2015 Hyundai Santa Fe Ltd V-6 Suv Review
The Automobile Connection Expert Review
Senior Editor
August iii, 2015
Likes
- Easy-to-use infotainment system
- Plenty of standard features
- Attractive styling
- Skillful cargo space
- Very skilful fuel economy
Dislikes
- Sliding second-row seat choice
- All-bicycle bulldoze exacts bigger gas mileage penalization
- Steering feel isn't sharp
- V-half-dozen but on long-wheelbase version
Buying tip
features & specs
AWD 4-Door GLS
AWD four-Door Limited
AWD 4-Door Limited w/Saddle Int
The 2015 Hyundai Santa Fe is really ii vehicles in 1, with the larger model geared toward big families and the smaller Sport version proficient for those with smaller broods.
Hyundai'south Santa Fe and Santa Fe Sport lineups compete with a tremendous diversity of crossovers, ranging from compact vehicles such as the Toyota RAV4 and Honda CR-V, to mid-size vehicles such every bit the Ford Edge and Toyota Venza, all the mode out to three-row utes like the Toyota Highlander and Honda Pilot. The larger Santa Fe is viii.5 inches longer than the Sport, and in some cases, you might find it cross-shopped against minivans, as well.
The 2015 Hyundai Santa Fe badge now belongs to a whole family of crossovers—two unlike vehicles, really, including one with seating for 5 and the other sized up for seven. They're even congenital in different places, as the smaller Sport model is built in Georgia, while the larger three-row model, which is sized up to replace the former Veracruz, is imported from Korea.
Crossovers are all about room and utility, and both Santa Fe models fit that bill. The forepart seats are a footstep upwards from the nearly recent Hyundai vintage, with better support congenital into the lesser cushion. But the second row is where the action is: on some models, the second row slides on a 5.2-inch track for better flexibility, in the same way the seat in the Chevy Equinox moves. The seat also reclines and folds on a 40/20/forty split up, making way for longer objects while preserving 4 seating positions. There'due south also some storage infinite below the cargo flooring and even some space for a handbag alee of the shift lever, though that'll block access to the audio ports. On three-row models, there'due south a pick betwixt the xl/20/twoscore layout or a vi-passenger layout with cozy captain'south chairs in row two—and all of these models get Yes Essentials-brand soil-resistant upholstery.
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Hyundai has put a potent emphasis on looks of tardily, and that goes for the Santa Iron too, which wears the nigh grown-upward and mod sheetmetal in the model's history. The sharp edges and tight creases wrap effectually it in interesting means, and Hyundai'southward hexagonal grille gets sees its best rendition here, bracketed by headlamps and foglamps. For 2015, Hyundai has switched to a ii-tone grille for the Santa Fe Sport in an endeavor to make it look a little more sporty. The D-colonnade's upkick and stance remind the states a piddling of the Ford Escape, but the Santa Fe Sport's shape is more faceted and studied than the Ford'due south, no more or less handsome. The longer Santa Fe is slightly less distinctive, just as a minivan replacement, it doesn't need to exist flashy. The interior is some other bar raised for Hyundai, with some faint GM cues penned in its shield of controls, surrounded by the usual swoops and fluid curves--and trimmed in two-tone materials, an upscale touch that looks meliorate when information technology's capped in glossy trim than in faux wood.
The two-row Santa Fe Sport is offered with both a naturally aspirated 2.4-liter four-cylinder engine producing 190 horsepower and a 264-hp, 2.0-liter turbo 4-cylinder producing. The turbo drops merely a couple of miles per gallon highway while turning in very capable acceleration, making the merchandise-off of economy for functioning pretty worthwhile.
The three-row Santa Iron model is powered by a three.3-liter V-six producing 290 horsepower--the same smooth engine used in the Azera. There'due south no choice with the Santa Iron, but its V-half-dozen is fairly muscular--potent plenty to tow 5000 pounds backside it without add-ons.
All three engines feature straight injection for better fuel economy and more power. They're backed by half dozen-speed automatic transmissions with front- and all-wheel drive configurations bachelor no matter which engine is selected.
