Despite the precipitous drop in sales this year, SUVs remain the favorites and rank high on the consumer market rankings. However, this class is not budgetary. But, despite all the fluctuations and difficulties of the market, new models of third-generation SUVs debuted - Nissan X-Trail and Hyundai Santa Fe.
Modern model Nissan x-trail outwardly transformed. The image has undergone dramatic changes; clear and strict forms have been replaced by smooth contours. The swept headlamps now feature LED bezels and chrome moldings on the grille. The SUV has pronounced front fenders and profiling sidewalls. There is a spoiler on the roof of the body, the fifth door is decorated with a metal insert, and the bumper is equipped with a wide air intake.
The Hyundai Santa Fe SUV features an arched roof profile and short body overhangs, while the window frame has smooth proportions in the area rear windows... The wheel arches have become more voluminous, and the muscles of the SUV are given by the relief of the hood and side fenders. Panoramic rear glass equipped with a spoiler.
Nissan X-Trail is more compact in size than its competitor Hyundai Santa Fe, but despite the fact that the length is shorter, but the distance between the axles and the height of the cabin is greater. The front and rear seats of the X-Trail are horizontally adjustable, and the competitor Santa Fe also has integrated comfort seat heating. In terms of dimensions, Santa Fe is much heavier than its rival "comrade". The interior is very laconic and restrained, the interior is decorated with leather trim and metal inserts for "aluminum", and the instrument dials with a rather pleasant blue illumination are recessed into the grooves.
Between them is on-board computer... The console is modular in shape and tilted into which the color monitor is integrated. Steering column adjustable in several planes, and the climate control system is easy to operate. The driver's seat is equipped with an electric drive. The front seats are comfortable, but the lack of lateral support is a little overshadowed. Hyundai Santa Fe has a spacious luggage compartment.
In principle, we analyze SUVs of equal value, which are equipped with a stabilization system, electric side mirrors, additionally Nissan x-trail has a light and rain sensor, cruise control. But Hyundai Santa Fe has a keyless access system, and the Nissan X-Trail is equipped with a navigation system and an electric 5th door, but it is equipped with only six airbags. Against this background, the Nissan X-Trail stands out, which has seven airbags.
These SUVs are equipped with a petrol four-cylinder engine, but the Santa Fe is rightfully the most powerful and fastest. In the middle range, the engine behaves stably, at high speed it runs smoothly and almost silently. Equipped with 6-speed automatic transmission, which allows you to type fast speed... More economical is the Santa Fe with a turbodiesel.
The center differential can be locked on these two SUVs. Off-road, the Nissan X-Trail behaves much better, although this model is not designed for serious obstacles. The Santa Fe rival has a resilient suspension, unlike the Nissan, which is designed for a soft ride.
To summarize, it turns out that Nissan attracts with its rich interior decoration and equipment, and Santa Fe has a spacious luggage compartment, a comfortable interior and ideal directional stability.
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Good day to all. Now is the time and opportunity to write about my next car. After the accident and the sale of the NissanX-Trail, the almost two-year use of the Opel VectraC (reviews are here on Drome), it became possible to change the car to a fresher one.
Very positive memories of the operation of the X-Trail and the positive experience of using diesel Opel, determined the selection criteria: crossover, preferably diesel, 2007-2008, normal tech. condition, preferably automatic, decent complexion, and the price is up to 800 tr well, Hyundai SantaFe, Ford Kuga. Calling up advertisements in the Krasnodar and Stavropol Territories, Rostov and Volgograd Regions showed that the choice is very small. X-Trail diesel found only one option. Pafiks did not fit into the year of release, there were no diesel Antar at all, one version of the diesel Captiva, and about five versions of Kuga and Freelander, and a couple of Santa Fe. I really wanted Discovery3. I was ready to give up the year of graduation and many others. Well, such a bliss. I've heard about buggy electronics, and about capricious pneuma, and about the sour blocking motor and much more. Well, I like him and that's it. The wife categorically opposed, her opinion had to be taken into account, although there were options. As an option, I phoned about a dozen gasoline X-Trail, but they are all on the variator. There are different conversations about it, in the sense of the variator ... Someone says that there are no problems with it, someone haet .... But I decided to myself - a variator as an extreme option. I talked with familiar users of diesel Friel and gasoline Santa Fe. I haven't heard anything bad about them. But I made conclusions for myself: 2.7 petrol Santa is not mine. Having got used to it in two years, what is called forgetting when refueling, with its consumption of 16-17 in the city - not mine. I heard only positive things about Friel, so I began to consider him as one of the preferred options along with Trail.
And so, telephone conversations with potential sellers began. Considering that Opel was still on hand, preference was given to exchange warrants. If I really liked the car, I was ready to shell out the entire amount.
Strengths:
- Large, fairly stuffed, comfortable, relatively economical. As far as I am aware, the car was designed for America, so this "American" spirit is strongly felt in it
Weak sides:
- An annoying saving on finishing materials
Review of Hyundai Santa Fe 2.2 CRDi VGT 4WD (Hyundai Santa Fe) 2008
Good day to you, gentlemen, motorists!
I would like to leave my feedback about the next typewriter to help at least something to those who have doubts about the choice this car, well, add a couple of lines in defense of the Korean car industry.
I won't write anything about how I chose to write. I almost did not choose, and after skating without problems for two years and 55,000 km on a Tucson 2.7, I realized that I wanted Hyundai, only more and more diesel. Yes, there was not much choice, because according to the good old tradition, I bought used goods. cars from his old friend, who sells all cars after 2-3 years of ownership, having previously licked the car and stuffed it with all sorts of sweets.
Strengths:
What we liked:
1.Fuel consumption, the climate has never been turned off, there is no difference due to the diesel engine.
9-10 liters - quiet driving style, in a mixed cycle. 10-12 liters - aggressive style, combined cycle. 7.8 - 8.5 liters - calm driving style, track.
8.5 - 9.0 liters - aggressive driving style, track.
