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SUV/Truck Reviews

2023 Nissan Pathfinder Platinum 4WD

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Pathfinder a calm, quiet, smooth performer …

The Bath County Courthouse (Va.) provides Pathfinder’s backdrop.

Somewhere along the Skyline Drive overlooking Shenandoah National Park in Virginia the calm, quiet, and smooth performance of Nissan’s 3-row Pathfinder settled in.

We had driven through unplanted flat Midwestern farm fields and mountainous West Virginia only to settle for a week in Harrisonburg, Virginia. We were on a mission to donate a family heirloom quilt to the beautifully curated Virginia Quilt Museum located in that Shenandoah Valley city. Ironically, it’s also where the quilt was assembled by my wife’s 1840-era ancestors.

Pathfinder is a premium standard size SUV that smartly starts at family-affordable prices. This being the Platinum model, it slots in atop the lineup, which helps explain our traveling trio’s comfort.

First, the tester substituted captain’s chairs ($550 extra) for the second-row bench, making this capable of hauling seven instead of eight. That’s a tradeoff we could afford as we only needed three seats and oodles of luggage room. Pathfinder delivered.

If you need to haul folks in row three the Nissan touts EZ Flex seats, which means you press a button on the lower side or upper back of either row two seat and they fold and slide forward for easy row three access. A bar below the seat cushions allows a row two rider to scooch forward some to grant their siblings in back decent foot and knee room, better than many three-row SUVs, although Toyota’s upcoming Grand Highlander promises room for row three adults.

The Platinum Pathfinder also touts quilted semi-aniline leather seats for long-haul comfort. These were a soft gunmetal gray with chocolate trim that looked as luxurious as they felt. Seats are relatively flat too, which is particularly nice for a long drive. Everyone praised Pathfinder’s comfort level, and its quiet interior, except when the giant twin dual-pane sunroofs were uncovered, not opened. Retract the sunshade and a fair amount of additional wind noise enters the cabin.

That may have been due to the roof rails with crossbars on the roof. That adds $390 and would be needed if the third-row seats were occupied on a multi-state drive that required copious amounts of luggage to tag along.

Watch our video: (160) 2023 Nissan Pathfinder Platinum Edition Review by Mark Savage – YouTube

The Platinum model includes heated and cooled front seats and a heated steering wheel, much needed when we departed chilly Milwaukee. But the cooled seats aided comfort in 80-degree Virginia. The captain’s chair package included heat for the second row seats, plus they had armrests and a big removable console between the seats. Take that out and third row folks have more freedom to roam about the cabin.

Praise too that Nissan loves flat-bottom steering wheels that not only look sportier than round wheels, but free up a bit more legroom for entering and exiting. That said, a 5-5 driver such as myself found the power tilt/telescope steering wheel an advantage too when exiting. With power seat memory functions here I could zip that wheel up and away as I climbed out, but the memory function put it right back where I liked it to drive, once the ignition was engaged.

Standard too are an easy-to-use 9-inch infotainment screen (up from 8 in the lower trims), a WiFi hotspot, 360-degree camera, Nissan Connect Services via Sirius XM, and wireless Apple Car Play, but not wireless Android Auto. That’s a bit odd. There’s also an impressive Bose premium stereo with dual subwoofers.

The Platinum model also adds a 12.3-inch digital driver instrument cluster, wireless phone charger, the driver seat memory and power tilt/telescope steering wheel, plus a large HUD that is handy when traveling through rural areas where small towns strategically and suddenly drop the speed limit by 20 mph. Could help prevent a ticket. Sorry rural po-po!

As for drivability, well, Pathfinder is solid and steady and offers plenty of power with its stout 3.5-liter V6 that delivers 284 horsepower. Even climbing the steep Appalachians there was plenty of oomph, although the silky smooth 9-speed automatic did downshift to make better use of the engine’s torque. Note too that there’s a bit of a lag when pressing the accelerator, so it helps to anticipate the need for speed.

While we didn’t need any off-roading or snow-related drive modes, Nissan offers seven. Automatic did it for us, but there is Snow, Eco, Sand, Mud/Rut, Gravel, and Sport, which emphasizes power and firms steering effort some.

That’s the New River Bridge (W. Va) behind Pathfinder, an excellent family vehicle.

But I found the moderately responsive steering to be dead-on when highway driving, or maneuvering through mountain switchbacks. Pathfinder is easy to keep within its lanes, but in case you want help with that there’s smart cruise control that engages Nissan’s semi-autonomous driving system that buzzes and vibrates the wheel as the car approaches a lane marker. It was a bit oversensitive, but worked well.

