alloy wheels.

For another $1,500, the midrange SE is more of a keeper and adds a five-speed Shiftronic automatic transmission and a 242-hp, 3.3-liter V-6. Also included are extras such as 18-inch wheels, an auto-dimming inside mirror with compass readout, fog lights and automatic headlights, steering-wheel audio controls and a cargo net.

The top-line Limited with all-wheel drive – $28,045 – is the choice for those buyers who could afford to buy a larger vehicle but prefer driving richly in a smaller package. There is a little more chrome on the outside, the leather is attractive and the front seats are heated with power lumbar for the driver.

As equipped, the Limited seems almost too well-appointed to allow unruly children to scuff up or to toss bags of potting soil into the cargo area.

About the only option Hyundai doesn’t offer is a navigation system.

Unlike some luxury-brand SUVs, buying the Santa Fe can be justified as a lifestyle need – but it’s classy enough to satisfy a want.

– – –

SPECS

2007 Hyundai Santa Fe Limited AWD

Body style: compact, five-passenger SUV, two- or all-wheel drive

Engine: 242-horsepower, 3.3-liter V-6

Transmission: five-speed Shiftronic automatic

EPA estimated fuel mileage: 19 mpg city, 24 highway; 87 octane recommended

PRICING

MSRP: $28,715; price as tested, $28,810

Options on test car: carpeted floor mats, $95

Warranty: Five years/60,000 miles basic coverage with roadside assistance; 10 years/100,000 miles powertrain; 7 years/unlimited miles for rust protection.

Where assembled: Montgomery, Ala.

Competition: Honda CR-V, Mitsubishi Outlander, Saturn Vue, Subaru Forester and Toyota RAV4.

By Mark Maynard – Wednesday, July 18 2007

Hyundai Santa Fe Crossover SUV Hits High Benchmarks

By : Steve Schaefer :: Auto Editor : 5/15/07

Hyundai has established an enviable reputation for providing motorists with value for their money. While vehicle quality wasn’t stellar when the cars first appeared in America in the 1980s, today they match up pretty closely with top contenders in their respective market segments. The Santa Fe, Hyundai’s midsize crossover SUV, is a good example of this growth and development.

Completely redone for 2007, it blends carlike styling with the tall utility of a gas-guzzling SUV, but with better mileage and more comfort. And, which vehicles did Hyundai use as benchmarks? They studied the entry-luxury Lexus RX, Acura MDX and Volvo XC90. Those are upscale players in the crossover segment, not economy contenders.

The new Santa Fe is larger than the previous model, stretching seven inches longer, an inch wider and nearly two inches taller. It feels spacious inside. You can even order third-row seating as an option.

What you get with the new Santa Fe is a moderately priced car that feels like more than it is. If anyone had an issue with the plastics in early Hyundais, the Santa Fe is a good example of how far the brand has come in 20 years. The black, tan and silver interior of my Silver Blue test vehicle was as elegant and well-fitted as any Honda or Toyota I’ve experienced, with a confidence of line and a solid, well-crafted feel. I saw some of those luxury SUV cues in there, too.

Despite being the entry level GLS model, my tester was filled with the things buyers want in a car — all standard. That includes daily conveniences and pleasures such as power windows, locks and mirrors (heated), air conditioning, cruise control, keyless entry, and 16-inch alloy wheels.

The Santa Fe also packs in real safety benefits like four-wheel disc brakes with antilock and Electronic Stability Control with Traction Control. Other safety standard features include a full complement of six airbags, a tire pressure monitor system and active head restraints.

That’s just for starters. If you want more, Hyundai will gladly sell or lease you an SE model with a larger, more powerful engine, five-speed automatic transmission, 18-inch alloy wheels, and a few other goodies. Or step up to the top-of-the-line Limited, which adds leather-covered seats, heated up front and with power adjustments for the driver. The Limited also boasts dual-zone automatic climate control and a shiny chrome grille.