In winter, a liter is added in the city due to autostart.
2. Roomy interior and trunk, shmurdyaka can be carried just immeasurably.
3. The penny cost of spare parts and consumables.
4. Mirrors, they are just huge, visibility is at a height.
5. Appearance, of course, not for everybody, but I like it.
6. Well, diesel, it's generally a song, he doesn't care how many people are in the cabin and what weight they are all about. Pret is equally cheerful, plus often dragging a trailer, I always go at the head of the column, friends on gasoline are constantly lagging behind, I have to wait.
7. Clearance, immediately set the wheels higher 255 \ 60R18 summer and 235 \ 65R18 winter, increasing the already not small ground clearance to 23-24 cm. Now, wherever I want !!!
8. Stove - WARM IN THE CAR IN WINTER. I don’t know how anyone, maybe somewhere in Tyumen there is not enough stove, I had no problems.
10 minutes at auto start in frost -25, sit down food - the air is already blowing warm, after 3-5 minutes it is already comfortable. It seems to me that the problem in diesel cars is that the owners do not turn the engine to above average rpm, well, turn it up to 2500-3000 and you will be warm.
I have a friend who has a slow-moving vehicle, so it is cold for him in gasoline in winter, he does not turn the engine for more than 2000, so his heat comes in only 30-40 minutes ...
As for the bad brakes on the Santa, at first everything was fine, but then the brakes began to become wadded, and the longer the worse.
The reason for this is the caliper fingers, which begin to wedge closer to 90-100 thousand run. Always lubricate the caliper guides when replacing the pads. Special attention you need to pay to the front calipers, where the guides have a rubber ring at the end (I still did not understand why), so during operation everything is clogged there with dirt and rust and the gum wedges everything there, and it is possible to turn the guide only in teks. Because of this, the front brakes practically do not slow down, and only the rear brakes do all the work, and they do not cope, and even get warm.
Therefore, when replacing the pads, do not be lazy - anoint the guides.
Weak sides:
What did not like:
- Well, there is really nothing to say, probably there is not enough xenon, halogen light on Santa's is usual
- Well, and probably the suspension is not very conducive to active driving, although this is probably for all parquets, although initially the suspension is set rigidly, "like for a drive", but neither the engine nor the gearbox can, unfortunately, give any drive, like X5 for example 3.0 dizilke, for this it was necessary to insert a dizilek from IX55
Review of Hyundai Santa Fe 2.2 CRDi VGT 4WD (Hyundai Santa Fe) 2008 Part 3
So, the year of Santa's ownership is approaching, we can summarize, and for this it is worth remembering for what purposes the car was purchased, what tasks were set for it (see part 1 of the review). It's safe to say that Santa Fe lived up to expectations. The car is operated in daily mode, mileage per day from 30 km and higher, several trips to the Volgograd region ( 2500 km per circle). For the year already dashed off more than 30 t.km. What has been done in a year:
Firstly, tires: for the winter, KUMHO (aka Marshal) 235/60 / R18, Velcro was bought. In principle, the tires are not bad, however, when driving on wet asphalt, it emits an unpleasant squeal. In any other state of the pavement, it is quite quiet, the road is held by both snow slurry and ice. Gislaved of the same dimension was bought for the summer. The road keeps amazingly, insensitive to rutting, but noisy. Before that there was 235/55 / R18, in my opinion, this rubber does not look very harmonious on the car (too small), and 60 higher, plus the ground clearance, which is not bad at all.
Comparative test of diesel Jeep SUVs Cherokee - Hyundai Santa Fe - Nissan X-TrailHyundai santa fe
2.2d (150 HP) 5AT, price 1,425,500 rubles.
Nissan x-trail
2.0d (150 HP) 6AT, price 1 236 700 rubles.
Jeep cherokee
2.8d (177 HP) 5AT, price RUB 1,599,045
All prices are indicated at the time of preparation of the material, taking into account the current discounts
It is generally accepted that the optimal power unit for a real SUV is a diesel engine. But will the "tractor traction" be able to turn a SUV into a worthy "rogue"? To find out, we arranged another comparative test: We took a couple of diesel crossovers, and as a reference SUV, a real Jeep, the Cherokee, was “invited” to the company. Of course, also diesel
It would seem that these are completely different things - crossovers and SUVs. But this is not the first time we have undertaken to compare the "incomparable", and, as practice shows, the result is not always 100% predictable. In addition, it is only at first glance that there is a huge gap between the parquet Nissan X-Trail, Hyundai Santa Fe and the hardened "rogue" Jeep Cherokee. However, if you take a closer look, it turns out that they have more similarities than differences - just look at the main design features of today's experimental subjects. All three cars have monocoque bodies - this time. All have an all-wheel drive transmission with a second axle connected through a multi-plate clutch - that's two. Finally, all today's contenders have independent front suspension - three.
What about the differences? The Cherokee has a continuous axle at the rear, while the X-Trail and Santa Fe have independent multi-link suspensions. But the most important thing is that the Cherokee's distribution box contains a "drop", and its rivals, alas, cannot boast of the same.
Let's look at the archives
Cherokee's first name lineup Jeep branches appeared in 1974 - a three-door version of the Jeep Wagoneer received it. In 1984, the second generation of the model debuted - more compact and with monocoque body... The SUV that replaced it in 2001 was named Liberty. Outside North America, however, it was still marketed as the Jeep Cherokee. Liberty / Cherokee fourth generation started in 2007. It was on it that a new transfer case- Selec-Trac II with multi-plate clutch that automatically connects the wheels of the front axle.
Hyundai Santa Fe appeared in 2000. It became the first crossover in the history of a Korean firm. Development experience four-wheel drive vehicles Hyundai at that time practically did not have it, and yet the first pancake came out by no means lumpy. After a generational change that took place in 2006, the firstborn did not retire, and after a while began to be produced in Taganrog as Santa Fe Classic.