I do wish the system could be switched off at times and just cruise control engaged, but the two are permanently linked.

Second and third row seats fold flat for extra cargo hauling.

This model includes AWD in case you do head off-road or live in a sloppy climate. And the Nissan Safety Shield suite includes every detector, assist, and warning system you’d expect today. All good!

Ride was mostly pleasant and controlled, but I noted as we hit Indiana, Illinois, and Wisconsin roads that it could be pretty firm. That was something I noted in my last Pathfinder review too. The ride isn’t’ harsh, but a little more cushion on sharp pavement bumps and pot holes would maximize Midwestern drivers’ comfort.

With three passengers and a load of luggage the ride seemed much more compliant than with just one or two aboard and no luggage in the big cargo area (45 cubic feet with row three down). An aside here, the thick rubber cargo cover mat ($345 extra) and seat-back protection system would be super for keeping the trunk clean when hauling gardening supplies, etc. However, they are hard to slide heavy suitcases on, especially the transition over the third-row seat folds.

Cargo mats are nice, normally, but hard to slide suitcases over.

One other niggling issue, the fuel filler door doesn’t pop open once pushed, as most do. It is unlatched once you press it, but one must pry it open with your fingers at that point. Could just be an issue on this one test vehicle after a bevy of journalists have slapped that door shut.

Pathfinder will tow 6,000 pounds too, so trailering is simple, but of course will cut gas mileage, which I found impressive for this size SUV. I managed 22 to 26.2 mpg, the better coming in the flatlands, while the lesser was during heavy-duty mountain driving. The EPA rates Pathfinder at 20 mpg city and 25 highway. One hopes a hybrid will be offered soon to further improve those numbers.

Pricing is pretty standard for this segment, so similar to that of Toyota’s Highlander, the Kia Telluride, Hyundai Palisade, Ford Explorer, Mazda CX-9 and Subaru Ascent.

The base Pathfinder goes for $36,295 in front-drive mode. Add $1,900 for AWD, and there is a new Rock Creek version that includes AWD and is aimed more at the off-road market. It starts at $44,355.

There are several other useful trims before the tested Platinum model that lists at $51,405 with delivery. With its added extras this one hit $54,785, right in the mid-section of the standard SUV market transaction price range.

Note this one added $790 for its Baja Storm (metallic tan) paint scheme. Some liked it, others not so much. I did notice though that the two-tone paint (roof is black) was $440 higher than on a similar Pathfinder I’d driven just a year before. That’s a pretty big bump.

If you can find a mid-level trim that suits your needs Pathfinder is a handsome, quiet road master the family can cruise cross-country in.

FAST STATS: 2023 Nissan Pathfinder Platinum 4WD

Hits: Roomy 3-row interior, stout power, 7 drive modes, AWD, flat-bottom steering wheel, complete standard safety equipment plus heated/cooled front seats, heated steering wheel, heated second row seats, dual-pane sunroof. Big instrument display, HUD, and easy-to-use info screen, EZ Flex second row seats, storage under cargo floor, power tilt/telescope wheel, along with quiet, stylish interior.

Misses: Firm ride, some accelerator hesitation, smart cruise engages semi-autonomous driving feature which can’t be disengaged while in cruise mode, fuel door doesn’t pop open easily.

Made in: Smyrna, Tenn.

Engine: 3.5-liter V6, 284 hp / 259 torque

Transmission: 9-speed automatic

Weight: 4,672 lbs.

Wheelbase: 114.2 in.

Length: 197.7 in.

Cargo: 16.6/45/80.5 cu.ft.

Tow: 6,000 lbs.

MPG: 20/25

MPG: 22-26.2 (tested)

Base Price: $51,405 (includes delivery)

Invoice: $50,022

Major Options:

Captain chair pkg. (heated 2nd row captain’s chairs w/removable console), $550

Cross bars, $390

Carpeted floor mats, captain’s chairs, $255

Cargo pkg. (cargo protector mat, net, cargo dividers, console net, first aid kit), $345

Lighting pkg. (illuminated kick plates, welcome lighting), $945

2-tone paint, $790

LED fog lamps, $345

Test vehicle: $54,785

Sources: Nissan, www.kbb.com

Photos: Mark Savage

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SUV/Truck Reviews

2021 Jeep Grand Cherokee L Summit Reserve 4×4

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Going bigger with three rows to carry more crew, plus cargo …

Jeep’s Grand Cherokee has been a stout and stylish off-road capable SUV with a strong niche in the marketplace, so it’s natural for Jeep to try and build on that with a longer version, the L.