As for the rest of the Santa Iron driving feel, it'due south mainly smoother and more effortless. The automatic sometimes gets defenseless napping between taps of the throttle, but the powertrains are muted well. The ride'due south improved greatly and also grown more tranquillity--bigger bushings in the independent interruption are engineered for the bigger Santa Fe, but also used on the Sport--but we'd just as soon leave the three-mode electric steering in Normal or Sport, because Comfort's just too tedious for our condolement. For the 2015 model yr, Hyundai has updated the steering system with amend electronics and claims to accept fabricated the Sport setting more than sporty. There take also been further adjustments to bushings and suspension geometry front and rear to increment lateral stiffness.
The Santa Fe and Sport have the usual airbags (including a commuter knee airbag) and stability control. Bluetooth is standard and a rearview camera is an option on all but the base model. Bullheaded-spot monitors and parking sensors were new options for 2014, and the old is now standard as of the 2015 model year. The shorter-wheelbase Santa Fe Sport earned top 'good' scores in all categories. But the IIHS hasn't rated the 3-row, longer-wheelbase Santa Fe, and the National Highway Traffic Safety Assistants has not tested either model.
With base prices of almost $26,000 for the Sport and about $31,000 for the longer version, the smaller model makes more of the usual Hyundai case for value. It gets power windows, locks, and mirrors; air workout; cruise command; tilt/telescoping steering; steering-wheel sound and phone controls; and 17-inch wheels. The standard sound system is an AM/FM/CD player with satellite radio, USB and auxiliary ports, Bluetooth with audio streaming, and six speakers. A panoramic sunroof, Infinity audio, and an improved navigation system lift the Santa Fe to a higher cost plateau. Push-button beginning, automated climate command, and heated and cooled front seats are bachelor on some models.
The Santa Iron duo too gets Hyundai's BlueLink telematics system equally standard equipment. This OnStar-like system incorporates turn-by-turn navigation and Bluetooth streaming for apps such as Pandora, and works in conjunction with your smartphone and an possessor website to set functions like speed limits and geofencing--setting up boundaries for where the car can be driven. A BlueLink app for the iPhone is bachelor, giving owners the ability to lock and unlock and to start the Santa Fe past remote, likewise.
Other updates for 2015 include a new easily-free liftgate arrangement, which only requires the opener to stand about the rear of the vehicle with the proximity key for a few moments earlier it opens upwardly. It replaces the conventional power tailgate on the Santa Fe and brings the convenience detail to the Santa Fe Sport for the first fourth dimension. Daytime running lights and an machine up/down front end passenger window are at present standard beyond the lineup.
The 2015 Santa Fe lineup has a particularly handsome cabin design, in 2-tone trim; but its look is a mainstream one for the virtually part.
The Santa Iron was one of the get-go Hyundai products to motility to a more mature styling language. Since it was introduced, the Genesis and Sonata have followed suit
At present at that place's a articulate family resemblance through the Hyundai crossover lineup, from the brash, bristly Tucson through the very streamlined long-wheelbase Santa Fe. The Sport's the best-looking of the trio, with a right-sized hexagonal grille bracketed in identify with coordinated fog lamps and headlamps trimmed with LED lighting. The side sills stand out in relief upwardly and over the rear wheel wells, and the rear door handles sit well back of the rear wheel opening in a way Mazda's now-defunct CX-7 would be proud of. It'southward all summed upward by a simple, balanced treatment of taillights and glass on the tailgate. We can't assist but choice out some vague likeness to the new Ford Escape in the rear end and the proportions around the headlights, simply Ford's virtually-hatchback crossover doesn't quite have the size to play out the curves you lot'll find on the Santa Fe Sport.
It's less distinctive well-nigh the Santa Iron--some Dodge Durango in the way its rear quarter windows are shaped. Hyundai says information technology'south substantially a minivan replacement, anyway, and we tin can't think of ane three-row crossover with outre styling that'south been a big hitting.
More conventional than the one in the Tucson, the cockpit in the Santa Atomic number 26 siblings has grown upwardly, too. It carries a shield of controls at its center, and flanks them with large air vents--a theme that'due south recurring pretty oftentimes in compact-machine design, and just happens to get well with the sheetmetal. The dash surface undulates, dipping low in front end of passengers and bubbles up for gauges and the center stack, and big knobs control fan speed and audio book. On crossovers with navigation, an viii-inch screen glows under a matte surface, and electroluminescent gauges toss in a few more subdued lumens.