The 2WD program assumes that all traction is transmitted to the front wheels. In Auto mode, when driving in a straight line on a flat dry road, only the front wheels are also driving. But when one of them slips, some of the torque is transferred to the rear axle. In this case, through the wheels rear axle up to 50% thrust can be realized. In Lock mode, the clutch discs are always in a fixed position.
The torque is distributed between the wheels by simple symmetrical differentials (D). A system for simulating their interlocks is provided, which works in a relatively wide range. If the angular velocity of one of the axle wheels is by a certain value higher than the angular velocity of the other wheel, then the running wheel is decelerated. It is possible to improve the properties of the vehicle off-road by deactivating the dynamic stability control system. The button is located on the left side of the steering column.
Corrected
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The designers have undoubtedly succeeded in the appearance of Santa Fe. The tightly knit body, with the correct proportions, flaunts clean lines and is completely devoid of oriental pretentiousness. Just think - a few years ago it was good form to criticize Korean design. And here you are! But the Santa Fe's appearance was “painted” in Korea, in contrast to the first generation car, created in the Californian design center and distinguished, shall we say, by rather “rich plasticity”.
The solid interior in some way echoes the interior design of the first Lexus RX: vertical deflectors and a large pseudo-wooden "horseshoe" framing the bottom of the center console are similar. The inserts themselves under the wood on the front panel look quite natural and quite appropriate, the hard plastic is skillfully disguised as soft, and the overall impression of the interior is as follows: if inexpensive, then, in any case, solid.
The Koreans also paid a lot of attention to ergonomics. The ranges of adjustment of the chair and steering wheel are good, and the position of the steering wheel is adjustable both in angle and in reach. All buttons are easily accessible. Climate control management falls out of the blissful picture a little: it distracts from the road for too long due to the fact that the display is located low, and the image on it is overloaded with details.
The flat front seats are upholstered in well-made perforated leather. After you sit down in them, they "squeeze" under any shape and distribute the load well. However, the seats are set high, and even in the lowest adjustment position, above the heads of tall riders, there is a small margin of space.
Passengers of the back sofa are located comfortably - there are not crowded and three of us, and there is enough legroom. At the service of the local inhabitants are air conditioner deflectors located on the middle pillars of the body, adjustable for the inclination of the backrest, and a folding armrest equipped with cup holders. The trunk of the Korean crossover turned out to be the most capacious among the three cars, which is not surprising, because Santa Fe is designed to install the third row of seats. Well, in the absence of a gallery, the cargo compartment has an enviable capacity. Plus, you can "attach" a bunch of different little things to the underground niches.
Hyundai santa fe
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The power unit of the Hyundai Santa Fe is located at the front transversely. When driving on a flat, dry road at a constant speed, all torque is transferred to the front wheels. When one of them slips, part of the traction (up to 50%) begins to be transmitted to the rear axle. An electronically controlled multi-plate clutch (M) is responsible for this process.
The driver has the ability to forcibly change the distribution of traction in the transmission: on the center panel to the left of the steering column there is a clutch lock button - 4WD Lock.
Another way to improve the properties of the car off-road is the ability to turn off the dynamic stability control system: the ESP off button is located next to the 4WD Lock button.
Between the wheels of both axles, the torque is distributed by simple symmetric (conical) differentials (D). There is a system for simulating differential locks by working brake mechanisms... When one of the axle wheels slips and a certain difference between the angular velocities is reached, the running wheel is decelerated. As our tests have shown, this system works in a relatively wide range and allows the driver to confidently overcome light off-road conditions.
Road habits
The turbo diesel accelerates the two-ton Jeep Cherokee relatively well. Acceleration dynamics can be considered sufficient with a clear conscience, but nothing more. And although in our three Cherokee turned out to be the fastest, in terms of ease of control of acceleration and deceleration, it is inferior to its rivals due to a too narrow operating range of the engine, coupled with a not very successful setting of the machine. The Jeep brakes confidently, but the off-road-tuned suspension responds to heavy braking with sharp, deep dives. And on the asphalt wave, the Cherokee has a diagonal swing. But on the dirt road, everything falls into place - here Jeep clearly feels at ease and allows you to maintain a good pace, easily coping with irregularities.
Nissan X-Trail on the move feels, how to say, more passenger, or something. Although he and the Cherokee have some common traits. The X-Trail also readily indulges in rolling on a gentle wave and also rolls noticeably in corners. But the steering is more responsive, and the steering wheel is noticeably more informative than that of the Cherokee. On dirt, the X-Trail is almost as good as the Jeep, with its long-travel, energy-intensive suspension effortlessly swallowing pits and potholes.
The character of Hyundai Santa Fe is even closer to asphalt. At least on the road, it handles better than its competitors: in corners it confidently stands on the trajectory, readily responds to actions by the steering wheel, and the steering wheel itself is sharp and informative. And the rolls during maneuvers are small. True, in terms of dynamics it is inferior to the Cherokee, and in terms of the responsiveness of the machine it loses to the X-Trail. But Santa Fe is the most understandable and well-predictable in reactions to the supply and discharge of gas and brakes the engine better than others. And for the comfort of the suspension good roads and in terms of the ability to handle small irregularities, it outright beats both rivals - it has the smoothest ride and at the same time there is practically no swing.
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And what about off-road? And do crossovers benefit from diesel? The dirt track we have chosen to clarify this issue with a large number of ups and downs became limp after the autumn rains, which confused our maps. Came to the fore adhesion properties rubber, not engine thrust. Nevertheless, it was still possible to shed light on the behavior of diesel SUVs.
It is the high-torque nature of the "tractor" motors that allowed our wards to move confidently enough on slippery ground, even on road tires. In the most problem areas the cars made their way "quietly" - practically at idle speed. The gasoline engine would obviously not have enough traction here and would have to add gas, which in such conditions almost inevitably leads to slipping and slipping downhill. And our "tractor drivers", thank Rudolf Diesel, were able to sneak everywhere on the sly.