Timing might not be in its favor with gas prices soaring at the moment, but a 3-row SUV that’s off-road capable, and loaded with luxury inside just might turn some heads away from the Chevy Tahoes, Ford Explorers, and Honda Pilots of the world. Time will tell.

But from a ride and comfort perspective the Grand Cherokee L, which debuted as a 2021 model, moves among the leaders in this SUV segment. Looks also set it apart, at least from a snout-view where there are the seven bars on the grille and a handsome nose that easily portrays a more sophisticated Jeep image.

Mine was a Silver Zynith ($395 extra) Summit Reserve 4×4 model with a black roof, the absolute top of the line. That means the price is waist-deep luxury level, but the interior certainly delivers on that with enough cowhide to worry any herd.

But let’s look at the dimensional and people-friendly basics.

First, the L is about a foot longer (11.4 inches) than the Grand Cherokee and provides much more cargo space under the hatch. Plus the third-row seat, while slightly elevated, delivers enough foot and legroom for an adult to ride in back. With its second row captain’s chairs though this version will only haul six.

Watch Mark’s video: Mark Savage reviews the 2022 Jeep Grand Cherokee L – YouTube

Getting to that rear row is easy enough too as the second row seats flip and slide forward, although unlatching them can be a little more difficult from the rear seat than when entering through the side door. Kids may want to exit between the captain’s chairs although there is a considerable second-row console there.

Easy access to the third-row seats, plus they power down from inside the hatch.

Also the third row can be powered down from inside the rear hatch and the second row seats also can be released from there for easy loading of long items. So functionally, this is a win for a family of six, or seven at lower levels where a second row bench is available.

Driving it?

Well, there are two engine choices, the tester coming with the more efficient 3.6-liter V6 that makes a strong 293 horsepower and creates 390 pound-feet of torque. A giant 5.7-liter HEMI V8 with 357 horses and a torque rating of 390 also is available

Couple this V6 with five drive modes, Rock, Sand/Mud, Snow, Auto, and Sport, and it’s possible to take the Grand Cherokee L off road into some serious muck and over rocks, small trees, etc. Jeep says this will ford 24 inches of water for cryin’ out loud. Plus the L will tow up to 6,200 pounds, so hook up the camper or pontoon boat and head to the state park.

Happily the extended Grand Cherokee also rides well on and off-road. There’s not much jostling to passengers, even on our crumbling Wisconsin roads, which if you think about it sort of reflect the rocky nature of some off-road trails. The Quadra-Lift air suspension does a superior job of smoothing the ride.

But the steering does not feel as heavy, nor as precise as one might imagine, more of a big luxury SUV feel, which (along with its price) makes me wonder if many L buyers will really take these off-road. Still, keeping it in its lane on the highway is no chore, but cornering at speed you’ll notice some body lean as you would with other large SUVs.

Inside, the Summit Reserve oozes luxury from the get-go.

Luxury is the key inside with quilted leather and real walnut trim on doors and dash.

First, it’s quiet. Second the seats and doors are bathed in an orangish tan Palermo leather that was a bit too orange for my liking, and the family frankly found it garish. It feels high-quality soft and there’s a diamond stitch pattern on the seat edges and doors that insinuates luxury. Dash and door tops are black and Jeep uses real open-pore walnut trim on the dash and doors. That’s impressive and one-ups most of the luxury and near-luxury makes.

Naturally those seats are heated and cooled up front and the rears are heated too. The $3,000 Summit Reserve option package adds cooling to the second row seats, while also tacking on active noise control, a 950-watt amp, deluxe suede-like headliner, and 21-inch tires and special wheels.

Jeep’s seats provide good support and there’s a power lower leg extension to aid long-legged drivers. Second row seats are equally comfy and the third row a little stiffer, but still not bad. Second row manual sun shades and a wireless charger are a $245 add-on, but seem like they should be standard on a luxury ute.

Yes, that’s real wood on the dash and doors. American walnut to be precise.

Yet Jeep also tacks on a $1,795 delivery fee to pad the price as delivery is only coming from Detroit, not off-shore.

Other goodies on the Summit Reserve include a heated steering wheel and giant two-pane sunroof, one of the biggest I’ve seen.