You can add the seven-passenger Touring package to any Santa Fe. Hyundai claims that its third row is one of the more commodious. You can also add an all-wheel-drive system, which, in a crossover, may prove to be unnecessary if offroading isn’t in your plans.

Choose from two engines in the Santa Fe, both V6s and both improved over their predecessors. The standard 2.7-liter V6 has higher horsepower and torque than before — 185 and 183 respectively — and is more fuel efficient too, with EPA ratings of 21 City, 26 Highway versus 19/25 for the 2006. The 3.3-liter V6, standard in the SE and Limited models, boosts horsepower to 242, with 236 lb.-ft. of torque, keeping it competitive with the leading upscale crossovers. Mileage is 19 City, 24 Highway, an improvement over the previous 3.5-liter V6’s 17/23 rating.

The EPA Green Vehicle Guide gives the standard engine with automatic transmission a 7 Air Pollution score and a 6 for the Greenhouse Gases score. That puts it in the top 20 percent of tested vehicles. The 3.3-liter V6 is almost as good, with a 7/5 rating. All Santa Fes are rated as Ultra Low Emission Vehicles (ULEV).

I found the 2.7-liter V6 perfectly capable for cruising the freeways and running around town. Hyundais are quiet these days, thanks to things such as laminated steel and triple-seal doors. It makes it easy to enjoy the standard AM/FM/CD/MP3 audio system.

Prices for the new Santa Fe begin at just $21,145 for the GLS with manual five-speed transmission. You can add the automatic gearbox to the GLS for $1,200. The SE starts at $23,845 and the Limited starts at $26,145. Add all-wheel drive to any of them for $2,000. These prices do not include shipping charges.

The Hyundai story is a happy one, with a growing range of high-quality vehicles at reasonable prices, with a great warranty too. The new Santa Fe, assembled in Montgomery, Alabama, is another step in the company’s upward direction.

Hyundai’s Santa Fe bulks up

What a difference a year makes, now that we’ve just had a generation change with Hyundai’s Santa Fe.

The Santa Fe, Hyundai’s sport utility, landed here from Korea six years ago as a 2001 model. It had the usual designer earmarks of a medium-size sport ute — prominent grille, aggressive-looking tires — and, coupled with its utterly generous warranty (10 years or 100,000 miles for the power train) and low price, it sold all over. Keep in mind that it looked and felt like a medium-size car — at its biggest.

Now the ute is back, with a serious face-lift and everything-else-lift from last year’s model. The differences are instructive. The 2007 model is 7 inches longer, more than 2 inches wider, almost 2 inches higher and weighs 175 pounds more. The 2007 gets better gas mileage — 19 and 24 mpg versus 17 and 23 mpg from 2006 — and yet the 2007 model, for all its extra bulk, has only six-tenths of a cubic foot extra interior room when you have the rear seats folded down.

What is happening here, I think, is the inexorable, if incremental growth habit of the car industry. A new model gets introduced. It’s small, or fairly small. When it has a generation change — this usually happens every four or five years; in Hyundai’s case, it took six years — the car gets bigger. It happened with the Honda Civic, and it has happened with nearly every other car out there. (There’s also the fact that Hyundai has a smaller SUV, the Tucson, and there’s little point in having it compete with the Santa Fe. Because they’re progressing westward in their car-naming process — Santa Fe to Tucson — when do we see the Hyundai Bakersfield?)

First, a word about Hyundai, which has had a checkered history in the United States. It came here 20 years ago with the execrable Excel, a car so unreliable it became the universal butt of bad-car jokes. So Hyundai, an enormous and rich Korean company, invested a lot of money in making cars the right way and eventually redeemed itself in the eyes of U.S. buyers, not to mention the consulting firms that compile those widely distributed Best in Quality lists.