Some Santa Atomic number 26 crossovers sport woodgrain trim, while others accept a gloss finish that's more appealing and fits more easily with the control-pod theme. Hyundai'southward found out how two-tone interior treatments tin wake up a motel, and the Santa Iron and Sport offer some bawdy colors and trims that link them a little more directly to the crossover world than whatever of their lines or surfaces.The sides of the Santa Fe are heavily sculpted, every bit is Hyundai's contempo tradition, with an up swing in the shoulder lending a stylish look that does impede a bit on the airiness of the cockpit.
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Acceleration and ride quality quite good, and despite three modes we're however non entirely happy with the steering.
The 2015 Hyundai Santa Fe is only offered with a 5-6, while the Santa Fe Sport model is offered with a four-cylinder–and your choice of whether or non you lot want that engine turbocharged.
The base of operations engine on the Santa Iron Sport is Hyundai's two.4-liter four, with 190 horsepower and 181 pound-anxiety of torque, straight from duty in the Sonata sedan. With directly injection and a hookup with Hyundai's in-house six-speed automatic, the base Sport earns the best fuel economy ratings of the lineup, upward to 33 miles per gallon on the EPA'south highway cycle. Our start drive offered only a brief exposure to the normally aspirated four at loftier altitudes--not an ideal driving experience--and then we're holding dorsum those impressions until we tin test this model over longer distances nether more usual conditions.
The turbocharged 2.0-liter turbo four is some other familiar slice, as it's too shared with the Sonata. In this application it makes 264 horsepower and 259 lb-ft of torque, while topping out in front-drive course at 29 mpg highway. It smoothly conveys abundant power through a fairly wide swath of the powerband; we'd estimate a 0-60 mph time at 7.0 seconds on lighter forepart-wheel-drive models, which weigh in at a lean 3459 pounds.
Even with less deportation, the Santa Iron Sport outperforms Hyundai's quondam V-6 crossovers, while the longer Santa Fe equals that performance and tops information technology with better towing capability. Both versions outshine the concluding Santa Fe and the former Veracruz in ride comfort, as well.
Long-wheelbase Santa Fes become the only V-6 in the lineup, a iii.3-liter engine from the Azera sedan, with 290 horsepower, a half-dozen-speed automatic, front- or all-wheel drive, and a base curb weight of about 3900 pounds. Rolling on standard 18-inch wheels (nineteen-inchers are an option), the Santa Fe comes out of the box, set up to tow 5000 pounds, its powertrain fabricated more than rugged and retuned for lower-powerband torque.
Both vehicles are continued with a six-speed automatic with a manual-shift mode available off the console-mounted lever. The shift quality's well sorted and the manual mode answers the telephone call chop-chop, though deep calls for ability can catch the gearbox napping. Footstep into the gas fully from a lite throttle, and afterwards a brief pause, the automatic shifts down eagerly, with a mild rebound felt through the drivetrain. You don't have to concentrate on existence a smoother commuter for the Santa Fe or the Sport to carry smoothly, though--an Active ECO mode will mistiness over shifts and throttle responses, saving very small amounts of gas at the aforementioned fourth dimension.
Electric power steering has been a learning curve for all automakers, and Hyundai'south path has taken it from the Sonata to the Santa Fe and Santa Iron Sport with incremental improvements in feel and design. All these vehicles utilise a column-mounted motor, but the Santa Fe and Sport have the latest 3-mode, commuter-selectable steering that bowed on the Elantra GT. In that hatchback, nosotros were happy to leave the heft-added steering in Normal style all day. In the Sport, the "sport" setting'southward increased effort and subsequently onset of assistance helped the machine track meliorate on the highway stretches of our exam drive, simply every bit the AWD system probable soaked upwardly some of the on-center vagueness we've felt on the Elantra and Sonata. It's a good step forward; we'd go out Comfort's dull, calorie-free feel to anyone who thinks the terminal Santa Atomic number 26 was a little likewise daring and sporty.
We've spent many hours driving the pair--in a turbo Sport and in the long-wheelbase Santa Fe. Either one can be fitted with an optional all-bicycle-drive system that uses an open eye differential to distribute power from the front end wheels to the rears when traction needs arise, and leans on anti-lock control to clamp down on wheelspin. All-bicycle-drive models also accept torque vectoring control on the rear wheels via the aforementioned ways; to aid cornering, the inside rear wheel gets some braking applied automatically. All the electronics can be shut off, for times when wheelspin is your ally. Ground clearance is down to vii.3 inches, and the light-duty traction arrangement (on principle, similar the one in the Mercedes G-Class) is more an all-weather condition friend than a trail-blazer.