Jeep continues with its easy-to-use infotainment system and big info screen. This is simple to tune and see. The Summit Reserve adds a 19-speaker McIntosh stereo system that sounds great too, but in a premium model you’d expect premium sound.

The McIntosh audio sounds great but reflects at night.

One downside to the McIntosh system though, there are round-topped speakers tucked into the dash’s front corners. Their shape and reflective surface means that in night driving where there are streetlights over the highway a weird circular reflection or flash occurs in the corners of the windshield as you drive. It can be distracting.

Yet on the safety front the Jeep Grand Cherokee L packs everything you’d expect or want, from smart cruise control and lane departure assist to blind-spot warning and cross-path detection. Parking sensors watch all around, including sides (some extra beeps), there’s a 360-camera, pedestrian and cyclist emergency braking systems, and parallel and perpendicular park assist.

The test Jeep added an Advanced ProTech Group IV for another $1,995. It includes a head-up display, night vision w/pedestrian/animal detection, rear-view auto-dimming digital mirror, and interior rear-facing camera to help watch out for rear seat shenanigans.

OK, so the rear end isn’t so stylish, but it has a power hatch.

No running board was added though, so step-in height remains rather high as this has 8.5 inches of ground clearance. For the record, black steps cost $875, chrome steps $975.

All told the test vehicle went from a base price of $61,455, including delivery, to $67,090 after options, putting it solidly in the luxury segment.

I like the slim, elegant look of the Grand Cherokee L’s nose.

Of course, there’s a base model, the Laredo, which is rear-wheel-drive, but that just seems wrong for a Jeep. It starts at $40,685, but adding 4WD increases that to $42,685. The trim levels climb from there to Altitude, Limited, Overland, Summit and the tested Summit Reserve, all of which include 4WD. Fully equipped the Summit Reserve can eclipse $70 grand.

So far there is no hybrid L model, while several competitors do offer a hybrid. One might expect Jeep to add one soon.

Note too that the Wagoneer and Grand Wagoneer models are two more new 3-row SUVs available from Jeep. They are bigger yet, being 10 inches longer overall with a three-inch longer wheelbase and are capable of towing an additional 3,800 pounds.

I reviewed the Wagoneer earlier this year, and will test the Grand Wagoneer soon!

FAST STATS: 2021 Jeep Grand Cherokee L Summit Reserve 4×4

One more shot of the ritzy walnut trim.

Hits: Roomy 3-rows, quiet luxury interior, good power and ride, plus off-road capable. Heated/cooled leather seats, walnut dash/door trim, heated steering wheel and second row seats, giant sunroof, wireless charger, big easy-to-use info screen, five drive modes, power extendable lower seat cushion for driver.

Misses: Feels big and heavy, especially when cornering, big step-in height, so-so gas mileage and no hybrid available yet. High price and the fancy McIntosh stereo speakers in the dash reflect overhead street lights in windshield.

Made in: Detroit, Mich.

Engine: 3.6-liter V6, 293 hp/260 torque

Transmission: 8-speed automatic

Weight: 4,524 lbs.

Wheelbase: 121/7 in.

Length: 204.9 in.

Cargo: 17.2, 46.9, 84.6 cu.ft.

Tow: 6,200 lbs.

MPG: 18/25

MPG: 20.3 (tested)

Base Price: $61,455 (includes delivery and AWD)

Invoice: $63,884

Major Options:

Silver Zynith paint, $395

Summit Reserve Group (21-inch painted aluminum wheels, R21 all-season tires, Palermo leather seats, 19-speaker high performance audio, active noise control system, 950-watt amplifier, cooled rear seats, deluxe headliner, Palermo leather door trim), $3,000

Advanced ProTech Group IV (head-up display, night vision w/pedestrian/animal detection, rear-view auto-dimming digital mirror, interior rear-facing camera), $1,995

Luxury Tech Group V (wireless charging pad, manual second row window shades), $245

Test vehicle: $67,090

Sources: Jeep, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

2022 Hyundai Palisade Calligraphy AWD

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8 people can ride in style in this upscale Calligraphy model …

Think stylish vehicles and you’d be wise these days to first turn your attention to Hyundai or Kia. The two South Korean carmakers have been breaking the staid auto world’s styling molds for several years now.

Case in point, the tested Hyundai Palisade Calligraphy, an 8-person SUV and family hauler that looks and feels way ritzier than it is. The grille, the lights, the interior, all are standout lookers and clothed in a Sierra Burgundy (think dark metallic red wine) the test SUV looked out of place in my 1950s subdivision. Even its color was trendsetting, or make that trend breaking.

