Mercedes-Benz Vans will introduce its first Australian-market electric vehicles next year, with a total of four models due by 2024.
Mercedes-Benz Vans Australia will launch its first electric vehicles in the second half of 2022, which will be be sold side by side with their combustion-engined counterparts for the immediate future.
Set for launch in the second half of 2022 is a trio of models, comprising the eVito in panel van and Tourer (people mover) forms, and the main Mercedes-Benz brand’s EQV people mover. These will be followed by the next-generation eSprinter full-size van “in or around” 2024.
The new electric models will be sold alongside their petrol- and diesel-powered Vito, V-Class and Sprinter equivalents for the foreseeable future, ahead of a switch to electric models only “in the future” – though this will only occur “when customer and market demand determines it”.
Specific details of the eVito and EQV ranges – including local pricing and specifications – won’t be confirmed until closer to launch, though in Europe both EQV and eVito Tourer models share similar powertrains, combining a 90kWh (usable capacity) lithium-ion battery pack with a front axle-mounted electric motor developing 150kW/362Nm (albeit for short bursts only in the eVito).
WLTP claimed driving ranges fall between 355-356km for the EQV, and 360-361km for the eVito Tourer. Both models can charge from 10 to 80 per cent in less than 45 minutes on a 110kW DC socket, or from zero to 100 per cent in under 10 hours on an 11kW AC wallbox.
While the eVito Tourer and EQV offer longer driving ranges than most of their rivals, the eVito panel van offers just 148km of WLTP driving range – half of the new Renault Kangoo E-Tech Electric’s range claim – from a 35kWh battery and 85kW electric motor.
Payload is rated at 890kg in long-wheelbase ‘L3’ models in the UK – down on the 1198kg claimed by equivalently-sized entry-level versions in Australia.
Details of the next-generation eSprinter are yet to be confirmed, though it will ride on an all-new platform offering three battery sizes, rear-wheel drive and a longer driving range than the current model’s 150km claim.
“We are confident that the electric drive will gain more prevalence here over the coming years. As it does, we will be ready with a strong customer-centric electric product portfolio, which offers the potential to assist customers with lowering their operating costs and reducing their environmental impact,” said Managing Director of Mercedes-Benz Vans, Diane Tarr.
The international motorsport event could find a new home up north as soon as 2026, after nearly three decades in the Victorian capital.
The Australian Formula One Grand Prix could be shifted from Melbourne’s Albert Park to the streets of Sydney, if NSW bureaucrats get their way.
As first reported by the Daily Telegraph, a plan to poach the international motorsport event has been brewing for some time and now has the backing of local premier Dominic Perrottet.
“We’ve got the greatest cities in not just the country, but the world,” Mr Perrottet told local media this week.
“… And seriously, why would the Formula One want to stay in Melbourne when you can come here? We think we’re going to have a fighting chance to bring that event [to Sydney].”
Meanwhile, Tony Shepherd – the chairman of
Venues NSW, which operates public sports and entertainment venues in the state – said: “The people of New South Wales love motor racing as much as anybody and we have a world class city to stage it.
“We would need to choose the route carefully to avoid disrupting people but it would be a great way to sell our city to the world.”
Melbourne has held the Australian Grand Prix every year since 1996 (barring 2020 and 2021, when the event was cancelled due to the Covid-19 pandemic), and is currently under contract until 2025.
This means the earliest a Grand Prix could theoretically be held in Sydney would be 2026.
However, the Victorian government appears to be steadfast on retaining the event, and claims it is currently working with Formula One to extend its existing deal.
Despite the latest rhetoric from the people who could make a
Sydney Grand Prix happen, motorsport fans shouldn’t hold their breath just yet – claims of a move north break into the news cycle every few years, yet have so far failed to materialise on each occasion.
You can follow all of Drive‘s Formula One coverage by clicking here.
There’s a new Mitsubishi ASX on the way, according to a new report – but it could be little more than a rebadged Renault Captur for Europe.
The end of the road could finally be in sight for the current-generation Mitsubishi ASX, as a new report suggests a brand-new model could be less than 18 months away from Europe.
Speaking with Czech publication Auto.cz, Mitsubishi Czechia public relations manager provided our first confirmation of a second-generation ASX, telling the website: “But the absolute positive is that we already know that the new ASX will arrive in early 2023.”
