2013 Hyundai Santa Fe

2013 Hyundai Santa Fe

Episode 3215
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Through two generations, the Hyundai Santa Fe has succeeded by giving buyers a lot of mid-size crossover for a little money, even if styling and build quality were not quite as good as most. Well, if you’ve been in a Hyundai lately, you know that quality has gotten as good as any rival and styling is a definite priority as well. So, naturally, the question is how well does this all-new third generation Santa Fe stack up against Hyundai’s new reputation, as well as, the best of a cluttered mid-size crossover segment.

The middle-weight crossover segment is indeed a crowded ring, and the 2013 Hyundai Santa Fe brings a new two-pronged punch with it this year, as it seeks to connect for additional sales. Available first will be this 5-passenger Santa Fe Sport, but early next year a longer wheelbase 7-passenger Santa Fe will arrive, replacing the Veracruz in the Hyundai lineup. 

The new Santa Fe Sport is significantly lighter than the previous model, but behind the wheel it behaves heavier, with a reassuring heft that you like to feel in a solid family truckster. And while it’s still not as smooth as some in the segment, it is quiet and for the most part ride quality is good; it’s only over harsh bumps and expansion joints that you get a firm jolt from the rear suspension. 

Wheelbase for the Sport remains the same as last year at 106.3-inches, though overall length is up by almost half an inch to 184.6. Hyundai’s fluidic sculpture design language is in play, but in a more subdued way than on the compact Tucson. Still there are stem-to-stern character lines, a rising beltline, and wraparound tail lights. A huge, hexagonal grille with chrome trim adds real presence, while the headlights feature LED accents. Even the standard 17-inch wheels look great.

It’s a sign of the times as Sport engine choices consist of two 4-cylinders, a 264-horsepower, 2.0-liter turbo; and our test car’s 2.4-liter normally aspirated Direct Injection I4. Despite smallish power numbers of 190-horsepower and 181 lb-ft. of torque, we were impressed with off the line power, though it will run out of steam well before the top end. A 3.3-liter V6 will power the 7-passenger Santa Fe. 

Regardless of which 4 you choose for the Sport, you’ll find a 6-speed automatic transmission with manual shift mode; on both front and all-wheel drive models. The first thing we noticed at our test track with our front driver was a very stiff throttle pedal. Stomp it to the floor, and after that initial jolt, things settle down for a somewhat laid back 0 to 60 time of 9.1-seconds. And it takes 16.9 seconds to reach 82 miles per hour at the end of the quarter mile. 

Handling is fully on par with the rest of the class, very competent but by no means exceptional. Hardware is a familiar MacPherson strut front and multi-link rear suspension setup. Steering has a nice weight to it, and we like the multiple steering adjustments that are made right on the wheel, no menu screens to search through. Braking is also in step with others in the segment, as stops from 60 averaged a fine 124-feet. Our only complaint is the “usual for Hyundai” very soft pedal. 

Like all recent Hyundai’s, the Santa Fe Sport’s interior is nicely done and roomier than expected. The layout and I.P. are familiar, drawn from Sonata and others, and our only complaint is that in daylight the coolant and fuel gauges blend in a little too much. Seats are comfortable, but only adequately so; a driver’s side knee airbag is standard. 

There is lots of storage space to be found including a wide, open center console. All controls work well. Opt for the Leather and Premium Equipment package and you’ll get push button start, rearview camera, and sliding and reclining rear seats. There is good rear seat room and the seat backs fold almost flat, but do so rather clumsily. The optional Technology package adds 8-inch touch-screen navigation, Dimension premium audio, heated steering wheel, rear window shades, and a panoramic sunroof. The rear hatch is lightweight and hides 35.4 cubic-ft. of storage space, which expands to 71.5 cubic-ft. when the split rear bench is folded. 

But, the best numbers are the Government Fuel Economy Ratings that come in at 21-City, 29-Highway, and 24-Combined with front drive.  We averaged a great 27.5 miles per gallon of Regular. That makes for an Energy Impact Score that’s just above average at 13.7-barrels of annual oil consumption, while emitting 6.2 tons of CO2 per year. 

Pricing numbers are also good, at least to start, with the base model coming in at $25,275; all-wheel-drive will cost you another $1,750; so expect a well optioned Santa Fe to push 30-grand.

It’s hard to believe Hyundai can keep up such an impressive roll of great vehicles. The 2013 Hyundai Santa Fe Sport is a very good design, and despite the recent controversy over the brands fuel economy ratings, very efficient for its class. All in all, it’s a solid addition to the mid-size crossover field, and, likely, another win for Hyundai. 

