Each item should have its own story, legend. Otherwise, the surrounding world will turn into space, any road will become a vector, a cozy house will break up on a plane of different density and color. Thinking about automobile design, I often recall shots from the fantastic anti-sculptopia film «Equilibrium».
The plot of the film unfolds in a fictional new Britain — a country whose residents take a drug daily, completely castrating an emotional sphere. The same faceless faceless people-machines walk along the streets. Clothing is functional and simple, cars have no brands — the faceless faceless sedans are painted white and black — controlled blanks on wheels.
Looking at the variety of shapes and flowers filling the car flows of the city, it seems that nothing of the kind in real life can be. But maybe-you just remove the design concept, and it will turn out almost what Soviet citizens have seen on the roads, from the late 60s to the end of perestroika.
The Soviet authorities did not like at all that someone or something stand out. And having come up with some form once, no one was in a hurry to change her. The infinite constancy of form and the lack of evolution of the design turned the Volga, Lada, Cossacks and Uaziki into the Big Sedan, Little Sedan, Half an hour of shame and military SUV ”. If the appearance of the car is not updated, in conditions of free competition it will be very ambulance — it will just stop buying it.
It is for this reason, trying to conquer the shares in the market of new cars, hyperactive Koreans arrange restyling of the entire model range almost every two years — these Asians are stamping new impressions, one by one. Last year, we admired the flowing lines of models created in the concept of “flowing sculpture”, and this year the “Storm Front” was replaced. The first serial model created in this vein was Hyundai Santa Fe — the hero of our test.
The updated Santa Fe of the third generation was shown to journalists this spring. In April, the realized concept was solemnly rolled out to the catwalk of the New York car dealership. “Storm Front” — what the designers who created the exterior of this crossover wanted to say this name with this name? Let’s try to understand by comparing its appearance with the previous generation.
If we put a nearby representatives of the second and third generation of this SUV, it becomes clear that there is no talk of any continuity, these are completely different models. Sharp sickle -shaped bionic headlights, descending massive ribs of body panels, drawing a coat of the body, smooth aggression of tonsils of the rear optical consoles and athletic swelling of the wheel arches — nothing in common with the moderate calm of the past “cloud” Santa Fe.
This is not to say that the former Santa Fe is ugly — his appearance is noble and balanced, but there is no daring enthusiasm in him. At the time of development of the second generation of Santa Fe, the Koreans did not yet understand the tastes of the Western consumer so well and were careful. Almost all sketches of cars of that period were developed by the Korean branch of the Hyuindai automobile design “to the touch”, without the involvement of Western specialists. Although, as the results of sales in North America showed (two -thirds of the Hyundai market are on the United States), Western people liked the original restrained concept of Koreans.
But no one loves to work blindly, so the President of Hyundai, Mr. Kim Chunho invited to the post of chief designer of the European branch of the brand, the head of the design studio of the BMW company, Thomas Brutkah himself. Given the fact that the plans of the fast-growing Korean holding included (and remain) plans to conquer a share in the premium car car market, this kind of specialist could not do without a specialist.
So, after half a year of negotiations, the dardy gave its consent to lead the European Hyundai Design Studio. In many ways, Thomas’s decision was dictated by a unique prospect of creating a completely new look of a whole global brand. Creators always strive for maximum freedom of action, and work on such a well-established premium brand as BMW could not give the German designer the desired-the recognizable appearance of the Bavarian machines changes only in the little things.
The first serious implemented work of Thomas Brutabil was the concept of the now serial sport cape Hyundai Genesis. With this model, the introduction of a new European design in the image of the brand began. Over time, under the influence of the American and Korean departments of the brand design, the concept of flowing sculpture ”was transferred to serial Hyundai sedans — such as Elantra, Solaris or Veloster, but she did not get to the second -generation Santa Fe.
The main distinguishing feature of the new identity of the brand was such details as the hexagonal rhombus of the radiator grille and the very soft fluid lines of the central console, smoothly flowing into a torpedo. Knowing this, we can safely say that the second generation of Santa Fe did not find the “fluid” restyling, passing this step, immediately becoming the face of the “stormy front”.
Honestly, there is practically no sense to engage in meticulous reconciliation of these cars. Look at the central console of the new Santa Fe — its forms resemble the spreading wings of a cybernetic slope, on the stomach of which there is a display of life support systems and manipulators, programmatic fighting modes. Each detail in the interior of Santa Fe, ranging from the automatic transmission console, ending with plastic panels of the door windows, are designed in the same style — harmonious self -sufficient landfills that form a single complete image.