All Santa Fe crossovers prefer a new break pattern, and a calmer, quieter ride is obvious after but a few miles of driving. The front struts and multiple links in the rear are fitted with bigger bushings and packaged more than precisely inside the wheel wells, which Hyundai says frees up more than cargo space and helps amend wheel control. The physics don't have to elude yous--the silence from the wheel wells is proof enough, and the Sport feels absorptive and by and large controlled over freshly paved interstates and mildly broken dorsum roads. When the gravel path gets really rutted, the Santa Fe Sport doesn't actually lose its laid-dorsum attitude, but does let its wheels (17-inchers are standard; nineteen-inchers are optional) rebound with a slightly firm thump. The longer-wheelbase Santa Fe uses its extra wheelbase to its advantage, damping even the worst surfaces well, even when those 19-inch wheels are specified.
For 2015, Hyundai has updated the computers controlling the electrical power steering system and also claims to have fabricated the Sport setting feel more sporty with added weight. The suspension has been retuned as well for both models, with tweaks to geometry and bushings that are aimed at improving lateral stability.
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The Santa Fe offers first-class interior space, while the sliding back seat in the Santa Iron Sport makes the well-nigh of what it has.
Two sizes of Santa Fe are now offered. The smaller model is the Santa Atomic number 26 Sport, which offers two rows of seats for 5 people, and the not-sport model, which replaced the Veracruz, features seven seats in 3 rows.
By the numbers, the Santa Fe Sport rides on a wheelbase 106.3 inches long. It's 184.half-dozen inches long, and 74.0 inches wide. That puts it in the ballpark of a wide swath of the crossover market, including everything from the Chevy Equinox to the Toyota Venza and Kia Sorento. It'southward larger inside than a Ford Escape or Honda CR-V, if not quite as big every bit a Toyota RAV4.
The three-row Santa Atomic number 26, meanwhile, has a 110.2-inch wheelbase that's 3.nine inches longer than the span on the Sport. It'southward slightly wider, besides, and 193.i inches long, eight.5 inches longer than the Sport. The Santa Atomic number 26 GLS seats seven; the Santa Fe Limited seats vi. Its overall interior volume of 146.half-dozen cubic feet and 13.five cubic anxiety of storage space behind third row make it more space-efficient than the Toyota Highlander--but smaller within than a Honda Airplane pilot, Nissan Pathfinder, and Ford Explorer.
In front end of either Santa Fe, the size reward over the smaller crossovers is clear. There'southward ample articulatio genus and leg room, though headroom for tall passenger volition be slim if the panoramic sunroof option'south ticked. The seats themselves are more shapely and supportive than in the last Santa Fe, with very good bolstering on the bottom cushion that'due south non overly firm. Most versions have a power commuter seat, and richly optioned models accept a power rider seat and heating for both. Information technology's worth noting that Hyundai's headrests sit down back at an ideal angle--they don't jut too far frontwards, as some active headrests do.
There's storage for pocket-size items in the glovebox and panel, and for drinks in the door pockets and dual cupholders. A deep, open-sided storage area ahead of the shift lever tin can swallow a medium-sized purse--simply that will block the USB port and auxiliary jack.
The rear seat'due south a fixed bench on base Santa Iron Sport crossovers, simply it splits and folds along 40/20/twoscore lines for ameliorate flexibility than virtually seats of its kind. Finer information technology's a 4-seater when the middle section is lowered for conveying long and skinny items, like copper pipe, toe molding, or skis. With the leather selection parcel, the same seat adds a slide part that moves it along a five.2-inch track--like the one on the Chevy Equinox and GMC Terrain, minus a few inches of travel. Information technology'southward a very handy characteristic, and an underrated 1 if you've ever made a banzai Costco run without kids or a budget. The same sliding bench also has reclining seatbacks, a nifty feature we've grown to appreciate on long-distance trips where nosotros're not in total control.