The early 2023 launch date would make the current ASX a not-insignificant 13 years old by the time it is replaced – old enough to create a Facebook account – and one of the longest-serving modern cars in production.
ASX production for the Czech market has reportedly ended, with the model removed from the brand’s configurator, and a limited number of cars still available in dealers. However, it remains on sale in Australia – and is expected to continue on for the immediate future, given the ASX’s popularity locally, and Mitsubishi’s investment into ensuring the model meets strict new Australian crash safety regulations.
What form the new Mitsubishi ASX will take isn’t clear, however the Japanese car maker has confirmed plans to launch two new models in select European markets starting in 2023, heavily based on existing Renault cars sold in the region – one of which could rebrand a Renault Captur as the next-generation ASX.
It’s not clear how closely related these new models will be to their Renault counterparts, though with Mitsubishi stating it will “procure OEM-model vehicles from Renault … which already meet regulatory requirements”, it’s likely the new “sister models” (as the brand terms them) will be little more than existing Renaults with new badges, bumpers and other “differentiations” for sale in Mitsubishi showrooms.
Built in the same European factories as their Renault equivalents, it’s not clear if the new Mitsubishis (rumoured to include a new ASX) will be sold in Australia – given the current ASX is made in Japan, which is more cost-effective for Australia, given its proximity – or whether a separate next-generation ASX is on the way for our market.
Should the new European ASX be based on the Renault Captur, its dimensions would be smaller than that of the outgoing model, with its CMF-B underpinnings opening the door for a plug-in hybrid (PHEV) models – making for a smaller companion to Mitsubishi’s own Eclipse Cross PHEV.
Stay tuned to Drive for all the latest on the new European-market Mitsubishi ASX over the next 12 to 18 months.
The Prancing Horse brand’s first SUV has been spotted with its production body for the first time, ahead of its market launch next year.
Ferrari’s first SUV, codenamed the 2022 Ferrari Purosangue, has been spotted testing once again – but rather than the Maserati Levante bodywork clothing previous prototypes, the latest test car wears the SUV’s production sheetmetal.
While finer styling details remain obscured by heavy black camouflage, it’s clear the Purosangue (Italian for thoroughbred) is no boxy Rolls-Royce Cullinan or Bentley Bentayga, instead adopting a lower, sleeker shape that goes some way to bridging the gap to Ferrari’s sports car range (including the GTC4Lusso ‘shooting brake’).
The shark-nosed front end draws some links to the Roma coupe, situated in front of a long bonnet (not unlike Ferrari’s V12 flagship cars) and wheel arches housing large alloys wrapped in wide Michelin tyres.
The rear end follows the coupe SUV trend with a sloping roofline, joined by four exhaust outlets toward the bottom of the bumper.
Details of Ferrari’s first SUV have trickled out over the last three years, however the new model is slated to ride on a new front-engined, rear-wheel-drive platform, with a rear-mounted transmission (transaxle) and an available four-seat layout.
The jury is out on what will lie under the Purosangue’s bonnet, though rumours range from an electrified V6, to a non-hybrid, naturally-aspirated V12 engine.
The UK’s Car reported earlier this year that the latter will be offered at launch – developing as much as 600kW – with a plug-in hybrid V8 to follow, likely drawing links to Ferrari’s flagship SF90 hypercar. However, these details are yet to be confirmed.
Our spy photographers note flaps in the camouflage on both sides of the prototype, suggesting one is for fuel, and the other is for electricity – pointing to a plug-in hybrid system.
The 2022 Ferrari Purosangue SUV (or whatever name it carries to production) will launch sometime next year. An Australian launch has been confirmed, though timing is yet to be announced.
If you need to move seven people and their gear on a regular basis, one of these two Hyundai SUVs might be just the ticket for you.
Overview
Sibling rivalry is nothing new. It started with Cain and Abel, two brothers who came to blows fighting for God’s love. The Palisade and the Santa Fe may not be fighting for the affection of a god, but they are battling each other for consumers.
Both are big SUVs with seats for seven or more, and both have well-equipped variants priced around $65,000. So, while Hyundai might prefer that we conduct comparisons where each of these accomplished vehicles went up against rivals from other brands, we were also curious to see how they measure up against each other.
Let’s take a closer look, and hopefully learn which of these two big three-row SUVs is the better choice for active Australian families.