In a world of gray, white and black vehicles (those are the three top-selling “colors” now) the dark red Palisade looked special. People pointed at it like I was hauling a Kardashian to the Oscars for crying out loud.

Really there’s not a lot new to talk about here. I praised the original 2020 Palisade after taking a trip to Louisville and back in it. Comfort, quiet, the snazzy interior and solid power from its 3.8-liter V6 all impressed. Now it gains a bevy of safety equipment as standard and this Calligraphy model is the top trim, so loaded with oodles of whiz-bangs that might be optional on other makes at this price.

So there are the looks, maybe too bold for some, but they can have their gray blend-in mobiles. I like the grille and snazzy lights front and rear. Happy with that V6 too as it delivers a strong 291 horses and smoothly via an 8-speed automatic with Shiftronic, which allows a driver to override the automatic with manual shifts, no clutch of course.

Handling is fairly quick too, making it extremely easy to control on the highway and ride is composed without being plush or floaty. A long wheelbase helps that.

AWD is $1,700 extra on all trim levels, but certainly makes sense in our sloppy Wisconsin climate.

Watch Mark’s video: Mark Savage reviews the 2022 Hyundai Palisade Calligraphy AWD – YouTube

Note too there are five drive modes, Comfort, Eco, Sport, Snow and Smart, which is said to learn your driving style and adjust the shifts to fit your needs and wants. Sport does enliven the acceleration a bit and firms steering too. Yet Comfort was fine 95% of the time; I mostly engaged Sport when zipping onto a freeway.

Did a lot of freeway driving in this too, probably 70% which made the trip computer predict I was getting 20.2 mpg, while in reality it was 19.5. That’s in the Palisade’s wheelhouse of 19 mpg city and 24 highway for the AWD version. The front-drive model earns 26 mpg on the highway. That could be important as gas prices head to the stratosphere.

But for family hauling Palisade is certainly competitive with other large SUVs and minivans on the gas mileage front.

It also has an advantage on many because it will haul eight passengers if you opt for the center row bench seat, no extra charge. Go with the more comfy captain’s chairs and it’ll haul seven adults. That’s right, there’s plenty of legroom in the third row and the one-touch second row seats slide forward easily to let a grownup crawl aboard with minimal grunting and groaning. Second row seats can be positioned to create reasonable foot and legroom for both second and third-row occupants. Bonus!

The third row of seats has adequate room and the second and third row fold flat too.

Granted storage behind that third row is not spacious, but will hold eight bags of groceries. Smartly Hyundai offers power third-row and second-row fold downs via buttons inside the rear hatch. So if you’re loading a lot of goods it’s simple to press a couple buttons and lower the seats for cargo hauling.

This interior is stellar in nearly all ways, and certainly from a quietness and styling standpoint. The tester was decked out in light gray (nearly white) Nappa leather with a bit of quilting pattern on the seatbacks and a sophisticated light tan to gray fake wood trim on the doors and dash. The wood is in strips with satin chrome trim between each layer. Classy!

Overhead is a soft gray simulated suede headliner that helps soak up any excess noise that somehow manages to creep into the cockpit. Trim on the console is a satin chrome herringbone pattern while the dash’s top is black and overhead is a power sunroof up front and power sun shade over a larger stationary roof for the rear two rows of seats.

Standard here is a heated steering wheel, heated and cooled front seats, heated rear seats and 360-degree backup camera along with wireless charger in the console and 10.25-inch infotainment screen that’s simple to use.

Fantastic dash design with large easy-to-use buttons and screen.

In fact, the Hyundai dash is so well designed it’s easy to figure out from the moment you sit in Palisade, no fumbling for knobs that aren’t there or hunting for vague icons that don’t let you know where to find the heat or radio. This is how interiors should function and Hyundai interior designers deserve a big pay increase.

Buttons are all large and logically laid out and the radio tuning is intuitive. No electrical engineering degree is required, a benefit for us less schooled, or old-school, drivers.

Need more? Well, the Calligraphy model comes with a snazzy Harmon Kardon stereo system including attractive satin chrome covered door speakers that look like a jeweler designed them. Sound is good and tuning is easy.

Beautiful design with wood grains atop the door and diamond-pattern leather too.

Flip a turn signal lever and cameras light up in round screens on the instrument panel, one for left turns, one for right, showing you the road and blind-spot behind you in that lane to avoid fender benders and curb scrapes.