On the Santa Fe, the second-row seat is a shared piece, as well. Merely with the longer wheelbase comes more rear-seat leg room to get with the very skillful seat comfort already in place. That's especially true of the Express'due south second-row captain'due south chairs, which have properly placed armrests and an inch or then of headroom notwithstanding in place, even with panoramic roof. Adults will discover a couple of inches of knee room to spare--and a warm absorber, if it'due south fitted with heated second-row seats.
The third-row demote is only for very young passengers, because older people volition get cranky at the idea of climbing through the Santa Fe's small passenger opening--even though the seats slide forward, there's still only a foot or so of wedgy space provided to go to the rearmost seat. It's capped at the knees and overhead, too.
When cargo rules the 24-hour interval, the Santa Fe Sport's rear seats fold down as a trio or individually, and flatly, to gratuitous upwardly more cargo space. The front passenger seat folds flat besides, for conveying very long objects. You tin can fold downwardly two seat sections for a three-passenger configuration, or lay them all flat to maximize cargo space. With the rear seats raised, the Santa Fe Sport can hold 35.4 cubic anxiety of stuff; with the rear seats all down, the cargo concur grows to 71.5 cubic feet--virtually 8 cubic feet more than the Equinox. The Santa Iron Sport's cargo bin has shallow, nether-floor storage that's perfect for belongings laptop bags deeply out of sight, which can be accessed only when the cargo surface area is empty. A cargo cover is also included, standard.
The Santa Fe'due south cargo area may be on the small side, at 13.5 cubic feet backside the third row, just it expands to more 40 cubic anxiety when the 3rd row is folded flat--accomplished by pulling on straps to fold it down or to raise it in place. From the cargo concur--accessed past a power tailgate--the Santa Iron's 2nd-row seats tin be lowered, as well, via a lever. There's some shallow storage in a plastic bin beneath the cargo flooring, likewise.
The textures and materials within the Santa Fe and Santa Fe Sport are drawn from a wider bin, and most pieces were well-fitted in our epitome testers. There'south some textured plastic behind the steering wheel that doesn't look equally rich as the rest of the dash, and the lower center panel buttresses snap together in obvious means during assembly--but from a commuter'due south perspective, the cockpit's never looked better, and moves the needle authoritatively in the right management, from the standard set by the Sonata, improved on by the Elantra.
Hyundai's gone to more than effort in this Santa Fe to damp out noise and vibration. Suspension noise has been tamed with ameliorate isolation, and the turbocharged and V-vi drivetrains hardly make a distant whir as they climb through the revs. The isolation in the cockpit is a magnitude improve than in the last Sonata sedan with nearly identical powertrains. On the three-row Santa Fe, there's some additional tire noise from second row back, which tin make information technology a strain to hear starting time-row conversations.
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With excellent crash-test scores and an impressive safety set, with blind-spot monitors and parking sensors, the Santa Iron does well in safety.
The 2015 Hyundai Santa Fe models score well for safety.
All models have the usual standard front end, side, and drapery airbags, as well every bit a driver knee airbag, for a total of 7. Hill-start and downhill aid besides are standard, along with anti-lock brakes, stability and traction command.
The long-wheelbase Santa Iron hasn't even so been crash-tested by either the National Highway Traffic Safety Administration (NHTSA), or by the Insurance Institute for Highway Prophylactic (IIHS). But the shorter-wheelbase Santa Fe Sport earns acme 5-star scores as well as 'good' scores in most categories of IIHS testing it has been put through—except the small overlap frontal test, where its result is 'marginal.'
There is one other caveat in IIHS ratings, all the same: The Santa Fe doesn't offer whatever frontal crash prevention technologies, which the IIHS now requires for its top-tier TSP+ rating. Blind-spot monitors and parking sensors are available, though, and blind-spot monitors have go standard for 2015.
On the applied science forepart, Bluetooth is standard across the lineup. A rearview photographic camera is offered on models with leather seats, where information technology displays on a 4.3-inch colour LCD screen. On navigation-equipped Santa Fe Sports, the photographic camera sends its output to the GPS' 8-inch screen. Yet, on vehicles without leather, in that location'due south no rearview camera at all. Hyundai says it's studying solutions, including a rearview-mirror-based photographic camera, for future model years. A rearview photographic camera is an option on the Santa Fe GLS, too.
The 2015 Hyundai Santa Fe lineup piles on the features, and the value, although it's missing some of the leading-border items.