Specifications

  • Engine: 2.4-liter
  • Horsepower: 190
  • Torque: 181 lb-ft.
  • 0-60 mph: 9.1 seconds
  • 1/4 mile: 16.9 seconds @ 82 mph
  • EPA: 21 mpg city/ 29 mpg highway
  • Energy Impact: 13.7 barrels of oil/yr
  • CO2 Emissions: 6.2 tons/yr
Honda Prologue Reinvigorates Brand’s Electric Efforts

2024 Honda Prologue

Honda Shows Up Late To EV Party, Brings Best Appetizer

Episode 4329
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Except for some very limited run vehicles over the years, Honda has largely been sitting out the EV revolution. But that all changes now their first high volume effort, the Prologue. So, let’s find out if it is indeed the start of a great run for Honda.

The 2024 Honda Prologue is not only the brand’s first serious battery electric effort, but it’s also a substantial midsize five-passenger SUV, coming in about 3-inches longer than the internal combustion Passport. Though it’s worth noting, they got here with the help of General Motors and their Ultium EV platform.

So, Honda came to play, both with ultra-competitive pricing and segment leading 296 miles of range. That’s with the standard single-motor front-wheel drive EX rated for 212 horsepower, but top Elite doesn’t sacrifice all that much, coming in at 273 miles. The additional rear motor raises total output to 288 horsepower and 333 lb-ft torque.

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Relatively low output numbers in the EV game, but the Elite’s all-wheel drive setup delivered plenty enough acceleration to get our blood pumping during some early and very wet drive time through the recent historic downpours in Northern California.

And while Honda did get here with the help of GM and their Ultium chassis, the multi-link suspension bolted to it has been optimized by Honda for a “dynamic driving experience.” It was indeed plenty of fun to drive, nimble for its size with responsive steering, though we were also happy to find it comfortable and safe feeling in those weather conditions. It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

Comprehensive drive modes address just about every aspect of the driving experience, from power delivery to steering response and even braking power; but also changes things up inside with lighting and displays as well as active sound control.

For now, all Prologues come with an 85-kWh battery that will accept up to 150-kW fast charging for 65 miles of range for every 10 minutes on charge.

It also has great visibility and a very natural feel to it that quickly has you forgetting you’re in an EV.

As we’ve come to expect from Honda, the Prologue’s interior is minimalistic and practical, though not fully simplistic as there is plenty of tech on display, including the very high-mounted 11.3-inch touchscreen display. It has a Google-based operating system built into it like in the latest Accord Touring, and you can still use your Apple Carplay and Android Auto phones, both of which connect wirelessly.

Just below that display is some refreshingly easy to use traditional climate controls, and behind the steering wheel is a hoodless 11-inch tablet-style gauge display. Honda worked with Bose to develop an EV-specific sound system with 12 speakers. The standard EX’s system works with six speakers.

Being an EV means more space inside for both front and rear passengers than a vehicle built around a conventional drivetrain. Though with a substantial dual-level center console it doesn’t have the open floorplan of some EVs. The top layer of that console houses dedicated cell phone storage, mega-sized cupholders and Honda’s first use of a pocket-type wireless phone charger, which is standard. There’s space in back for 23.7 cubic-feet of cargo; 54.5 cubic-feet with the 60/40 split rear seatbacks folded; plus, more space under the cargo floor.

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And while length and ground clearance are in the ballpark with the Passport, the Prologue’s wheelbase is nearly a foot longer, and it sits much lower, with a design theme that Honda calls “neo-rugged.” Its slick shape and smooth body panels are clearly designed for enhancing aerodynamics, yet the overall design doesn’t necessarily shout it from the rooftops. Aero-optimized 19-inch wheels are standard, with Elite rolling on 21s, a first for Honda. Roof rails, panoramic roof, and power liftgate are standard on all but the base EX.
With the launch of this new generation of Honda comes new badging that looks to the past with throwback-looking Honda script now spelled out across the back. The Prologue and future Honda EVs also get a new “e” series logo.

Comprehensive Honda Sensing safety features are included on most Prologues, with just rear pedestrian alert and a Surround Vision camera system reserved for Elite.

Pricing starts, before incentives, at just $48,795 for a front-wheel-drive EX, top Elite comes with all-wheel drive and starts at $59,295.

Like most brands, Honda has big plans to deliver a full array of battery electrics in the near future, making significant investments here in the U.S. to make it happen. It may have taken a little help from General Motors to get them started, but Honda is in the EV game for real now, and it arrives at a great time when competition in the midsize SUV EV ranks is getting serious. So, the 2024 Honda Prologue does indeed look like the start of something special for Honda, and for all of us.

Specifications

As Tested

  • Motor Setup: Dual Motor
  • Horsepower: 288
  • Range: 273 miles
  • Battery Size: 85-kWh
  • Torque: 333 lb-ft
  • Peak Charging Rate: 150-kW
2024 Ford Mustang Dark Horse Roebling

2024 Ford Mustang Dark Horse

Not Just a One-Trick Pony

Episode 4328
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Mustang name alone is about as nostalgic as it gets, but it seems like whenever Ford ups Mustang’s performance ante, they double down with throwback names like “Boss” and “Mach 1.” But now they’ve actually come up with something all-new for the seventh-gen pony car. It’s the Mustang Dark Horse… and around the race track, it’s anything but stealthy!