Introduction
Hyundai Palisade
Hyundai has updated the Palisade large-SUV range barely 12 months after it arrived in Australia, reducing the entry price by $6000 and adding a third variant to the line-up in the hopes of attracting more buyers to the brand’s biggest vehicle.
The Hyundai Palisade is a vehicle designed for growing families and gives the Hyundai Santa Fe and other medium-to-large SUV owners something to move into once they outgrow their current car. Available in seven- and eight-seat configurations, the Palisade is considerably longer, wider and taller than the Santa Fe, dimensions that put it close to the very big Toyota LandCruiser 200 Series.
For 2022, Palisade pricing kicks off at $55,000 for the ‘just call me Palisade’ eight-seater powered by a 3.8-litre petrol V6 driving the front wheels. Buyers can opt for a 2.2-litre turbo-diesel all-wheel drive instead for $59,000, both before on-road costs (ORCs).
Compared to the MY21 base model, MY22 ‘loses’ the 10.25-inch infotainment touchscreen, satellite navigation, 12-speaker Infinity sound system, Driver Talk function, and the choice of seven or eight seats, replacing them with eight seats as standard, an 8.0-inch touchscreen without navigation, and an unbranded sound system.
Next up – and new to the range for 2022 – is the Palisade Elite, which is priced from $61,500 +ORCs for the petrol front-drive and $65,500 +ORCs for the diesel all-wheel drive. That’s just $1500 and $500 respectively above 2021 base-model pricing despite gaining all those goodies mentioned above that have been deleted from the base model plus bi-LED headlights, 20-inch alloy wheels, wireless phone charging, LED ‘combination’ tail-lights, a power tailgate, heated front seats, a single-panel sunroof and rear privacy glass.
The Palisade Highlander variant continues atop the range, priced from the same $71,000 +ORCs (petrol FWD) and $75,000 +ORCs (diesel AWD) as before, and now represents even better value with the addition of new 20-inch ‘Calligraphy’ alloy wheels, body-coloured bumpers and exterior cladding, and the no-cost option of black nappa leather upholstery in addition to existing beige and burgundy options.
The base Palisade is an eight-seater, while the Elite and Highlander are available in seven- and eight-seat configurations at no extra cost.
For this review, we are testing the 2022 Hyundai Palisade Elite AWD powered by the 2.2-litre turbo-diesel engine and in seven-seat configuration with ‘Rain Forest’ paint colour and grey/black interior. The MSRP of $65,500 becomes $71,590 on-road in Melbourne, final pricing may vary by location.
Hyundai Santa Fe
As the top model in the 2021 Hyundai Santa Fe range, the Highlander shown here isn’t just a family SUV – it’s an incredibly well-kitted family SUV.
With the bigger Palisade above it, buyers have a more roomy option if they need it, but for occasional third-row use, or something a little more city-sized, the Santa Fe fits the bill.
While the cheapest front-wheel-drive V6 Santa Fe starts from $44,700, opt for the range-topping 2021 Hyundai Santa FeHighlander and its available turbo diesel engine and all-wheel drive, and you’ll be looking at $65,200 plus on-road costs.
It’s worth noting, too, that the V6 models are front-wheel drive only and diesels are all-wheel drive only in the Santa Fe range.
A flagship though it may be, the Santa Fe Highlander diesel still sneaks in well under the $70K mark before on-road costs. And its list price undercuts all-wheel-drive rivals like the top-shelf Nissan Pathfinder Ti V6, Toyota Kluger Kluger Grande, and top-shelf version of Mazda’s CX-8 and CX-9 twins.
From the outside, you can pick the Santa Fe Highlander thanks to body-coloured exterior plastics, LED head and tail-lights, power-folding, heated exterior mirrors, a massive panoramic sunroof, and machined-face 20-inch alloy wheels.
Key details
2022 Hyundai Palisade Elite diesel AWD
2021 Hyundai Santa Fe Highlander 2.2D
Price (MSRP)
$65,500 plus on-road costs
$65,200 plus on-road costs
Colour of test car
Rain forest green
Glacier white
Options
Premium paint – $695
Camel beige interior – $295
Price as tested
$66,195 plus on-road costs
$65,495 plus on-road costs
Inside
Hyundai Palisade
I’m tipping nobody will ever get into a Hyundai Palisade and say “gee, it’s a bit pokey in here”. I’m no Andre the Giant (5ft 8in or 172cm), so maybe I’m not the best guinea pig to prove the Palisade can take full-grown adults in every row. But my driver’s licence says I’m an adult, I stopped growing a couple of decades back, and I fit into all three rows.