Do not discount the advantage of hydromechanical machines in such circumstances. They allow you to smoothly, without slipping, increase traction on the wheels and thereby gain speed before storming another slippery hill.
With a proviso
Jeep felt more confident on the crossroads than the rest. Affected by the presence of a lowering row in the transmission and more aggressive settings for electronic cross-wheel "locks". But here it is worth making a reservation. During the tests, we did not have a chance to encounter a serious rut. And here the "American" could have problems, because the clearance recorded by our measurements under the front suspension was only 165 mm. And even if you dismantle the optional protection power unit(what is not gut), ground clearance would hardly have increased by more than a couple of centimeters. But this is the level of not even the most advanced off-road SUV! So draw your own conclusions.
Nissan has proven itself very worthy - again thanks to the electronics and good articulation. Santa Fe passed only in situations with diagonal hanging: he was not able to cope with slipping of unloaded wheels. And because of the shortest suspension, he had to experience such difficulties more often than others. But otherwise, he also behaved well, keeping up with his rivals.
Summing up, we can state that diesel SUVs have an undoubted advantage over their petrol counterparts on the road. However, in the study of the issue of their patency, far from all the dots above the "i" have been placed, and we will certainly return to it. Perhaps more than once.
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| The results of geometric and weight measurements made by the editorial experts in the conditions of the auto-polygon | ||||
|---|---|---|---|---|
| Hyundai santa fe | Nissan x-trail | Jeep cherokee | ||
| C | Clearance under the front axle in the center, mm | 165*** | 190 | 165 |
| Clearance under the front axle in the shoulder area, mm | 250 | 215 | 225 | |
| Clearance under rear axle in the center, mm | 220 | 255 | 205 | |
| Clearance under the rear axle in the shoulder area, mm | 230 | 240 | 290 | |
| D | Minimum clearance inside the base, mm | 215 | 215 | 235 |
| Clearance under the frame or spar, mm | 310 | 245 | 300 | |
| Clearance under the fuel tank, mm | 235 | 230 | 230 | |
| B1 | Front passenger compartment width, mm | 1400 | 1430 | 1460 |
| B2 | Rear interior width, mm | 1430 | 1410 | 1430 |
| B3 | Trunk width min / max, mm | 1150/1420 | 1230/1310 | 1200/1300 |
| V | Useful trunk volume (5 persons), l | 480 | 428 | 328 |
* From R point (hip joint) to accelerator pedal
** The driver's seat is set at L1 = 950 mm from point R to the accelerator pedal, the rear seat is moved to the end back
*** Clearance under the optional protection of the power unit
| Specifications car | |||
|---|---|---|---|
| Hyundai santa fe | Nissan x-trail | Jeep cherokee | |
| MAIN CHARACTERISTICS | |||
| Length, mm | 4650 | 4630 | 4493 |
| Width, mm | 1890 | 1785 | 1839 |
| Height, mm | 1795 | 1685 | 1736 |
| Wheelbase, mm | 2700 | 2630 | 2694 |
| Front / rear track, mm | 1615/1620 | 1530/1535 | 1549/1549 |
| Curb / full weight, kg | 1991/2520 | 1750/2170 | 2185/2520 |
| Maximum speed, km / h | 179 | 181 | 179 |
| Acceleration 0-100 km / h, s | 11,6 | 12,5 | 10,5 |
| Fuel consumption, l / 100 km | |||
| Urban cycle | 9,6 | 10,5 | 11,7 |
| Country cycle | 6,0 | 6,7 | 7,5 |
| Mixed cycle | 7,3 | 8,1 | 9,0 |
| Turning circle, m | 10,8 | 10,8 | 10,83 |
| Fuel / volume fuel tank, l | D / 75 | D / 65 | D / 70 |
| ENGINE | |||
| engine's type | Turbo diesel | Turbo diesel | Turbo diesel |
| Arrangement and number of cylinders | R4 | R4 | R4 |
| Working volume, cm 3 | 2188 | 1995 | 2768 |
| Power, kW / h.p. | 110/150 | 110/150 | 130/177 |
| at rpm | 4000 | 4000 | 3800 |
| Torque, Nm | 335 | 320 | 460 |
| at rpm | 1800–2500 | 2000 | 2000 |
| TRANSMISSION | |||
| Transmission | A5 | A6 | A5 |
| Crawler gear | - | - | 1,000/2,720 |
| CHASSIS | |||
| Front suspension | Independent, spring | Independent, spring | Independent, spring |
| Rear suspension | Independent, spring | Independent, spring | Dependent, spring |
| Steering gear | Rack | Rack | Rack |
| BRAKES | |||
| In front | Ventilated discs | Ventilated discs | Ventilated discs |
| Behind | Disk | Ventilated discs | Disk |
| Active safety equipment | ABS + EBD + ESP | ABS + ESP + Brake Assist | ABS + ESP + Brake Assist + Traction Control |
| Tire size | 235 / 60R18 | 215 / 60R17 | 235 / 60R18 |
| MAINTENANCE COSTS | |||
| Approximate costs for the year and 20 thousand km, rubles | 156 055 | 144 823 | 188 682 |
| The calculation takes into account: | |||
| The cost of the CASCO policy (experience from 7 years) *, rub. | 99 785 | 89 433 | 111 932 |
| Road tax in Moscow, rub. | 4 500 | 4 500 | 7 650 |
| Basic cost of maintenance **, rub. | 12 000 | 5 600 | 12 500 |
| We stand. first oil change **, rub. | - | - | - |
| Maintenance frequency, thousand km | 15 | 10 | 10 |
| Combined fuel costs, rub. | 35 770 | 39 690 | 44 100 |
| WARRANTY CONDITIONS | |||
| Warranty duration, years / thous. km | 3/100 | 3/100 | 2/- |
| COST OF THE CAR | |||
