2010 Hyundai Santa Fe First Drive Review

It’s not just the engine that has undergone some significant changes: there’s new metal in the gearbox department too.

The six-speed automatic is an all-new design, offering a better spread of ratios, lighter weight, more compact dimensions and better mechanical efficiency than the current five-speed auto.

It uses 62 fewer parts than the outgoing auto and is a completely sealed unit – improving reliability and lowering maintenance demands.

The manual is new to the Santa Fe as well. A six-speeder, the manual transmission boasts another ratio over the old five-speed manual, enabling more efficient high-speed cruising and better acceleration through the gears.

It’s also a more sophisticated unit. Rather than linking the shifter mechanism with the gearbox via a cable, the new six-speed manual actuates its gear selectors via solenoids mounted on the gearbox casing. The result is more precise shifts, better shifting feel and less wear and tear on the gearbox.

Thanks to new internals, the new manual is also more compact. According to a Hyundai representative, its internal layout also makes it ideal as the basis for a future twin-clutch gearbox… so watch this space.

The suspension is revised for 2010 featuring new spring-rates and damper valving. According to Hyundai, the changes don’t make the Santa Fe stiffer or softer, but more progressive in how the suspension responds to the road.

Handling is also enhanced by a quicker steering rack, which is geared for three turns lock-to-lock, rather than the current model’s 3.2 turns.

So what is the sum of all these changes? We drove the base model Santa Fe SLX manual and the top-spec Santa Fe Highlander auto around Adelaide’s urban roads and hilly surrounds to find out.

Right from 'go', the Santa Fe feels perkier and more lively.

With peak torque arriving at 1800rpm, acceleration is effortless and smooth. Our first chariot was the base SLX manual; the pairing of the R-series diesel with the six-speed manual gearbox makes a very appealing combo.

Clutch take-up is a little abrupt, but easy to get accustomed to. The shifter feels great, and slots into each gate smoothly. Ratio spacing is also well thought-out, and it’s a cinch to exploit all that torque and leave the gearbox in a higher gear than normal.

Manual-equipped cars come with a gear change advisory display in the instrument cluster. Dubbed the “Eco coach”, it alerts the driver to change up or down in order to improve fuel economy.

The R engine is a smooth and (relatively) quiet unit. Hyundai has fitted the new motor with twin balancer shafts to help quell vibration, and it works a treat. There’s hardly any pulsing or rocking coming from the engine bay; the R engine exhibits the smoothness of a petrol engine.

There’s still some of that characteristic diesel clatter at idle and under acceleration, but it’s well muffled and the average Joe isn’t likely to be bothered by it. Road noise is a little high when traversing coarse asphalt, but that’s more a byproduct of the Santa Fe’s big wagon body

Over Adelaide’s twisting mountain roads, the Santa Fe is surprisingly sprightly. Acceleration is brisk (for a mid-sized SUV), and the quicker rack makes it a sharper steer.

The suspension improvements are also easy to appreciate. The Santa Fe is soft – almost too soft – over bumpy suburban tarmac, but hit some undulating roads and the damping rates firm up, improving handling.

There’s still a fair amount of body roll, but it’s not as boat-like as some others in its segment.

The Highlander auto exhibited the same dynamics as the base auto, but the extra weight of the range-topper could definitely be felt. Still, the six-speed auto rarely put a foot wrong when selecting a cog, and overall performance was good.

As with most tiptronic autos, there’s a small delay when changing gears manually using the shifter’s plus/minus plane, but there’s little reason to use it. The shift mapping is intelligent enough to determine when power or frugality is needed, and it does a good job of choosing the right gear for the occasion.

So, as a facelift, the 2010 Santa Fe is externally mild, but worlds apart from its predecessor mechanically.

With its R-engined Santa Fe line-up, Hyundai has improved the handling, performance and mechanical sophistication of its well-regarded SUV. Although there’s no longer a petrol engine in the line-up, you won’t miss it: the diesel is a great all-round performer and well-matched to the Santa Fe.

We didn’t have much time to assess the Santa Fe’s fuel economy nor to fully explore its spacious cabin during the launch event, but we’ll have a full review up on TMR soon.

The 2010 Santa Fe officially goes on sale on December 1 2009, with retail pricing as follows:

2010 Santa Fe range list prices:

• New Santa Fe 7 seat SLX R-2.2 turbo Diesel 6-speed manual $37,990
• New Santa Fe 7 seat SLX R-2.2 turbo Diesel 6-speed auto $39,990
• New Santa Fe 7 seat Elite R-2.2 turbo Diesel 6-speed auto $43,990
• New Santa Fe 7 seat Highlander 2.2 R turbo Diesel 6-speed auto $48,490

All prices exclude on-road costs