I reckon there’s a chance you’d even get three of me across the very back seat, but my mother didn’t have triplets, so again I can’t be certain. Also, the wheel arches eat into the width so it wouldn’t be comfy. To be honest, the third row isn’t the easiest to get in and out of, and it’s not the most comfortable – a high floor means your legs are raised. Anyone bigger than me will need the second row to slide forward a bit, but that’s all possible.
The first and second rows are obviously the best places for those of voting age. They’re all individual seats, which means there’s a walkthrough from the second to third row, and the second-row seats have fold-down armrests.
All three rows are catered for in terms of cupholders and USB charging ports. The huge storage bin in between the electrically adjustable front seats has a wireless charging mat, and an even bigger storage area at ankle level below the main bin.
With all three rows in position, boot space is a smallish 311L, but this swells to a considerable 704L once the 60/40 split third row is stowed flat into the floor. A couple of handy buttons in the boot that flip the second row flat give you even more space (1297L) – enough to comfortably swallow me lying down (see above for measurements). The tailgate on the Elite is powered, unlike the DIY tailgate on the base variant.
As for baby seat capabilities, there are ISOFIX mounts in the two middle-row seats and one in the third row’s kerbside seat. Each second-row seat has a top tether anchor, and there are two more in the third row (kerbside seat and middle seat) for a total of four.
This is actually a better arrangement than the Hyundai Staria people mover I tested a few weeks back, which only had ISOFIX points in the two outboard middle-row seats, thus compromising access to every other seating position in the second and third rows.
The climate control has separate zones for driver, passenger and second row – third-row occupants get what they’re given. There are multiple vents supplying air to all three rows.
Hyundai Santa Fe
While you probably wouldn’t call the Santa Fe’s design direction avant garde, it’s perhaps not as conventional as the rest of its segment.
Major controls are laid out as you’d expect to find them, but a raised centre console, push-button gear selection, and a bold two-tone leather treatment give the Hyundai a distinct interior look.
The plush side of things is taken care of by nappa leather seat trim, electrically adjustable front seats with heating and cooling, heated outboard second-row seats, steering wheel heating, two-zone climate control with booster fan controls for the third row, and a 12.3-inch digital instrument cluster.
The bridge-style centre console means that cupholders and oddments storage aren’t huge, but underneath the upper section is a large lower pass-through suitable for stashing a handbag, laptop or similar.
Seat space in the first row is generous, though the high console can (a little deceptively) make the Santa Fe feel a touch more compact than it really is.
The second row packs in plenty of adjustment, is able to slide fore and aft, and has an adjustable backrest. Bigger passengers can use this to get a just-right travelling position on long trips, but for young parents, the flexibility makes it easy to find the perfect child seat fit and ensure the little ones aren’t out of reach.
The rear doors also feature handy retractable sunshades behind already privacy-tinted glass. Access into the third row is via a one-touch release button that flips the seat backrest forward and allows it to slide easily to load the third-row seats.
The third-row seats don’t quite match the first two in terms of space and versatility. As expected there’s less space back there, but kids will fit with no major qualms. There’s even air ventilation, armrests, and cupholders back there. A proper three-row set-up, not just a cargo space with seats.
As for boot space, with the third row tucked out of sight, Hyundai claims a minimum of 571L or up to 782L depending on where the second row is positioned. With the third row up, there’s 130L available.
2022 Hyundai Palisade Elite diesel AWD
2021 Hyundai Santa Fe Highlander 2.2D
Seats
Seven
Seven
Boot volume
311L / 704L
130L / 571L-782L
Length
4980mm
4770mm
Width
1975mm
1900mm
Height
1750mm
1710mm
Wheelbase
2900mm
2765mm
Infotainment and Connectivity
Hyundai Palisade
The Palisade Elite has a 10.25-inch touchscreen that houses all the infotainment systems, including digital radio, full media connectivity, Bluetooth phone functionality (including wired Apple CarPlay and Android Auto) and satellite navigation.
The Infinity audio system has 12 speakers throughout the cabin, and includes a clever Quiet Mode function that reduces audio outputs in the back two rows, presumably to let the kids fight and bicker without disturbing Mum and Dad’s ’90s Spotify playlist.
The Palisade Elite has a wireless charging pad in the oddments bin between the front seats.
