Hyundai has luck of the Irish, to be sure

With certification to Australian Design Rules (ADR) proceeding with much the speed of a four-wheel-drive in loose sand, Hyundai New Zealand was feeling a bit glum about losing sales of its crackerjack 110kW (150bhp) diesel version of the new Santa Fe.

While ADR certification isn't necessary to bring the vehicles to New Zealand, it makes logistics for the small New Zealand market easier.

New Zealand importers can order Australian-specification vehicles from the factory perhaps with a few detail changes and may be able to get better prices than they could for small runs.

Alternatively, they could take some generic world specification that might not particularly suit New Zealand tastes.

"We figured we could have had up to 300 sales in jeopardy if we waited for the ADR model, due in October," said Hyundai Automotive New Zealand managing director Philip Eustace. "So we had to have it up front."

The other motor is an upgraded 138kW (185bhp) version of the 2.7-litre petrol V6 used in the original Santa Fe, a good unit but one that lacks the torque and fuel efficiency of the newly developed diesel.

It was at that point that Eustace and his team had the luck of the Irish. "We were able to obtain supplies of the Irish-specification version, which is the closest one to ADR, and launch the diesel and petrol models together," he said.

Buyers will not notice any difference when supply shifts to the ADR line later in the year. The main change is that the Australian-spec engines will conform to the stricter Euro 4 emission regulations.

The common-rail diesel with its variable geometry turbocharger is crucial to Hyundai's marketing. The company reckons it will outsell the petrol by up to nine to one, especially with the current fuel price shock.

But the motor, which produces 335Nm of torque between 1800rpm and 2500rpm, compared with the V6's 248Nm at 4000rpm, is more than just an alternative for the economically minded.

The huge extra dose of torque more than makes up for its power deficiency compared with the petrol, providing crisp acceleration and plenty of poke for highway overtaking.

According to Hyundai, its just a little over a second slower in the zero to 100km/h run, at 12.9 seconds. At the same time it's a quiet, refined unit and well suited to the five-speed adaptive automatic with a manual sequential-shift option. The V6 uses a four-speed and neither is available with a manual.

During a run from Mt Wellington to Omapere in the Hokianga and back, with off-roading and near-gridlock thrown into the mix, it averaged just over 9 litres/100km (32mpg).

Santa Fe is likely to make more of a splash than just on the beach. The original, somewhat oddly styled and rather ordinary SUV has been transformed with great looks, quality interior and loads of practical features.

As a result, Eustace and his team are looking to sell 50-60 a month, double the predecessor's volume. The newcomer challenges Japanese and European dominance of the lower mid-sized SUV market, with five models in the $45,480-$54,990 price range. The wagon's available as a five-seater or seven-seater, on which the third row folds flat into the floor. Its bigger than its predecessor - 175mm longer, 45mm wider and 65mm taller. The 2700mm wheelbase is 80mm longer. The wagon's 4675mm long and weighs between 1853kg and 1945kg, depending on the model. Much of the increase went into providing space for an optional third row of seats, but also frees up interior space elsewhere. The base version is well equipped and many buyers will want to look no further. An Elite package, which costs an extra $2500, adds such items as dual-zone climate control, manual air-conditioning for the third row, leather seating with power adjustment, 18-inch alloys with 235/60 tyres (the base model uses 17s with 235/65s), a rear spoiler and an upgraded sound system. Although it has full-time torque on demand four-wheel drive, the Santa Fe lacks low range gearing and the clearances to make it a true off roader, yet like others of its type it performs well in many situations when driven with care and a little forward planning. Its abilities are enhanced by traction control that's part of the ESP (Electronic Stability Program) package. It also has the ability to lock the centre differential for a 50:50 drive split and to switch off the engine-retarding function of the ESP to allow the vehicle to maintain momentum in, say, soft sand.

Other useful electronic aids on all models are ABS braking with brake assist and electronic brakeforce distribution (EBD). These safety features are supplemented by six airbags in case it all goes horribly wrong. These are for the driver and front passenger, with dual side and dual roof-curtain bags.

The interior is well done, although Hyundai stylists could not resist adding some fake woodgrain. Fit and finish is to a high standard with an almost European air to it. The third row seats are easily reached and most adults would not mind them for short trips, although they're best suited to children. When in use, there's little luggage space.

Santa Fe is rated to tow 2000kg braked and 750kg unbraked. The previous model was rated for 1600/700kg.

Hyundai New Zealand's emphasis on the Santa Fe diesel is part of its plan to make that type of engine widely available across the range. A two-litre diesel will be available in the Tucson in the second half of the year, allowing the company to match its Kia Sportage cousin. The Sonata will be offered with the same 2.2-litre unit as Santa Fe, Elantra with a 1.6-litre unit and Getz with a 1.5.

Eustace said that when road user chargers were factored in, diesel had little price advantage over petrol. But the engines delivered significantly better mileage. For example, he said a Santa Fe diesel could go almost 1000km on a 70-litre thankful, while the petrol version would do only half that.