Safety equipment is plentiful too, along with lane-keeping assist, forward collision avoidance, driver attention warning, smart cruise control and such, Hyundai adds blind-spot warning, rear cross-traffic alert, turn signals in the side mirrors and safe exit assist. This later item is becoming a norm now and alerts a person when a door is unlatched but oncoming traffic could be a danger. Still best to look over your shoulder, but this may help avoid losing a door when the driver or passenger is distracted. Cool too that the lane departure system can be turned off to avoid unwanted beeps as you dodge construction and pot holes.

Also standard on Calligraphy is a perforated leather wrap on the steering wheel, 20-inch wheels, puddle lamps and that fancy satin chrome trim. Standard on most models too is a power hatch, along with remote start and the excellent one-touch second row seats that quickly fold and slide forward for third-row entry.

For techies, Android Auto and Apple CarPlay are here, along with USB ports for the first two rows of seats.

Seats are quite comfy in most regards in all rows. The third row has a bit of a raised floor so that puts your legs at a slightly elevated angle. My only complaint is the power driver’s seat, which has a long lower cushion, meaning it hits the back of short driver’s knees and could be tiring on a long drive. Before buying, check that out if you’re 5-6, or shorter.

Finally let’s revisit Palisade’s value Palisade. First, a well-equipped minivan will cost you $50,000 these days, give or take a grand. Some SUVs will start there and work their way up to $60 grand or more.

This top-level test vehicle started at $49,615, including delivery, and added just floor mats (which should be standard on all vehicles now) for $215 to end up at $49,830.

If you’re budget is more mainstream and your doodad desires are in check, consider the base SE model at $34,575 with delivery and front-wheel drive. But the engine and mechanicals are the same as Calligraphy. An SEL model at $36,925 adds the captain’s chairs instead of 8-person seating, heated seats, power driver’s seat, remote start and three zone climate controls, so may be the best value.

The $46,815 Limited moves upscale with twin sunroofs, Nappa leather, an HUD and 360-camera, power-down third row seats, wireless charger, heated second row seats and the bigger info screen. Remember, adding AWD is an option for all trims, but so far no hybrid model is available.

Snazzy taillights on the Palisade.

Remember too that Kia’s Telluride is a kissin’ cousin to the Palisade and offers stunning styling too. Other competitors include Ford’s Explorer, Toyota’s Highlander, Honda’s Pilot, VW’s Atlas, and the new Jeep Grand Cherokee L (that means Long).

Palisade will haul any family in style in that $35,000 to $40,000 range, and if you can manage the Limited or Calligraphy it’s a luxury ride to be sure.

FAST STATS: 2022 Hyundai Palisade Calligraphy AWD

Hits: Sharp looking SUV, good power, ride and handling, plus AWD and 5 drive modes. Loaded with Harmon Kardon stereo, super center stack/console design, big screen, heated steering wheel, heated/cooled front seats, heated second row seats, turn-signal cameras, power hatch, useful third row seat, wireless charger, lane departure can be turned off.

Great looking headlight design too!

Misses: Driver’s lower seat cushion is long, hits back of short driver’s knees. No hybrid model yet.

Made in: Ulsan, So. Korea

Engine: 3.8-liter V6, 291hp/262 torque

Transmission: 8-speed automatic w/Shiftronic

Weight: 4,127 lbs.

Wheelbase: 114.2 in.

Length: 196.1 in.

Cargo: 18-86.4 cu.ft.

Tow: 5,000 lbs.

MPG: 19/24

MPG: 19.5 (tested)

Base Price: $49,615 (includes delivery)

Invoice: $47,319

Major Options: Carpeted floor mats, $215

Test vehicle: $49,830

Sources: Hyundai, www.kbb.com

Photos: Mark Savage

SUV/Truck Reviews

2021 Hyundai Santa Fe Caligraphy

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Fourth gen Santa Fe grows into a sharp looker …

Time flies. Hyundai’s Santa Fe SUV proves it.

Santa Fe debuted 20 years ago as the South Korean automaker’s mid-size SUV. It was nothing special, just economical and reliable. Hmmm, reminds me of how Toyota, Honda and Nissan started out in this country, except with small cars, not utes.

Now in its fourth generation the Santa Fe has grown some, matured if you will. The awkward looking SUV has turned into a handsome youngster with a more muscular profile, snazzy features, a fair amount of sex appeal starting with its T-shaped headlights, reminiscent of Volvo’s sporty “Thor’s Hammer” headlights.