| Test set ***, rub. | 1 425 500 | 1 236 700 | 1 599 045 |
| Basic equipment ***, rub. | 999 900 | 873 700 | 1 296 480 |
** Including consumables
*** At the time of preparation of the material, taking into account the current discounts
| Expert assessments based on test results | ||||
|---|---|---|---|---|
| Index | Max. score | Hyundai santa fe | Nissan x-trail | Jeep cherokee |
| BODY | 25 | 18,2 | 17,5 | 15,2 |
| Driver's seat | 9,0 | 5,3 | 5,8 | 5,0 |
| Seat behind the driver | 7,0 | 6,3 | 5,3 | 4,8 |
| Trunk | 5,0 | 3,6 | 3,4 | 2,4 |
| Security | 4,0 | 3,0 | 3,0 | 3,0 |
| ERGONOMICS AND COMFORT | 25 | 19,3 | 19,1 | 17,7 |
| Governing bodies | 5,0 | 4,3 | 4,4 | 4,2 |
| Devices | 5,0 | 4,0 | 3,9 | 3,6 |
| Climate control | 4,0 | 3,0 | 2,2 | 2,2 |
| Interior materials | 1,0 | 0,6 | 0,9 | 0,6 |
| Light and visibility | 5,0 | 3,4 | 3,9 | 3,2 |
| Options | 5,0 | 4,0 | 3,8 | 3,9 |
| OFF-ROAD QUALITIES | 20 | 11,1 | 11,0 | 16,5 |
| Clearances | 4,0 | 2,9 | 2,9 | 2,7 |
| Corners | 5,0 | 2,9 | 2,9 | 4,3 |
| Articulation | 3,0 | 1,8 | 2,0 | 2,4 |
| Transmission | 4,0 | 1,1 | 1,1 | 3,8 |
| Security | 2,0 | 1,0 | 0,9 | 1,8 |
| Wheels | 2,0 | 1,4 | 1,2 | 1,5 |
| FORWARDING QUALITIES | 20 | 18,0 | 17,5 | 16,3 |
| Controllability | 3,0 | 2,5 | 2,5 | 2,1 |
| Ride comfort | 3,0 | 2,5 | 2,4 | 2,1 |
| Accelerating dynamics | 3,0 | 2,6 | 2,5 | 2,8 |
| Fuel consumption (combined cycle) | 3,0 | 3,0 | 3,0 | 2,4 |
| Cruising on the highway | 2,0 | 2,0 | 1,9 | 1,8 |
| Carrying capacity | 2,0 | 1,7 | 1,6 | 1,6 |
| Length unfolded. trunk | 2,0 | 1,7 | 1,6 | 1,5 |
| Spare wheel | 2,0 | 2,0 | 2,0 | 2,0 |
| EXPENSES | 10 | 8,1 | 8,5 | 7,8 |
| Price in test set | 4,0 | 3,1 | 3,4 | 3,0 |
| Operating costs | 4,0 | 3,6 | 3,6 | 3,3 |
| Resale prospects | 2,0 | 1,4 | 1,5 | 1,5 |
| TOTAL | 100 | 74,7 | 73,6 | 73,5 |
_Hundai_Nissan_Jeep_Page_09_Image_0002.jpg) | _Hundai_Nissan_Jeep_Page_09_Image_0003.jpg) | _Hundai_Nissan_Jeep_Page_09_Image_0005.jpg) |
||
| Hyundai santa fe | Nissan x-trail | Jeep cherokee | |
|---|---|---|---|
_Hundai_Nissan_Jeep_Page_12_Image_0001.jpg) | _Hundai_Nissan_Jeep_Page_12_Image_0003.jpg) | _Hundai_Nissan_Jeep_Page_12_Image_0002.jpg) |
|
| pros | Good handling comfortable suspension, spacious interior, roomy trunk | Quite good off-road properties, comfortable and well-thought-out interior | Geometric cross-country ability, the presence of a lowering row, the work of electronic "locks" |
| Minuses | Helplessness when hanging diagonally | Acceleration dynamics, vulnerable brake hoses and fuel lines | Low quality finishing materials, behavior on asphalt |
| Verdict | Santa Fe is a solid and roomy family crossover. The most comfortable of the three | Nissan X-Trail offers the most successful combination of passenger and off-road qualities | The Jeep Cherokee is a modern take on the classic SUV. Has a decent cross-country ability |
text: Alexander STOLYAROV
photo: Roman TARASENKO
The eternal confrontation between Japanese and korean cars found its continuation in the 21st century. In recent years, this mostly applies to crossovers, which, having displaced European SUVs from the market, began to compete with each other.
Today we will compare the Hyundai Santa Fe and the Nissan X-Trail - cars that currently hold leading positions in their class.
Santa Fe, named after the American city of the same name, was first presented to the public in 2000, and a few months later, sales on the US market started. It is worth noting that the company's plans did not include an item according to which the crossover would be supplied to Europe, but the great demand for the model forced the Koreans to change their position. An interesting feature of the model is that it undergoes minor changes almost every year, and this will undoubtedly please the fans of the company.
In the spring of 2006, the first second-generation Santa Fe rolled off the assembly line. The novelty surpassed its predecessor in all aspects, and very quickly became the leader in sales. 6 years later, at the New York Auto Show, the third generation crossover debuted. It is worth noting that the developers for the first time offered a 7-seater cabin configuration. In 2012, the car was recognized as the safest in the class.
Both of today's rivals can be considered peers, since the X-Trail was also introduced in 2000. The Japanese assembled a novelty based on the proprietary Nissan FF-S module, and this undoubtedly played into their hands, since the debut version of the crossover began to disperse on the market in huge quantities. In 2007, in Geneva, the presentation of the "Japanese" of the second generation took place. The designers applied a new body platform, previously used in Qashqai, and again they did not fail. According to many experts, new X-Trail was the most powerful crossover of the time.
Since 2012, the production of third-generation cars has been underway. We can safely say that the creators decided to follow in the footsteps of Qashqai, since both cars have a lot in common, including even a modular platform. It is worth noting that since 2014 the new product has been assembled at the St. Petersburg enterprise.