That said, what do we get in our new, bigger Santa Fe? Actually, quite a lot. Parked near its predecessor, the 2007 does look bigger, but not outrageously so. Keep in mind that this crossover utility vehicle is shorter than most midsize sedans (including Hyundai’s own Azera and Sonata), so it is actually pretty easy to get through traffic.

The real thing you learn in driving the Santa Fe is that Hyundai appears to have taken that bruising of 20 years ago to heart. The fit and finish of the Santa Fe are fine. There is little to no grousing from suspension parts, even on rough roads. The doors have a satisfying thunk when they close.

Inside, all the usual modern-day gizmos have been provided and their placement has been well thought out. Electric window lifts fall to hand and are not hidden behind a door pull or some other obstacle. But there are some nits. Instead of the foot-operated pedal clumsily installed where your left leg would like to be most of the time, I think Hyundai could have provided an emergency brake operated by a console-mounted handle.

The Santa Fe shines, however, once it’s on the road. The suspension is supple and smooth, about right for a tall station wagon that is not going to be climbing a quarry wall while towing a Boston Whaler with a 200-horse engine on the transom. This is the civilized city/sport ute, and it comes in front-wheel drive or all-wheel drive models. With all-wheel drive, the system either “automatically routes power to the wheels that have the best traction,” as Hyundai says on its Web site, or “The driver-selectable AWD lock provides a continuous 50/50 torque split between front and rear wheels during off-road situations.”

Power comes from a 2.7-liter, 185-horsepower V6 or a bigger V6, with 3.3 liters and 242 horses. Buying the less potent version gives you a choice between five-speed automatic or four-speed manual transmissions, and the bigger engine comes only with a five-speed automatic. We had the 3.3-liter version, with the optional third row seat, and there was plenty of power, even with four people in the car.

Of course, the big thing about Hyundai is its astonishing warranty — five years/60,000 miles bumper to bumper and 10 years/100,000 miles on the power train. Psychologically, of course, it’s a great pacifier, that giant warranty, no matter that most people don’t even keep their cars 10 years. But the idea that a company would stand behind its product for 10 years is amazing. Comforting. Like toast and jam in the morning.

Then again, because we’re talking about warranties, let’s say that during that initial five-year period lots of little things go wrong. Unless you have a battery of servants to run back and forth, you end up spending a lot of time going to and from the Hyundai (or any other brand) dealer trying to get the car to work right. Yes, they’ll do it on warranty, but how much is your time worth? And then if the engine or transmission go out at 90,000 or 95,000 miles, it’s a long sojourn at the dealer’s repair shop while the car is being fixed.

But it’s a lot better than shelling out several thousand dollars long after a less-generous warranty has expired.

2007 Hyundai Santa Fe

Type: SUV, front engine, front-wheel drive or all-wheel drive

Base price: $25,945

Price as tested: $26,140

Power train: 3.3-liter V6 242-horsepower engine. Five-speed automatic transmission

Curb weight: 4,121 pounds

Seating capacity: seven

Mileage: 19 city; 24 highway

Fuel tank capacity: 19.8 gallons

Dimensions: Length 184.1 inches; width 74.4 inches; height 67.9 inches; wheelbase 106.3 inches

Warranty: bumper to bumper, five years/60,000 miles; power train, 10 years, 100,000 miles

Source: Hyundai Motor America; U.S. Environmental Protection Agency (www.fueleconomy.gov)

Michael Taylor, Chronicle Auto Editor
Friday, May 11, 2007, San Fransisco Chronicle

2007 Hyundai Santa Fe Expert Review

If we were to pick the best redesigned SUVs for 2007, Hyundai’s Santa Fe would be among the finalists. The overhaul gives new life to a model that was desperately in need of an update to stay competitive in the midsize SUV segment.

The new Santa Fe is larger and its engines are more powerful, but it also gets better gas mileage than its predecessor. The newly optional third-row seat increases the maximum seat count to seven, and the new cabin’s overall refinement is surprisingly good. It also has numerous standard safety features and an impressive warranty.