And most importantly, really high -quality design should not go against the ergonomics of the governing bodies. The highest skill is the development of design through the prism of ergonomics. To understand this outwardly pathos phrase, remember how it looks (and, if you held, as it lies in your hand), the legendary Kalashnikov assault rifle. This is not a weapon, it is a symbol, a work of art.
Also, sitting down in a car, you should feel that all controls are at your hand — everything should be extremely clear, affordable and readable. In this regard, Santa Fe can be called one of the exemplary machines — adjusting the chair and the steering wheel have a very wide range, the discomfort can be experienced only by disabled people in growth. True, no matter how I tried, I couldn’t configure the optimal position of the roller of lumbar support. Perhaps I just didn’t figure out the keys, but most likely, it’s just more convenient for me without it.
Separately, it is worth paying attention to the soundproof and acoustic system of the car. On these points, Santa Fe is no longer Hyundai. I remember very well how the past generation of Santa sounds and rustles — a step below. The last time I met such a purity of the acoustic picture and the softness of the elimination of external noise when I sat behind the wheel of Mercedes ML 500 4matic. By the way, these cars are somewhat similar to the profile, but this is not about that.
Under the softness of the elimination of external noise, I mean a thin gap between “noisy from arches” to “not a damn thing”. Comfortable sound absorption should be such as to completely cut off aerodynamic noises, but denoting a light rumbling press on the gas pedal. To top it off, the perfect balance should be such that you stop hearing slap joints of the roadway on five percent volume of the speakers. I hope you presented the degree of sound insulation of the salon of the new «Santa».
As for the sound of the stereo system, it is not bad at the level of the European premium segment, but still does not reach the reference sound of the Hi-End class systems.
The sound lacks an enveloping depth of bass frequencies and crystal contrast of the sound of overtones. Although you should not look for flaws where everything is fine. If you are not a crazy fan of warm light bulb or virgin vinyl, you will like. Just stick a flash drive, add the volume, fasten your belt and enjoy the road.
It is interesting, but until the last moment I did not know that I control the diesel version of Santa Fe-the dynamics of acceleration of the 2, 2-liter, 197-horsepower engine, in addition to a solid torque (436 N · m in the range from 1800 to 2500) accelerate two-toned ( 1882 kg) a car up to a hundred in just ten seconds. Scroll through these numbers in the head in order to understand what 436 N · m from the bottom on all -wheel drive — two tons of iron, glass and plastic, without breaking the wheels, but convincingly inertly shoot from the start as briskly as if you were They controlled a passenger sedan.
In addition to this, Santa Fe is in lightweight stable and perfectly slows down-the main thing is not to save on rubber so that the adhesion properties of the tires are enough to efficiently use powerful brakes. For the sake of interest several times, I accelerated to eighty kilometers per hour on a smoothly rolled snow road, and pressed with all my strength to the brakes. ABS is triggered by lightning speed-short crisp pokes, clearly distributed along the axes of the stabilization system, stop this sideboard without a half to two seconds without displacement of the trajectory.
Similar agricultural aging inspires confidence in the machine and respect for engineers who developed these brakes. But do not replay — no stabilization saves from the laws of physics. Despite the constantly included “assistants”, several times, screwing into sharp turns in the rolled snow, I managed to tear off the car from the trajectory. At the same time, if the all -wheel drive Subaru helps to scoop up by exploding the elusive snow of the road with all four, comfortable and the same all -wheel drive Santa Fe is not too predictable, like a front -wheel drive machine that has fallen into a rack of an irresistible centrifugal force.
In general, for a civilian car that does not apply for sports awards, such behavior is typical. This machine should give comfort, and not spur the pilot to risky, expensive madness.
By the way, about the cost of the car itself-our test copy, an all-wheel drive 197-horsepower diesel Hyundai Santa Fe in the Sport configuration will cost the owner of 1,725,000 rubles. This is a lot or little to judge, it is possible only in comparison with other representatives of the class of full -sized crossovers. And for the adequacy of the assessment, keep in your mind a new, but fully justified variable-Thomas Brutric has achieved the desired goal, the new generation of Hyundai in all respects should be attributed to the premium class.