But don’t think knockoff. Nope, Hyundai’s designers are always pushing the styling envelope and this latest tailoring job with its bolder nose, longer more defined hood, LED taillights and those LED T-lights is another excellent example. Visually Santa Fe looks new and leading edge.

Pricing remains impressive, all the way from a front-drive SE for $28,185 up to the tested blue blood Calligraphy model, its top-ender with a starting price of $43,275, and $43,730 as it sat glowing in my driveway swathed in sparkling Quartz White, just $300 extra. AWD is available on the seven trims and standard on some, such as the Blue Hybrid and the Calligraphy, naturally.

For 2021 Hyundai ditched its old engines and goes with two new ones, plus offers a hybrid and soon a plug-in hybrid. The base engine is a 191-horse 2.5-liter I4. That’s 6 more horses than the old one. While the upscale 2.5-liter I4 turbo found in Calligraphy belts out 277 horses and touts a 311 torque rating. Car and Driver magazine says the Santa Fe with this engine will do 0 to 60 mph in 6.0 seconds with a top speed of 130 mph, not bad for a large mid-size ute.

Watch Mark’s video review: 2021 Hyundai Santa Fe review by Mark Savage – YouTube

The power is strong, making highway merges simple. I tested this on a roundtrip to Indianapolis on Indy 500 weekend and felt the highway drive akin to qualifying for the race. Few of my highway counterparts were cruising at less than 80 mph. The Santa Fe was up to the challenge and remained surprisingly quiet inside.

You can thank Hyundai for using more acoustical glass to blunt exterior noise, better undercarriage coverings to cut wind noise and increase fuel efficiency, and more sound deadening materials in the firewall and floor. The result is luxury level quiet.

There’s a smoothness to the Santa Fe too that you might not have witnessed in the past, or expected in the present. A slick 8-speed automatic transmission helps deliver power in a silky fashion, although on startup there seems to be a little lag for the first half-mile or so.

Hyundai includes a big dial on its console that blends with a center stack to engage various drive modes. Comfort is best around town and Sport for the freeway, at least when merging onto it. Snow and Smart modes also are available.

That big black dial next to the push-button transmission will set the drive modes.

I was happy with the Comfort setting as the ride was smooth and comfy with moderate steering effort. Sport firmed things up a bit, but not drastically. Yet it made acceleration much kickier.

Braking is solid too with 13.6-inch vented discs up front and 12-inchers in the rear. Plus remember the Calligraphy comes with AWD, a boon in sloppy weather and in case you want to trundle off-road a bit or when towing a boat or small camper. Ground clearance is 8.2 inches.

Tires are 19-inch Continentals for now, but 20-inchers will be available on Santa Fes soon for those who subscribe to the bigger-is-better theory of traction.

Classy looking two-tone interior stands out in the Calligraphy model.

Inside? Well, on Calligraphy models you’ll be coddled a bit with quilted leather seats that are soft to the touch and look fantastic. The test model’s were a caramel brown with black trim and the dash black over brown, as are door panels. The leather adorned steering wheel is black and a mesh-like metal trims the dash while satin chrome trims air ducts, doors, door releases, and buttons. It’s a high-end look.

I love the button and toggle laden console/center stack design because it’s obvious where all the functions are located, no confusing screen with layers of functions buried inside. Temperature controls are toggles too, so are easy to tap up or down. The tranny is push-button too, and also on the console, but I’m not a big fan, especially with the Park button off to one side.

Info screen visibility is good. An 8-inch screen is standard, but the 10.3-inch model comes on Calligraphy and is optional for other trims. Functionality is simple.

All the buttons are easy to see and use on the console to center stack layout.

Cool too that the 12.3-inch instrument panel screen changes its appearance depending on the drive mode selected and features Hyundai’s helpful safety feature that I call turn-signal cameras. Flip the turn signal to go right and a round camera image of the right side from your car’s tail on back appears. Same with the left turn signal, the images appearing on the appropriate side of your instrument panel. Bravo!

I’m not sure how many of us need a head-up display, but this one is standard and is color, so puts the speed limit and your current speed in red and green.

Front seats are powered and include a button to extend the lower driver’s seat cushion, an aid for long-legged drivers. A power lumbar control is offered too. Around town I was perfectly comfy in these seats, but for a longer drive I feel the bottom cushions need more snug hip support. I found my tailbone burning after 100 miles. Jamming my wallet under my right hip helped some, but that seems like something a driver shouldn’t have to do to avoid leg and hip fatigue.