Hyundai Santa Fe
On the infotainment front, a 10.25-inch touch display grants access to inbuilt climate control, Bluetooth, AM/FM/DAB+ radio, wired Apple CarPlay and Android Auto, and an in-car intercom to boost the driver’s voice to the rear seats using the car stereo.
That audio system, by the way, is a 10-speaker Harman Kardon-branded one. As for USB charge points, there are five in the cabin – two up front, two for the middle row, and one in the third row.
There’s a wireless charger up front, but you have to slide your phone in, cassette style. Great for minimising distraction, but hard to do if you’re precious about scratching your phone’s finish.
Hyundai has gone maybe a little over the top with some of its built-in features too.
There’s a Sounds of Nature function for ambient white-noise scenarios, like the sounds of a crackling fire, an outdoor cafe, or a snowy walk. We all know real family life will see the demand for Wiggles from a certain age, or endless Ariana Grande at a later point, so while it seems a little odd, this could be the perfect respite.
Safety and Technology
Hyundai Palisade
The Hyundai Palisade has not been independently crash-tested by ANCAP, so it doesn’t have a star rating. In fact, we’re not sure if it will get five stars or four because it lacks a centre airbag, which can be a requirement to achieve top safety marks.
Standard safety equipment includes radar cruise control with stop-start, lane-keeping assistance, rear cross-traffic alert, and blind-zone warning with intervention if you’re about to cut across someone in an adjacent lane. It also has driver-attention warning and forward collision avoidance with pedestrian and cyclist detection for the autonomous emergency braking. Hyundai calls its active safety package ‘SmartSense’.
The Palisade also has a front and rear camera, plus front and rear parking sensors to make manoeuvring as easy as possible. Tyre pressure monitors and a digital speed display are also standard. Hyundai does not have speed sign recognition technology yet. Instead, speed warnings are based on navigation data, which can be out of date, and doesn’t detect roadwork zones.
Other technology talking points include a sensor key with pushbutton start, rain-sensing wipers, high-beam assist, one-touch indicators (which can be programmed to flash three, five or seven times), tyre pressure monitors, a full-size spare tyre, Apple CarPlay, Android Auto, digital radio, embedded navigation, and a 10.25-inch infotainment touchscreen.
Hyundai Santa Fe
As the one with the lot, the Santa Fe Highlander packs in an extensive list of standard safety and assist equipment, like a blind-spot camera feed to assist when changing lanes, 360-degree camera, reverse collision assist, and even the ability to park in or out of a space using the key fob as a remote.
That’s on top of features found in other Santa Fe models, like adaptive cruise control, blind-spot monitoring, driver-attention monitoring, safe-exit assist, rear occupant reminder, lane keeping and lane-following assist, rear cross-traffic alert, tyre pressure monitoring and six airbags, with curtain bags for the first and second rows.
Up to three top-tether or two ISOFIX child seats can be mounted in the second row (but not the third row).
The Santa Fe carries a five-star ANCAP score from 2018. The Santa Fe scored 94 per cent for adult occupant protection, 86 per cent for child occupant protection, 67 per cent for vulnerable road users (pedestrians and cyclists), and 78 per cent for safety-assist systems. This score was not upgraded to reflect the changes introduced in 2021 with the addition of intersection-assist autonomous emergency braking on top of the pedestrian and cyclist-detection AEB already fitted.
All Hyundai passenger vehicles come with a five-year, unlimited-kilometre new car warranty for personal use.
Servicing intervals are every 12 months or 15,000km, whichever comes first. Upfront plans for the Palisade diesel are $1407 for three years or $2345 for five years, which averages out at $469 per year.
By way of comparison, the petrol Palisade is $1197 for the first three years and $1995 for five ($399 per year). Kia Carnival’s servicing comes in at $2462 for the first five years.
As for fuel costs, the Palisade diesel carries a claim of 7.3L/100km city/highway combined. During our test week, it hovered around 8.2L/100km, although it’s worth pointing out most of that was with one person on board.
Hyundai Santa Fe
In terms of ownership costs, the diesel Santa Fe calls for a scheduled service every 12 months or 15,000km, with capped-price servicing available at $459 per visit for the first five services, or as pre-paid packages for $1377 for three years, up to $2295 for five years.
Hyundai’s warranty is a five-year, unlimited-kilometre term.
