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Inicio > Hyundai > Santa Fe > Pruebas y analisis > Hyundai Santa Fe 2.2 CRDI 4x4 AT Style, prueba a fondo
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Hyundai Santa Fe 2.2 CRDI 4x4 AT Style, prueba a fondo

Por Gregorio Arroyo

Hyundai Santa Fe 2018, foto delantera

Veinte años no son nada, dice la letra de un famoso tango... a no ser que se trate del Hyundai Santa Fe, añadiríamos nosotros. Y es que todavía recuerdo cuando en el 2000 me puse al volante de la primera generación, un SUV desarrollado por la marca coreana ya sin injerencias de otros fabricantes, amplio, robusto, fiable y con una magnífica relación precio-equipamiento. Ahora probamos la cuarta entrega, que llega con unos argumentos que le posicionan sin problemas entre la élite de sus principales rivales generalistas.

Hyundai Santa Fe 2018, foto trasera
 
El salto desde entonces ha sido abismal. El nuevo Santa Fe hace gala de un equilibrio tal que, sin ser el mejor en nada concreto, se convierte en un atleta perfecto. Lo más parecido a un decatleta, vamos. Como suele ser norma no escrita, la cuarta generación crece hasta los 4,77 metros metros de longitud, es decir, 8 centímetros más que antes, y su diseño recuerda mucho a lo que sería una especie de ‘superKona’, su hermano pequeño en esto de la moda SUV.
 
Y eso repercute de una manera directamente proporcional en el interior, siempre con aforo de siete plazas. En la segunda fila tenemos casi 4 centímetros extra de espacio para las piernas (la banqueta se desplaza longitudinalmente por partes) y se ha mejorado el acceso a las dos butacas de la tercera, aunque sigue sin ser un ‘camino de rosas’. Cuando nos acomodamos en ellas nos sorprenden dos cosas: son realmente amplias y cuentan con su propio equipo de climatización. Por su parte, el maletero ofrece 130 litros con las siete plazas ocupadas, entre 547 y 645 en configuración cinco plazas (depende de la posición de la banqueta) y hasta 1.625 en caso de máxima necesidad.
 
Hyundai Santa Fe 2018, foto plazas traseras
 
Ya no se trata de ofrecer un completísimo equipamiento sin más, que lo tiene; se trata de vestir el conjunto con una calidad que transmita, agradable al tacto y a la vista, con remates rigurosos y adornado con detalles como un cuadro de mandos configurable en función del programa de conducción elegido, un Head-up Display que se proyecta en el parabrisas (de los buenos, para que nos entendamos) o una pantalla táctil de 8’’ que cobra protagonismo en el salpicadero.
 
Hyundai Santa Fe 2018, foto salpicadero
 
Bajó el capó habrá novedades de peso en forma de versiones híbridas enchufables, pero de momento degustamos el diésel más potente. Es el viejo conocido 2.2 CRDi de 200 CV y 440 Nm de par máximo, aunque adaptado para cumplir con las exigencias de la normativa Euro6d Temp (lleva AdBlue). Sí que estrena una transmisión automática con convertidor de par de ocho relaciones.
 
Cuando ese tándem se pone a trabajar codo con codo, el resultado tiene una lógica aplastante. El propulsor es agradable, presenta una gran capacidad de trabajo a bajo régimen y sube si es necesario hasta las 4.200 rpm si le apuramos por la zona alta del cuentavueltas. El nuevo cambio de ocho velocidades es capaz de sacar más ‘jugo’ a este bloque de cuatro cilindros y lo hace de una manera más refinada que rápida en el salto entre marchas. Parece lógico porque se trata de un gran rodador por encima de todo. Su progresividad es tal que en algunos momentos el convertidor parece ‘resbalar’ y puede llegar a confundir a alguien con un variador continuo. Por cierto, podemos gestionar el cambio de marchas desde unas levas solidarias con el giro del volante.
 