Others had no butt issues and riders found the rear seat roomy enough for three adults, plus the outer rear seats are heated. The front seats are both heated and cooled and Calligraphy adds a heated steering wheel.

Other features are plentiful. Inside is a snazzy Harman Kardon premium sound system, a panoramic sunroof, power hatch and wireless phone charger where you insert the phone vertically right by the cup holders. Nice fit, but I forgot my phone regularly. I prefer a tray where you can lay a phone and still see it.

There also are manual sun screens for the rear seat’s side windows and a huge storage area behind the second row seats, including large bins under the floor. Hyundai claims 36.4 cubic feet of space and that’s believable. Put the rear seats down and that expands to 72 cu.ft. That’s better than even some larger SUVs.

There’s a lot of cargo space behind the second row seats, even some under the floor.

Hyundai’s safety lineup is stout on the Calligraphy with semi-autonomous drive modes that keep the car in its lane, even on turns. This worked really well on the highway, but insisted the driver keep his or her hands at 10 and 2 or 9 and 3 on the wheel. I rested mine near the bottom of the wheel on a long straight stretch of Hoosier highway and the instrument panel got mad, saying I should hold the wheel. I was. Also it lit up once when I was holding the wheel with just one hand.

Better safe than sorry I suppose.

Blind-spot, forward-collision avoidance, high-beam assist, rear cross-traffic assist and braking, smart cruise control, and a 360-degree camera are standard.

One sort of safety system that wasn’t intuitive, at least to me, was the rear door safety locks for kids. I’m used to these being near the door latch mechanisms with a tab to flip up or down. Hyundai couples the door locks with the rear-seat child window locks. You engage that and the kid can’t put the window down, OR get out. Might be fine for wee ones, but my 12-year-old grandson got tired of being locked in, until grandpa figured out the buttons.

Santa Fe has a grabber nose with a stylish grille and T-shaped headlights.

On the plus side, Hyundai also offers standard wireless Apple Car Play and Android Auto on all Santa Fe models.

Likewise, fuel economy is up about 30% across the lineup. The test SUV was rated 21 mpg city and 28 mpg highway by the EPA. I got a fine 26.4 mpg in my highway drive that included some city driving at each end of the trip. We had three of us and luggage aboard.

For now there are the two gas engine choices and a hybrid with 226 horsepower from a 1.6-liter turbo and two electric motors, plus 6-speed automatic and AWD. A plug-in hybrid model is expected late in 2021.

Cool how the light bar runs across the width of the rear hatch and into the taillights!

If the Calligraphy sounds nice, but is a bit rich for your budget, consider the second level SEL model for $29,985. It adds heated seats and mirrors, a blind-spot warning system, satellite radio and keyless entry with push-button start. The Blue hybrid model starts at $34,835 and includes AWD.

Santa Fe moves Hyundai deeper into the SUV mainstream with leading-edge design and luxury features and finish in the Calligraphy trim. Test one to see how it fits your derriere!

FAST STATS: 2021 Hyundai Santa Fe Calligraphy

Hits: Sharp redesign, more powerful engine, good ride and handling, plus AWD. Cool T-shaped lights, Harman Kardon stereo, panoramic sunroof, power hatch, 10-inch screen, clear button arrangement on center stack, turn-signal activated side cameras, nice visuals on instrument cluster, heated/cooled front seats, heated wheel, heated rear seats, large cargo area w/underfloor storage, roomy interior, wireless charger, rear side window screens, and stout safety device lineup.

These T-shaped headlights are a standout styling feature.

Misses: Lower seat cushion is hard and not as supportive as many, leading to tailbone burn on drives over 100 miles, but lower cushion will extend for tall drivers. Rear door locks are activated by rear window child-proof locks and not intuitive.

Made in: Montgomery, Ala.

Engine: 2.5-liter turbo I4, 277 hp

Transmission: 8-speed automatic w/Shiftronic

Weight: 4,060 lbs.

Wheelbase: 108.9 in.

Length: 188.4 in.

Cargo: 36.4-72.1 cu.ft.

Tow: 3,500 lbs.

MPG: 21/28

MPG: 26.4 (tested)

Base Price: $43,275 (includes delivery)

Invoice: $41,480

Major Options: Quartz white paint, $300

Carpeted floor mats, $155

Test vehicle: $43,730

Sources: Hyundai, www.kbb.com

Photos: Mark Savage

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