Official fuel consumption claims put the Santa Fe at 6.1 litres per 100 kilometres, and on test, admittedly in some very light traffic, we recorded a fractionally higher 6.3L/100km in a mix of highway and urban driving.
At a glance
2022 Hyundai Palisade Elite diesel AWD
2021 Hyundai Santa Fe Highlander 2.2D
Warranty
Five years / unlimited km
Five years / unlimited km
Service intervals
12 months / 15,000km
12 months / 15,000km
Servicing costs
$1407 (3 years) | $2345 (5 years)
$1377 (3 years) | $2295 (5 years)
Fuel cons. (claimed)
7.3L/100km
6.1L/100km
Fuel cons. (on test)
8.2L/100km
6.3L/100km
Fuel type
Diesel
Diesel
Fuel tank size
71L
67L
Driving
Hyundai Palisade
It’s called the TARDIS phenomenon, after Doctor Who’s telephone box spaceship, and if you don’t get the reference then you’re not old enough to need a family SUV.
The Palisade looks big in my driveway, and the measuring tape says it is big – 4980mm bumper to bumper, 1975mm wide and 1750mm tall. But it drives smaller, and that’s a very good thing.
For starters, the steering is light and has a quickish ratio (2.9 turns lock to lock), which means manoeuvring the SUV takes less effort than expected. It’s also easier than expected thanks to a pretty good 11.8m turning circle (kerb to kerb) and parking sensors/cameras front and back.
The turbo-diesel engine has plenty of torque to move this big bus with relative ease too. Sure, nobody will ever call the 2.2-litre turbo diesel a performance engine, but combined with the eight-speed auto, this drivetrain is ideally suited to the Palisade’s acceleration and momentum needs.
The Palisade’s suspension and ride quality is a mixed bag of very good and just okay. It delivers a nicely cossetted, wafting ride on most surfaces, but the size and weight become apparent when sharper ruts crash through, like they do on one road on my test loop that the local council uses to train new road gangs.
I didn’t get any meaningful involvement with the Palisade’s all-wheel-drive system during my urban week with the car, because unusually for Melbourne it didn’t rain all week and lockdown prevented any rural family outings.
One quick note about carrying capacity before I conclude. The Palisade weighs 2069kg, which is acceptable for a vehicle of this size. But its gross vehicle mass – maximum permissible weight including occupants and luggage – is 2680kg. That means you’ve got only 611kg to divide between seven occupants and luggage. Exceeding the GVM is illegal, so bear that in mind if five rugby club mates ask for a lift.
Hyundai Santa Fe
The Hyundai Santa Fe’s drivetrain is a consummate all-rounder. It’s relaxed and smooth enough around town, but it has some muscle to flex if you fill every seat in the cabin, without feeling stressed.
Hyundai’s 2.2-litre four-cylinder turbo diesel engine produces 148kW at 3800rpm and 440Nm between 1750 and 2750rpm, and comes paired with an eight-speed dual-clutch automatic and all-wheel drive.
It’s a smooth and composed powertrain able to shrug off low-speed work without feeling jittery, and smooth and swift as you pile on speed. On test we noticed that if you tried for a quick off-the-line start, the Santa Fe could hesitate and counterintuitively slow progress. But roll onto the throttle more gently and it can be quite spry.
There were a few instances where the dual-clutch automatic could pause or shudder, only slightly, but still there all the same. If you have a steep driveway you’re likely to notice it the most, otherwise it may not come into play.
The suspension is tuned more for comfort than dynamics, so you get excellent bump absorption and a brilliant ability to take the edge off the myriad lumps and bumps that litter suburban streets.
The steering isn’t as precise or dialled in as a result, but for a car that’s likely to have the whole family on board at times, that more relaxed and settled feel is reassuring. At parking speeds there’s plenty of assistance too, making parking a breeze.
Engine refinement is good but perhaps not great. While Hyundai’s diesel has recently been treated to a raft of updates to keep it modern, there’s still some trademark diesel clatter at certain points in the rev range.
It’s not so disruptive as to intrude, but you’ll tend to find it at its noisiest and most vibey at those all-important around-town, light-throttle points that the Santa Fe is likely to do the most.