Since the careers of both cars started in the same year, and the years of the release of updates are approximately the same, we will award a draw at this point.
Appearance
The exterior of the model of the first generation of Korean crossovers is considered by many to be ridiculous and tasteless. It is difficult to disagree with this, as motorists expected more than asymmetric body elements and a bland “front end”. However, the Americans did not consider this to be such a big drawback, and began to actively buy a car. To develop the design of the second generation crossover, the best world experts were invited to the company, and this bore fruit. The exterior of the novelty has improved markedly, and was designed in accordance with all the fashion trends of that time. The third generation model has become more prominent and dynamic. The designers have focused on the aggressiveness and sportiness of the car.
Due to the fact that the designers Japanese company, when developing the design of the X-Trail, borrowed many interesting points from the legendary SUV Patrol, new crossover got a bit angular and austere appearance... However, this practicality was to the taste of motorists, especially domestic ones. The second generation model retained all the main features of its predecessor, and, on top of that, became more solid and stylish. In X-Trail 3, the exterior of the crossover has lost its former practicality, as the developers have relied on a bright and dynamic appearance. It is worth noting that due to this decision, the model received some new fans.
When asked which is better - the exterior of the X-Trail or Santa Fe, the answer is in favor Japanese crossover.
Salon
It is interesting that Korean developers, in the interior of their crossover, have made the main emphasis on the technology and style of elements, which is a rarity for Hyundai cars. But the X-trail interior is made more strictly. At the first acquaintance with it, one might get the impression that each element takes its place, and there is absolutely nothing superfluous.
In terms of the quality of finishing materials, the interior of a Japanese car looks stronger.
But the trunk size is larger for the Korean crossover, 585 liters versus 497.
Specifications
When it comes to motors, Santa Fe has a clear advantage. Judge for yourself - it is equipped with engines with a volume of 2.0 to 3.3 liters, while the X-Trail uses units with a volume of up to 2.5 liters.
If we compare the 2017 models, then both manufacturers have engines of approximately the same volume: Santa Fe has 2.2, 2.4, X-Trail 1.6, 2.0, 2.5. In terms of power, the size of the fuel tank, as well as acceleration to 100 km and maximum speed, the "Korean" is in the lead, but the "Japanese" is more economical and higher (the ground clearance is 2.5 cm more).
| Model | Hyundai Santa Fe 2017 | Nissan X-Trail 2017 |
|---|---|---|
| Engines | 2.2, 2.4 | 1.6, 2.0, 2.5 |
| Type of | gasoline, diesel | gasoline, diesel |
| Power, h.p. | 200/171 | 130/144/171 |
| Fuel tank, l | 64 | 60 |
| Transmission | mechanics, variator | mechanics, variator |
| Acceleration to 100 km, s | 9.6-11.0 | 10.5-12.1 |
| Maximum speed | 190-203 | 180-190 |
| Fuel consumption city / highway / mixed | 13.7/7.0/9.5 | 11.2/6.6/8.3 |
| Wheelbase, mm | 2700 | 2705 |
| Ground clearance, mm | 185 | 210 |
| Dimensions, mm length x width x height | 4700 x 1880 x 1675 | 4640 x 1820 x 1710 |
| Weight, kg | 1773-2040 | 1445-1637 |
Price
The minimum cost for Santa Fe is 1,794,000 rubles, and for a Japanese crossover is 1,264,000 rubles. Based only on the logic of the numbers, the second option looks more attractive.
Nissan X-Trail vs. Hyundai Santa Fe: What Excuses the Price Difference? Formally, before you are classmates, all-wheel drive crossovers, each with its own merits: the Santa Fe is slightly longer, and the X-Trail has a larger wheelbase. But this is where their similarities end, and a severe competition begins: Nissan is cheaper than Hyundai by more than 10 thousand dollars!
It would seem that everything - what else can we talk about if the price decides? But looking at the traffic flow, we understand that Hyundai Santa Fe is found no less often than Nissan X-Trail, and even more often. But why are buyers paying more? This is what we decided to figure out by inviting Japanese and Korean crossovers to the comparative test. Our catalog of new cars features more than 30 crossover models, ranging from the front-wheel drive Lifan X50, which cost less than $ 9,000, to the frantic 575-horsepower BMW X6M for $ 130,000.
And, having entered the search parameters "four-wheel drive, automatic or robot", we were very surprised when we found that the basic front-wheel drive Nissan X-Trail costs only 20 thousand dollars, and its formal classmate, Hyundai Santa Fe, in the basic version with full drive and 2.4-liter engine - from over 33 thousand! Okay, let's say the four-wheel drive version costs more, but such a difference in price still confused us: I wonder how much the X-Trail will cost with all the drivers? It turned out that it was not much more expensive - from $ 22,200, and the most expensive version of the LE + with a 2.5-liter engine, four-wheel drive and a CVT was still less than $ 30. At the same time, Hyundai is just starting at 33, and the top version with a diesel engine and automatic transmission costs almost 45 thousand. And we decided to find out why Hyundai Santa Fe is so better nissan X-Trail, since it is so much more expensive and sells well at the same time.
Outwardly, both crossovers are good and look the same status. But - do not stand next to each other yet. It is worth driving the Nissan X-Trail closer to the Hyundai Santa Fe, and vague doubts begin to torment: are they really classmates? The Korean crossover looks more masculine, heavier, more solid, and Nissan looks like its younger brother. We compare the dimensions: no, everything is almost the same: the X-Trail is a little narrower, but it has a longer wheelbase, the Santa Fe is slightly longer, but lower. But when they stand nearby, Santa Fe looks more impressive, albeit not for the more than 10 thousand dollars for which it is more expensive than the X-Trail. Although in terms of special effects, Nissan is more advantageous - it does not just have LED running lights, but full-LED Bi-LED headlights, which are not available for Hyundai.
