In 2000, Santa Fe became Hyundai’s first crossover. The car of the fourth generation, with the appearance created by the European design Studio, is a pioneer of a new style, with a three-tier front optics. Top in a sort of nadiarnykh located led daytime running lights and position lights. Below ― the actual headlights (optional diode), linkowanie modules for high and low beam. The latter are also turning. First, it turns out that the main light source is lower than that of many cars, and at night irregularities are often in the shade. Secondly, there are no washers, and the place at headlights quite slushy.
Led lights with “depth effect” put only two of the four trim levels. However, for the sake of this beauty rear turn signals moved to the bumper ― now they light up is not where you expect. Chrome trim is not in the basic version of Family.
The interior with a well-thought-out organization of places for small things is also “multi-storey” and looks original against the background of more or less identical Korean salons. The build quality and materials usual for Hyundai, and the only noteworthy nice decorative fabric that trims the ceiling, pillars and sun visors. For a fee is offered a very good projector on the windshield with the ability to change the color and size of the symbols of the speedometer. A” all-Korean ” AVS 5.0 media system can be supplemented with an amplifier and speakers of the American company Krell. Sounds like a sound to me, though…
Despite the stratification, the salon looks harmonious. Even the screen of the media system sticking out from above fits well. Two-color interior design-free option. Backlight, large buttons traditionally bluish. Automatic window lifter only one.
Santa Fe became noticeably larger: the length and wheelbase increased by six to seven centimeters. He is now “parallel” to the Kia Sorento crossover Prime, and not just the Sorento. Extended Grand Santa Fe is not yet planned, so for the usual Santa for a fee of 50 thousand rubles offered the third row of seats. On me ― the thrown-out money: a hole for an entrance-an exit is narrow, and you sit there literally on a floor, having bowed the head. That’s good on the second row. If you move it all the way back, with a growth of 187 cm sit “behind him” with a margin of three or four fingers. The floor is flat, excellent visibility, adjustable backrest tilt.
Powerful engines, unlike the Prime, the Santa Fe is not, in any case, until. “Four” the same-gasoline 2.4 GDI with a capacity of 188 HP and 200-horsepower diesel. Two-thirds of the buyers of the former Santa did not skimp on diesel, so for a test drive I choose such a car, especially since it has an updated eight-speed “automatic”, and gasoline ― six-speed. The power unit pulls and is flexible, but is not ideal because of a hitch at the very beginning of the floor accelerator and a large number of gear changes when driving on the road.
The range of sizes of wheels ― from 17 to 19 inches. Keyless entry buttons – only in the front handles. The claimed drag coefficient is 0.337.
The highest stage is very long: at the speed of 100 km/h the tach shows about 1500 rpm Because the fuel consumption happy ― the two-section speaks of seven litres per hundred. Another joy-almost complete absence of noise from the engine. That under the hood dizelek guess only slight vibration sensors at idle when “the Drive”. In the heaped versions, the front side Windows are double and the front-with improved noise insulation. The salon really penetrates at least the outer sounds. While the asphalt is smooth, Santa pleases acoustic comfort.
Idyll collapses, it is necessary to leave the rough surface. Along with the rumble from the wheels appears and vibration on the steering wheel. It did come almost all the defects of the coating. Therefore-a rare case-the driver evaluates the smoothness worse than the passengers. Suspension comfort is not enough: the machine in one form or another notices irregularities of any format. And the top 19-inch wheels are not to blame-the tires are fleshy: 235/55 R19. I prefer softer springs and dampers to dismiss did not stop. Sorento Prime in this respect is also not perfect, but I remember a little more comfortable.
The steering wheel is weightless in the Parking lot, but with the increase in speed, the force increases, and the steering wheel has a pronounced zero position, rather artificial nature. In the corners of Santa Fe is not hopeless, although not fun-including because of the unnatural reactive action on the steering wheel. The trajectory of the car is adequate, but a little on the way across a larger pit, and Hyundai jumps off the course.
Thoroughbred pure asphalt tires Continental SportContact 5 expectedly interfere with climbing on soil excesses. Watch our video, where Santa Fe surrenders with a small diagonal hanging even with the anti-slip system disabled and the Lock button pressed, which allows you to lock the rear wheel drive clutch at speeds up to 60 km/h.The very fact of the presence of the button pleases, as well as the presence of a fairly powerful protection of the power unit ― but with a measured road clearance of 165 mm on the off-road Hyundai is not a fighter.