Going & Stopping
The Santa Fe is offered with a choice of two V-6 engines. The base GLS has a 2.7-liter V-6 while the midlevel SE and top-of-the-line Limited — the trim level I tested — feature a larger 3.3-liter V-6. A five-speed manual transmission is standard in the GLS, but a four-speed automatic is optional. The SE and Limited have a five-speed automatic. Front- and all-wheel-drive models are offered.

With the 3.3-liter V-6, the Santa Fe is swift enough to easily handle most drivers’ power needs. It’s a rather smooth engine, too. Whether it’s accelerating hard when merging onto the highway or just making its way through traffic, the five-speed automatic transmission always seems to be in a sensible gear for conditions. Shifts are smooth, even those that occur under full-throttle acceleration. Both automatics include Hyundai’s Shiftronic clutchless-manual mode that gives the driver control over gear changes.

The Santa Fe’s all-disc brakes have no trouble stopping the SUV, and pedal feel is nice and natural.

Ride & Handling
The Santa Fe’s very stiff suspension was probably the most surprising aspect of the SUV. It didn’t help that most of my driving was done in the Land of Potholes — a.k.a. Chicago in the spring — where smooth pavement is hard to find. Even so, a little more damping would have been appreciated. The Limited’s 18-inch alloy wheels wear lower-profile tires than the ones mounted on the GLS’ 16-inch wheels, which might offer a little more ride comfort than the 18s. The Santa Fe steers just fine, but don’t expect it to be a source of driving joy.

Other aspects of the Santa Fe’s handling capabilities are certainly praiseworthy. The Santa Fe’s manageable size feels stable on the highway, where it’s surprisingly quiet even on concrete interstates adept at generating cabin noise. Wind noise levels are low, too. Body roll is noticeable through tight corners, but it’s by no means excessive for this class.

The Inside
The Santa Fe’s all-new cabin is a big improvement over its predecessor’s aging design. The Limited trim level had a number of unexpected details, like dual sunglass holders, a woven headliner, thick carpeted floormats, rich bluish-purple lighting and active head restraints for the front seats that adjust forward and back as well as up and down.

That’s not to say it got everything right. While the silver-colored trim pieces in Hyundai’s new Veracruz three-row crossover actually look pretty good, the treatment in the Santa Fe looks a little cheap; black plastic would have been fine instead. The brown faux wood trim is unconvincing, and the turn-signal stalk has a notchy feel. That said, other trim and dashboard plastic has nice graining, and the overall fit and finish is good.

The cabin had a hint of the chemically new-car smell that’s plagued a number of Hyundais we’ve tested, but it wasn’t as bad as others, and it should fade over time. Cloth seats are standard and leather ones are optional. The leather front bucket seats have firm cushioning but offer a comfortable driving position. Even though the Santa Fe’s side windows taper upward toward the rear of the cabin, overall visibility from the driver’s seat is good.

The second-row seat offers just enough legroom for tall adults (my knees were touching the back of the front seat) but there’s good foot room and generous headroom. As in the front of the cabin, the second row has extra details like air-conditioning vents in the B-pillars.

Reclining the 60/40-split second-row seats in our five-person Santa Fe meant lifting a handle at the top of the seat. While it works just fine, it’s not as convenient as the low-mounted lever on the side of the seat cushion that some SUVs have. The optional Touring Package includes a 50/50-split third-row seat that increases the Santa Fe’s seat count to seven.

Safety
In the Insurance Institute for Highway Safety’s frontal-offset crash test, the Santa Fe received a Good overall rating, the best possible score. As of this writing, the new generation hasn’t been tested for side-impact protection by IIHS. All trim levels have standard antilock brakes, side-impact airbags for the front seats, side curtain airbags and an electronic stability system.