If from all of the above you remember exactly the LED headlights, then the inside of the Nissan X-trail will not disappoint you either - there are a lot of "gadgets" here. And let the most expensive equipment LE +, you are still glad that for such a price you can get all-round video cameras, and a row control system, and comfortable access to the salon - the key is always in your pocket, and you can open and close the car by pressing a button on the door handle. You cannot list everything, but who is interested - welcome to our catalog, where all picking Nissan X-Trail. In addition to equipping Nissan, it also pleases with ergonomics: the driver's seat is adjustable in height in such a range that you can sit almost resting your head against the ceiling, or you can - like with a supercar, almost on the floor. The range of adjustment of the steering wheel in height and reach is also wide, and for such gifts for the driver in the column "fit, ergonomics" I would like to immediately give the X-Trail the highest mark. But for the materials of the interior trim, you cannot see a good grade for the X-Trail - the plastic only looks textured, but in fact it is hard, and tapping it with your finger, you understand where it comes from low prices... Don't get it wrong: inside this Nissan is no worse than its classmates, and today everyone is saving on materials, just right after the X-Trail we transfer to Santa Fe, and ...
Who are you, I don't recognize you in makeup? On the "blind test" that our portal has somehow already conducted, Hyundai would have every chance to confuse even the most experienced experts. Everything, from the sound of the door closing and ending with the efforts on the automatic transmission lever, is more noble, juicier, more pleasant at times here. Maybe not be near Nissan, we would not sing such praises of Hyundai, but when compared directly, the difference is very noticeable. I just want to say - “just for those 10-odd thousand”, but then you realize that for this money you can buy a Nissan Terrano or some other affordable crossover. So the difference in price is, of course, significant - but the impression of Santa Fe also makes an equally more pleasant and expensive one. The difference is about the same between Renault and Audi, you know?
But Nissan is not going to give up so easily! Moving to the back row of the X-Trail, we find there a divided (½) sofa, which has all the adjustments - like the front seats, it can be moved forward and backward, by 20 centimeters, and the backrest angle can be changed. Good? Fine! In the far position of the sofa, Nissan passengers feel like in a limousine, and if the backrest is also folded back ... But it is not very convenient to do this: the handle is near the headrest, and the backrest, as it turns out, has only a few fixed positions.
How will Hyundai respond? The same: his rear sofa is divided in the same proportion, and has the same adjustments - both in length and in angle of inclination. And, as is the case with the interior in front, the rear seats also feel that the Santa Fe is much more expensive - the seats themselves are thicker, softer. The tilt angle adjustment is more convenient - the handle is on the side of the seat - and the adjustment step is minimal, which allows you to set the back at an angle that is more convenient for you, and not in one of the fixed positions, like in Nissan. And yet - in itself, the rear seat back in Hyundai reclines to a greater angle, so if you want to take a nap on the road, Santa Fe is more suitable for this, and besides it has curtains on the rear side windows. But in terms of knee room, it is slightly inferior to the X-Trail.
Nissan's trunk also opens contactlessly - you don't even need to touch the lock, just walk up to the car with the key in your pocket and hold your hand near the sensor for a few seconds. The idea is good, but it would be better done as in VW, where it is enough to hold your foot under the bumper - when you hold something large and heavy in your hands, it is not always possible to bring your hand to the sensor located above the license plate. The trunk itself is large, almost 500 liters, and comfortable - pay attention to the minimum loading height and flat floor. True, the floor is even thanks to special shelves, one of which can be placed higher. It is unclear what advantage such a function gives - you cannot put a heavy thing on the shelf, and small objects will roll off it, since there is no fence. The maximum boot capacity with the rear seats folded is 1,585 liters.
Hyundai does not have an electric tailgate, and even more so there is no contactless access. But this is not very frustrating - opening and closing the trunk yourself is much faster than waiting for the sensor to work, and then the electric drive will raise the trunk lid of Nissan. The boot capacity of the Santa Fe is also larger - 585 liters, and with the rear seat backs folded down - 1680 liters. When folding the seats, the floor of the trunk also turns out to be even, but the process itself is much more convenient than in Nissan - I pulled the lever on the side of the trunk, and the back folded itself.
Hyundai also has one more convenient thing - a 220 V socket. It would seem that they have been driving all their life without it, but in fact, it is very convenient - you can charge a laptop, camera or something, right on the road. The socket works, of course, only when the engine is running. And, by the way, only diesel Santa Fe is equipped with it.
And we had just a diesel engine - a 2.2-liter 197-horsepower. It is offered with both a manual and an automatic 6-band gearbox, and in combination with the "automatic" the torque is slightly higher than on the "mechanics". And under the hood of the test Nissan X-Trail is a gasoline two-liter 141-horsepower engine, which is available on front-wheel drive versions as with mechanical box transmissions, and with a variator, and on all-wheel drive - only with a variator. Of course, in this version Nissan X-Trail cannot compete with Hyundai in dynamics, and therefore we exclude drag racing from the test program. Alas, the times are not the same now, several modifications of the same model are not kept in test parks at once, however, if the dealer had an X-Trail 2.5, then the race could well take place: such a Nissan and a turbodiesel Hyundai have a very insignificant difference in acceleration from zero to 100 km / h
We cannot compare the dynamics of acceleration, but no one bothers to evaluate the smoothness of the course and driving performance in general. Moreover, in the situation with Nissan, the impression from the 2-liter engine is quite comparable to the impressions from the 2.5-liter: both of them are 4-cylinder, and both are quite vociferous on high revs... Namely, there they are driven by the variator during acceleration - if you accelerate intensively, the tachometer will show more than four thousand revolutions, and the engine noise will be clearly heard in the cabin. What to do, the specifics of the variator. However, Nissan engineers are aware of this, and in this generation the CVT is trained to "shift" on acceleration - the X-Trail accelerates with smooth jerks, as if shifting gears. By the way, they really can "switch" - if you switch to manual mode, the variator will work in 7 fixed positions. The smooth running and general behavior of the Nissan X-Trail will remind the driver of cars rather than crossovers: the car stands perfectly on an arc, quickly enters corners, but the payoff for this is the chassis, which is very sensitive to irregularities. Whether small pebbles or pits with sharp edges - all the impacts are perceptibly transmitted to the body, and even if you want to, you can't say that the X-Trail "floats over the road." However, if you prefer a sporty driving style, you should like the car - it doesn't have any of the heavy habits inherent in many crossovers.