Hyundai offers the 2015 Santa Fe in a standard half-dozen- or seven-passenger model, and a shorter five-passenger 'Sport' model. Equipment is like between them, but you get a few extra features with the larger version.
All Santa Fe Sport crossovers come up with a good selection of standard features, including power windows, locks, and mirrors; air workout; cruise control; tilt/telescoping steering; steering-wheel audio and phone controls; and 17-inch wheels. The standard audio system is an AM/FM/CD histrion with satellite radio, USB and auxiliary ports, Bluetooth and audio streaming, and half-dozen speakers. Santa Fe Sports with the turbo four-cylinder include all these features and add nineteen-inch wheels and a trailer-towing prep kit.
Even with the base GLS model, standard features are numerous on the three-row Santa Fe. Bluetooth connectivity, rear-area climate control and keyless entry are all there; and so are steering-wheel sound controls and Blueish Link with remote start via its smartphone app. Base of operations models equipped with all-wheel drive also receive an Agile Cornering Control feature, as well every bit a windshield wiper de-icer.
In that location's likewise a Pop Equipment Package on the GLS that adds heated front seats, heated mirrors, fog lamps, a power commuter's seat and roof rails. Opt for the Leather Package and you'll get all of that, plus side-mirror turn signals, heated 2nd-row seating, power passenger's seat, heated steering bike, dual-zone climate command, affect-screen navigation, a reverse camera, and premium audio. There's non currently a rear-sear entertainment choice, and there are no signs that there will be anytime soon.
Santa Iron Limited models get to a six-passenger layout with leather upholstery and heated second-row helm'due south chairs, a power forepart passenger seat, dual-zone climate control, an electroluminescent estimate cluster, a power liftgate, proximity key, button start, a 115-volt AC power outlet, and 19-inch alloys, amidst other features.
Hyundai has fabricateddaytime running lights, a driver-side blind-spot mirror, and an auto up/downwards front passenger window standard on all Santa Fe models for 2015.
On either model, a pair of option packages keep the ordering process uncomplicated. A applied science package brings a panoramic sunroof with a sliding fabric sunshade, a navigation organisation, a heated steering wheel, and sunshades for the rear passenger windows. At that place's a slight departure in audio systems on this latter set of features: base crossovers get an in-house Dimension sound system with ten speakers, while those with the turbocharged engine roll with a powerful 550-watt, 12-speaker Infinity system with surround sound (it's optional on the 3-row Santa Fe, too). A leather/premium packet adds a power front rider seat; proximity-based keyless entry and pushbutton start; a slide-and-recline 2d-row seat with heating; a rearview camera with a iv.3-inch screen; and HD Radio.
The navigation system is updated with improved displays, including speed-limit signs, and vocalism recognition, and SD bill of fare slot for better updating. Pairing a phone to Bluetooth is easier, with pop-up commands, too.
Prices range from about $26,000 for a base Sport to just over $39,000 for a long-wheelbase Santa Iron Express with all-bicycle drive and the Technology parcel.
One new item for 2015 is Hyundai's Hands-Free Smart Liftgate with Auto Open. This piece of tech, which was introduced on the Genesis sedan, allows whoever'south holding the proximity key to open the liftgate just past continuing nearly it for a few seconds, without requiring a moving ridge of a leg similar systems on some competitors. Information technology replaces the power liftgate on the Santa Fe and adds the functionality to the Sport model, which previously wasn't bachelor with a motorized hatch.
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Gas mileage is strictly middle-of-the-road, and there's no hybrid on offer.
The 2015 Hyundai Santa Fe crossovers return solid fuel economy inside their segments when equipped with front-bicycle drive and are almost average when all-bicycle drive is selected.
If you opt for the Santa Fe Sport with the base ii.4-liter 4-cylinder, await to achieve 20/27 city/highway mpg for front-wheel-drive models, and 19/25 mpg with all-cycle drive. There isn't much of a penalty for choosing the turbocharged model in this example, which tin can besides run on regular unleaded gasoline. It's rated at 19/27 mpg for front end-drive models, and 18/24 mpg for all-wheel-drive.
The three-row Santa Fe with front-wheel bulldoze earns 18 mpg urban center, 25 mpg highway, and only highway mileage suffers–by a single mpg–if you opt for all-cycle bulldoze.
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Source: https://www.thecarconnection.com/overview/hyundai_santa-fe_2015
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