Cargo & Towing
The cargo area features a clean design that maximizes usable space thanks to minimal wheel-well intrusion and generous underfloor storage space in the two-row model. There’s 34.2 cubic feet of cargo room behind the second-row seats, and folding those seats flat creates 78.2 cubic feet of total space. The inclusion of both a strap and handle to close the liftgate is a thoughtful touch. Three-row models have only 10 cubic feet of room behind the third row and lose the larger of the two underfloor storage bins.

The Santa Fe can tow up to 2,000 pounds without any special preparation, but pulling the maximum 2,800 (GLS) or 3,500 (SE and Limited) pounds requires a Touring Package that includes a transmission cooler, upgraded radiator and fan, and trailer wiring.

Features
The SUV can be equipped with most of the comfort and entertainment features you might expect, including a power sunroof, a power driver’s seat with power lumbar adjustment, an Infinity premium sound system and rear-seat video. Two notable options — a navigation system and a rearview camera — aren’t offered. Most Santa Fe options are part of packages, which makes it impossible to pick and choose many features individually.

Santa Fe in the Market
With competitors constantly pushing the level of features, technology and refinement with each redesign, I can see how a product planner for midsize SUVs could have a lot of sleepless nights. After driving the Santa Fe, it’s clear that Hyundai cares about getting the small things right in a vehicle, and it got enough things right in this SUV that those planners should be sleeping just fine these days . . . at least for a few months.

By Mike Hanley
Cars.com
May 9, 2007

Suburban Dad: 2007 Hyundai Santa Fe

I have something of a history with the Hyundai Santa Fe. You might even call it a crush.

When I was looking for a new car back in 2002, among the cars I looked at was the Santa Fe. It was a brand-new model then, full of promise and good looks. It was appealing for its size, the cargo it could hold and its truck-like look and feel. In the end, my fears about buying a Hyundai, given their previous quality track record, held me back. My sister-in-law bought one, so I’ve been able to ride in it from time to time. It was like a long-distance romance.

Fast-forward to last fall, when I drove the Santa Fe for a few minutes and had mixed feelings about it. It looked great, had grown from its original size and was really comfortable. Unfortunately, it was also dragging. Although it had a V-6, I felt like we weren’t getting anywhere.

Now, though, I’ve driven the Limited version of the Santa Fe, and my fears and concerns have melted away thanks to the Limited’s bigger V-6. It still has the same great looks, the creature comforts and a huge cargo area.

It may be love.

My wife was equally thrilled. “It’s really sharp-looking,” she enthused. She and I were both drawn to the debut version five years ago, but we see the new model as vastly superior. Even with three kids in the second row (the test vehicle didn’t come with the optional third row), we didn’t feel cramped. All three kids sat comfortably — more comfortably than just about any SUV we’ve tested so far. “The width of it was nice,” my wife pointed out. Of course, they still fought, but there’s not a car out there that can solve that problem.

The interior seems a lot more refined than the earlier version. It doesn’t seem as plasticky, although the original was not horrible. The light metal on the center console was nice, but automakers need to find a way to make these seem more substantial than they look. The faux wood along the bottom on the center console and around the gear shift didn’t bug me, but I wonder what it’ll look like after a few years in the sun.

The controls are a little over-the-top, especially the diagram that tells you how the climate control is working. And in a $25,000 car, can’t Hyundai spring for a decent stereo? Plus, any automaker who isn’t automatically placing an MP3 jack in its cars these days should be ashamed. More than 100 million iPods have been sold so far; I’m guessing that quite a few of the owners are even driving now.

Mileage was actually not bad, getting about 18 mpg in our mostly city driving. That’s better than a lot of midsize SUVs I’ve driven over the last few months, and within the limits of what my wife and I will accept.

Would we buy this car? (Drum roll, please) Yes. We. Would.

“I’ve always liked the look of the Santa Fe,” my wife said, “and they’ve improved it.”

As tested, it was priced just under $27,000. Given the decent mileage it gets in relation to the room it has, and I think this one would make a perfect second car for us. And, as those who follow Suburban Dad know, that’s high praise indeed.