Recently, MotorWeek awarded the all-new, seventh generation Ford Mustang with two top honors in our Drivers’ Choice Awards: “Best Sport Coupe” and, even more impressive, our 2024 “Best of the Year.” There are lots of reasons for that ultimate decision, from the modernized take on the iconic profile, to Ford’s unwavering support of the V8 engine and manual transmission. but another reason is this, the 2024 Ford Mustang Dark Horse, the first new Mustang livery in decades.

Bred as the next evolution of Mustang performance, the Dark Horse takes that pony car formula and really kicks it up a notch. It roars to life with Ford’s fourth-gen 5.0-liter, naturally-aspirated “Coyote” V8, cranked up to 500 horsepower–14 ponies more than a GT with active exhaust which is, by the way, standard here. This modern “five-oh” cranks out 418 lb-ft of torque, sent to the rear wheels through your choice of transmission: six-speed manual or, in our case, 10-speed automatic. Note that six-speed is the same Tremec used in the last Shelby GT350 and Mustang Mach 1, an upgrade from the GT’s MT-82.

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On track, our drivers certainly would have preferred the six-speed, as the 10-speed felt more reactive than proactive, with automatic downshifts rather unaggressive. Manual mode using wheel mounted paddle shifters does improve things, allowing us to find better footing through all nine corners of Roebling Road Raceway.

However, for acceleration runs, there’s no doubt about it: this 10-speed rips! After a few trips to warm up the tires, we caught grip for a 0-to-60 time of 4.3-seconds. We have no doubt sub-4.0 seconds with this 10-speed is doable in ideal conditions.

But, the 40-degree air temps didn’t slow us down too much, racing down Roebling’s front straight to hit a 12.7-second quarter-mile at 117 miles-per-hour. Talk about warming us up!

And the day’s fun didn’t stop as we wrung out this 5.0-liter V8 to its 7500 rpm redline. Like Coyotes that came before, the Dark Horse’s V8 loves to rev, and with an exhaust note like this you’ll be compelled to oblige. We managed to hit 147 miles-per-hour before pulling back the reins: six-piston front Brembos that made easy work of hard stops. Joined by four-piston calipers clamping on the rear discs, these brakes were remarkable.

We enjoyed interrogating them lap after lap, but it took a lot for the Dark Horse tires to squeal: grippy Pirelli P Zero Trofeo RS rubber; 305’s in front and 315’s in back, both wrapping 19-inch wheels. Those wheels and tires are part of the available Handling pack, as are adjustable top strut mounts and revised chassis tuning. This $5,000 upgrade also adds the performance rear spoiler and Gurney flap– low enough to not limit visibility, but big enough to show you mean business.

And on the topic of appearance, the Dark Horse, despite the name, will stand out from your neighbor’s fresh-off-the-line GT. Available only as a coupe, it wears bespoke “Dark Horse” badging and graphics. The front end is almost evil with large nostrils sending air directly to the dual intakes, bookended by the seventh-gen’s tri-bar headlights. Opting for a bright color will show all these blacked-out elements even more, but we think it’s rather appropriate in this Blue Ember Metallic paint, reserved for Dark Horse Premiums.

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2024 Ford Mustang Dark Horse Engine
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The interior isn’t too far removed from the GT Premium. All models come with two large displays, a 12.4-inch instrument panel and a 13.2-inch infotainment touchscreen, mounted in one continuous housing. The Deep Indigo cloth seats can be swapped for these leather-trimmed RECAROs; quite comfortable on the street and very supportive on the track.

And although that’s where this machine truly shines, the Dark Horse is perfectly capable of gallivanting you around town too, as the standard MagneRide adaptive suspension means great handling in both scenarios.

Government Fuel Economy Ratings are on-par with a GT running on Regular, 14 city, 22 highway and 17 combined.

The Mustang Dark Horse pricing starts at $61,080, stepping up to $65,075 for a Dark Horse Premium. Add all the bells and whistles, and you can easily exceed $70,000.

But that still smacks us as a supercar-style bargain. So, is Dark Horse worthy of a permanent slot on Ford’s high-performance mantle? Or, does it simply live in the shadow of 60 years of Mustang greats?

Well, its name is “Dark Horse.” That’s far from “Black Sheep.” It’s loud, proud, and does everything a 5.0-liter Mustang should, and a lot more. So, our answer is undeniably… yes!

Specifications

As Tested

  • Engine: 5.0-liter NA V8
  • Horsepower: 500
  • 0-60 mph: 4.3 seconds
  • EPA: 14 City | 22 Highway | 17 Combined
  • Transmission: 10-speed automatic
  • Torque: 418 lb-ft.
  • 1/4 Mile: 12.7 seconds at 117 mph
  • Starting Price: $61,080