Key details
2022 Hyundai Palisade Elite diesel AWD
2021 Hyundai Santa Fe Highlander 2.2D
Engine
2.2-litre four-cylinder turbo diesel
2.2-litre four-cylinder turbo diesel
Power
147kW @ 3800rpm
148kW @ 3800rpm
Torque
440Nm @ 1750-2750rpm
440Nm @ 1750-2750rpm
Drive type
All-wheel drive
All-wheel drive
Transmission
Eight-speed torque convertor automatic
Eight-speed dual-clutch automatic
Power to weight ratio
71kW/t
76.2kW/t
Weight
2069kg
1943kg
Tow rating
2500kg braked, 750kg unbraked
2500kg braked, 750kg unbraked
Turning circle
11.8m
11.4m
Conclusion
It’d be easy to just give the win to the Hyundai Palisade, which is a considerably bigger and more spacious vehicle. With 210mm more length, 75mm more width and 40mm more height, it’s a cavernous car that not only has more room for adults, but it also has more luggage space – 311L versus the Santa Fe’s 130L when all three rows are in use.
The Palisade is also newer, arriving in Australia in late 2020 compared to the Santa Fe that arrived here in 2018 – although the Santa Fe did get a fairly significant midlife update in 2021. As did the Palisade.
As for powertrains, well, the two are identical. Both use Hyundai’s 2.2-litre turbo diesel to drive all four wheels through a smooth-shifting eight-speed automatic. So the ‘win’ in this regard probably goes to the smaller and therefore 126kg lighter Santa Fe, which has better acceleration and uses less fuel in daily driving. The Santa Fe’s shorter wheelbase also makes it easier to manoeuvre in tighter spaces.
The Santa Fe is also marginally cheaper to service over three and five years – although the difference won’t buy you a tank of fuel.
In terms of features and equipment, there’s really not much to separate the two – a fact demonstrated by the presence of the same 10.25-inch touchscreen system with the lot, including wireless charging and smartphone integration.
So, choosing between the two comes down to the owner’s intended use. How many people do you need to carry and how frequently? Also, are you prepared to have a less agile vehicle that consumes more fuel for the privilege?
If so, then the Palisade is a true seven (or eight) seater. The Santa Fe, on the other hand, is more of a five-seater with ‘occasional’ seven-seater capabilities.
Although… If you have kids, it might be wise to get the bigger Palisade just to prevent any sibling rivalries from going biblical.
Aston Martin’s junior sports car will return to 12-cylinder power next year, with a limited-run V12 Vantage confirmed for production.
Above: New V12 Vantage logo, pictured above a current Vantage Roadster V8.
The Aston Martin V12 Vantage will make a comeback next year, as what’s expected to be a farewell for the Vantage in its pre-facelift form.
Spied in recent months on Germany’s Nurburgring race track, the new V12 Vantage marks a return of the 12-cylinder engine to the Vantage nameplate for the first time since 2012 – with the 2022 model to be produced in limited numbers, as a “final edition” send-off (though what it’s farewelling remains unconfirmed).
Released alongside the confirmation is a brief clip of the V12 Vantage’s exhaust note, which is reminiscent of the 5.2-litre twin-turbocharged V12 powering Aston Martin’s larger DB11 and DBS sports cars, along with the ultra-exclusive V12 Speedster, which is loosely based on a Vantage chassis.
In the Speedster, the engine develops 515kW and 753Nm – shy of the 533kW/900Nm produced by the engine in the DBS – sent to the rear wheels through an eight-speed automatic transmission.
That’s a significant upgrade over the current Vantage, powered by a 4.0-litre twin-turbo Mercedes-AMG V8 quoting outputs of 375kW and 685Nm in the standard model, or 393kW and 685Nm in the limited-run F1 Edition. Whether the V12 Vantage’s outputs would soar as high as the Speedster remains to be seen.
Spy photos indicate the enlarged engine will be joined by more aggressive styling, with larger front air intakes, new alloy wheels, wider wheel arches and a deeper rear diffuser.
Aston Martin cryptically notes the V12 Vantage “[is] not just a Limited Edition, it’s a Final Edition” – suggesting the new sports car will mark some form of send-off, though likely just for the Vantage in pre-facelift form, given an extensive facelift is due in 2022 or early 2023.
It’s also possible the V12 Vantage could mark the final iteration of Aston’s 5.2-litre twin-turbo V12, which is under increasing pressure from emissions regulations – though with a similar facelift planned for the V12-powered DB11 and DBS, it’s likely the engine will continue on for a few more years.
Stay tuned to Drive for more details on the 2022 Aston Martin V12 Vantage, as its launch approaches.