Changing into a Hyundai, you seem to close a double-glazed window at home: you suddenly realize that all the noise seems to have been cut off. You start the engine, accelerate, drive along an uneven road - "... and silence", as Saveliy Kramarov said in a famous film. If in Nissan you unwittingly know at what revs the engine is running and how many holes there were in the previous turn, then in Santa Fe you sit on a soft chair, turn the steering wheel overloaded with unnatural effort, and you don't feel anything at all. A diesel engine with a breakaway torque works as if under water, the volume of external noises is set to a minimum, and the smoothness of the ride makes you torment yourself in doubts: is it definitely not "pneuma" here? No, regular springs, McPherson in the front and multi-link suspension behind - structurally, these models are clones, but in fact between them, if not an abyss, then at least a crack. Overall impression of driving performance Nissan is a regular crossover of Japanese origin, and Hyundai is a Korean Mercedes-Benz. Do you understand? Where the world has rolled: "Korean" is more comfortable than "Japanese".
Or maybe the designers of Nissan did it on purpose, and under the guise of X-Trail hides a kind of all-terrain GT-R? The first impression is yes. The fact that we were not very happy in normal driving modes, in more severe modes is already perceived as a plus - lightweight and "light" X-Trail behaves well in corners. And even if the steering wheel is too light, the rolls on the "rearrangement" do not frighten, the car itself does not frighten - it does everything right, even if not very recklessly.
Although "not recklessly" is about Hyundai. See how the tires buckled, how hung out rear wheel- the maneuver is the same, but Santa Fe performs it with great tension. You feel less in it, and it interferes with driving exactly - the steering wheel is empty, there are more rolls, and the pleasure from such maneuvers is much less. Really - Mercedes-Benz. And not modern, but one, you know, from the 90s, imposing and relaxed.
The last point of our tests was off-road - easy, of course. And in the role of such off-road was a small sandy quarry, where our crossovers had to demonstrate their talents. We want to note right away that although both have a plug-in four-wheel drive, there are slight differences in the design of Nissan and Hyundai. Nissan has a system all-wheel drive the same as that of - you can ride on front wheel drive, you can on full, automatically connected. And for off-road conditions there is a Lock mode, when the rear axle drive clutch is locked - but the lock only works up to 40 km / h. Hyundai does not have a front-wheel drive mode - it always has a fully automatic all-wheel drive. And to combat off-road conditions, there is a key for locking the central clutch. And of course, both cars have traction control systems.
It is these electronic assistants that help crossovers overcome such terrible obstacles as in the photo so easily. Fear and horror are now probably read in the eyes of most crossover owners, but in fact, it's okay. The main thing is not to tear off the bumper. And keep the gas pedal slightly pressed, because traction control system works exactly when it detects slip of one of the wheels. At this moment, she slows down it, and transfers the torque to another wheel on the ground.
In general, if you do everything carefully, both Nissan and Hyundai playfully overcome such an obstacle. By the way, for "Niva" or "UAZ" it is surmountable only by running - as soon as the wheel is suspended, they will stop, since they have no electronics or cross-wheel locks.
But in the loose sand, these assistants were not at all assistants: the Santa Fe traction control system braked the wheels so zealously that the car could not climb a hill even from acceleration. But as soon as the electronics were turned off (along with the stabilization system, so that it would not interfere either), and Hyundai drove off! And he drove well - where there was no fear of catching on a bumper or a threshold, he drove wherever there was enough tenacity of the tires.
With Nissan, the story is the same: the sandpit was subdued to him only after turning off the electronics. Well winter tires helped - it clung better to the surface, and this allowed the X-Trail to pass all the obstacles we suggested. Which, by the way, on regular summer tires it might not have passed - because of the variator. This type of transmission allows you to save fuel on asphalt (due to the fact that the engine operates at optimal speed in any mode), it starts to be slightly annoying off-road. In the "machine" you feel when the car is moving and when not, but here you touch the gas gently, the car does not move. You press harder - the engine hums, the transmission strains, but still does not go. You push on the floor - slipping begins. In general, very weak Feedback, therefore, on the X-Trail it is better as on the "UAZ" - by move, by move.
After reading all the material, we hope you will be in solidarity with us: after testing in all conditions, you no longer feel so confident that “better simpler, but cheaper” - the more expensive Hyundai Santa Fe turned out to be of better quality, and in many respects. The quality of the interior, the noise isolation, the smoothness of the ride ... Although it does not have the same equipment as the Nissan X-Trail - all these cameras and other assistants really make life a lot easier. But regarding the sensations of the driver and passengers, Nissan is still noticeably cheaper than Hyundai - it is noisier, tougher, rougher. Therefore, we cannot call anyone the winner of today's test: Nissan is cheaper and better equipped, but even in the most luxurious configuration, it does not offer the comfort and feeling of "premium" that pleases Hyundai.
WE REMEMBERED
Nissan x-trail
When maneuvering, Nissan is very convenient - all-round cameras allow you to drive a millimeter from other cars
The variator does not care what mode the driver is in - it always selects the optimal rpm, which saves fuel
The operating modes of the all-wheel drive system are displayed on the panel in online mode: during acceleration and when slipping, the front axle shares traction with the rear
The chrome footpegs are no use, they only reduce the clearance under the sills
Hyundai santa fe
Hyundai is well thought out in the smallest detail. Niche for storing the removed trunk curtain - where else can you see this?
Santa Fe's design and materials are more solid, although they do not reach the level of German premium models.
From assistants - only a rear-view video camera
A trifle, but nice: the door trim also covers the threshold, so it always stays clean. Hyundai has a lot of such "premium" little things