Hyundai Santa Fe 2018, foto lateral
 
En cualquier caso podemos superar los 200 km/h de velocidad máxima, acelerar de 0 a 100 km/h en 9,4 segundos y realizar adelantamientos con cierta solvencia, y todo ello con un consumo medio durante la prueba de 7,5 litros (homologa 6,1). De nuevo la caja AT8 tiene mucho que decir en esto. Son cifras de mérito porque hablamos de un vehículo que acaricia las dos toneladas de peso. ¿Y tanto kilo y volumen cómo le sienta a nivel dinámico? Pues mucho mejor de lo que parece, aunque en este sentido la electrónica y un conjunto más rígido en su construcción son vitales.
 
En esta última generación se ha apostado por un tarado algo más firme de la suspensión, aspecto que provoca que la carrocería se ‘sujete’ mejor, evitando en parte los balanceos laterales. Su dinámica está más asentada y el confort de marcha es muy elevado a la vez.
 
Hyundai Santa Fe 2018, foto cuadro de mandos
 
La dirección también es más precisa (2,6 vueltas de volante entre topes) y el tren delantero no se arruga a la hora de entrar en curvas. En este sentido la tracción total HTRAC resulta vital proque ‘reparte el juego’ de una manera variable, no sólo entre los ejes delantero y trasero. Digamos que el tren delantero siempre asumirá el mayor protagonismo, pero en función de las necesidades irá variando constantemente, incluso entre las ruedas del mismo eje. Además, podemos modificar las características del Santa Fe desde el asistente Drive Mode con cuatro programas diferentes: Confort, Eco, Sport y Smart.
 
En modo Eco la tracción será practicamente delantera para ahorrar combustible al máximo; si activamos el modo Sport puede pasar hasta un 50 por ciento de la motricidad al eje trasero, mientras que en Confort limitará el traspaso de par hasta un 35 por ciento. El modo Smart la distribuirá de una manera inteligente, actuando, como el resto, sobre la gestión del cambio, del acelerador, de la dirección y de los controles de estabilización (no porta suspensión adaptativa).
 
Hyundai Santa Fe 2018, foto delantera
 
En cualquier caso sorprende su dinámica, ayudada por la electrónica y por unos neumáticos 235/55 R19 que también hacen lo suyo. Si lo comparamos con la generación anterior, el salto dinámico es sobresaliente, aunque no llega a la agilidad de su hermano menor, el Tucson. Nada que objetar a los frenos, por su eficacia y el comunicativo tacto del pedal.
El Santa Fe es un SUV con todas las de ley, es decir, no se pone de perfil si tiene que abandonar el asfalto. Para su lado más aventurero se apoya en un bloqueo manual del diferencial central activo hasta los 40 km/h (el testigo luminoso no se desconecta aunque la superemos) y en un control de descensos. Todo lo que sean pistas de tierra las asumirá con naturalidad y hasta con cierto confort. Retos mayores ya serán más limitados, debido a su generosa distancia entre ejes y a una altura al suelo de 18,5 centímetros que nos hará tocar y quedar en evidencia en crestas acentuadas. Además los neumáticos que monta lo pasan mal fuera del asfalto por su escasa adherencia.
 
Hyundai Santa Fe 2018, foto delantera
 
Por último no nos queda más remedio que destacar la avanzada y generosa dotación que porta de serie. Con el acabado Style que nos ocupa no ‘cabe’ nada ni siquiera en opción, aunque la factura final se dispara ya un tanto: 55.200 euros (48.000 con descuentos). Con esa tarifa disfrutaremos de elementos como asientos delanteros eléctricos, calefactados y ventilados, control de arranque en rampa, control de descensos, frenada de emergencia con detección de peatones, alerta de fatiga del conductor, reconocimiento de señales de tráfico, alerta de cambio de carril con función de mantenimiento de la trayectoria, asistente de salida segura, techo panorámico eléctrico, sensores de luces, lluvia y aparcamiento, faros LED, llantas de 19 pulgadas, equipo de sonido premium KRELL, sistema de navegación integrado en pantalla táctil de 8 pulgadas, Tom Tom services live, cámara 360º, climatizador bizona, acceso y arranque manos libres, control de crucero adaptativo y del ángulo muerto, alerta de tráfico cruzado en la zaga, luces de carretera inteligentes, Head-up Display, freno de mano eléctrico, portón eléctrico manos libres o levas en volante, entre otros.
 
Hyundai Santa Fe 2018, foto interior
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Publicado el: 25/11/2018
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