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
2025 Subaru WRX tS 11

2025 Subaru WRX tS

Subaru’s “World Rally eXperimental” Gets Tecnica-Tuned Tech

Episode 4427
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

Building on its global rally heritage, WRX has been a standalone Subaru nameplate, marketed separately from garden variety Impreza, for two generations now. And while the current WRX still lacks the full STI treatment, this WRX tS serves up some of that high-performance spice we’ve been longing for.

Before we go flat out into our Track Test of this 2025 Subaru WRX tS, lets open the Subaru dictionary so we’re all on the same page. “tS” stands for “tuned by STI;” and “STI” is an acronym for “Subaru Tecnica International,” the brand’s high-performance sub-group best known for upgrading the WRX— oh, that stands for “World Rally eXperimental,” in case you didn’t know.

All that said, STI has been largely dormant for this WRX generation, but this tS sprinkles more of their engineering magic into the mix. No, that doesn’t mean extra power, but does mean significant chassis-related improvements.

First, electronically controlled dampers, adjustable through the 11.6-inch tablet-style infotainment screen. That meant a softer “comfort” mode on the 10+ hour commute to and from Savannah’s Roebling Road Raceway. But once we were there, it was the firmer “Sport+” setting all the way, heightening response from the WRX’s throttle and already quick dual-pinion power steering system. There’s still some body roll for rally-esque weight transfer, but it’s well sorted and provides the “toss-ability” you want in a WRX.

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Though if you do autocross your tS, which we implore you to do, you might feel the six-piston front, two-piston rear Brembo brakes first. The bite is strong, giving good rotation in the corners and plenty of “halt” for this 3,400 lb. compact with minimal fade, keeping us on track all week…until some unfortunate winter weather passed overhead. No worries here, as Subaru’s Symmetrical All-Wheel-Drive system got us to the track for some powdered deserts: Frosted donuts served up Michelin style, a set of winter tires different from the grippy Bridgestone Potenza S007 rubber the tS typically rides on. Some prior hot laps of California’s Sonoma Raceway gave credence to those Bridgestones, and showed us what this hot-compact can do in ideal conditions.

It’s well sorted and provides the “toss-ability” you want in a WRX.

Other tS enhancements are cabin-based, namely these beautiful blue Recaros. Most of our staff appreciated their moderately-aggressive bolstering on both street and track. And they’re even heated, too. Another tS-only appointment is this 12.3-inch digital gauge display. It mimics the standard analog gauges with some additional info, but can switch to a navigation mode for more convenient route guidance.

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We do wish our tS came in the new Galaxy Purple or the trademark World Rally Blue, but this Crystal White paint wasn’t too shabby, contrasting its Cherry Blossom Red badging and blacked-out lip spoiler. Otherwise, the tS is like any other WRX, down to the hood scoop funneling air to the top-mounted intercooler.

Underneath is the same turbocharged 2.4-liter flat-four in all other trims, boxing at 271 horsepower and 258 lb-ft of torque. The freak winter weather stopped straight-line testing, but a 0-60 time estimate of 5.5 seconds is about as spry as you realistically need, pulling strong through most of the tach; though the 6,000 RPM redline required attentive shifting of the six-speed box, which the tS comes exclusively with. The throws are precise, if a little long, and the clutch is wonderfully weighted.

With discontinuation of the Base trim, pricing for the WRX now starts with Premium at $36,920. The tS is at the top of the lineup with the automatic-only GT, both starting at $46,875. All WRXs continue to be made in Gunma, Japan.

If you’re an enthusiast itching to do the tuning yourself, perhaps the 2025 Subaru WRX tS is not for you. But if you want a plug-and-play experience, this is it. While it won’t exactly bestow the loose-cannon, top-level driving skills exhibited by famous WRC drivers upon you, the tS moves this WRX’s game in a direction we’ve so desperately wanted Subaru to take.

Specifications

As Tested

  • Engine: 2.4-liter flat-four
  • Tranmission: 6-speed manual
  • Horsepower: 271
  • Torque: 258 lb-ft
2025 Porsche 911 Carrera 23

2025 Porsche 911 Carrera

Ever Evolving 911 Reaches New Heights

Episode 4426
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

The Porsche 911 has existed for 60 years now! Amazing! And, you could argue that major changes over all those years have been relatively few, as constant incremental improvement is more the way that Porsche does business. With that in mind, let’s hit the track in the latest 911 and see what constant improvement means for 2025.

We’ve driven so many 911s here at MotorWeek, each seemingly more special than the last, so it’s a bit refreshing to be ripping around Savannah’s Roebling Road Raceway in a 2025 Porsche 911 that’s about as close as you can get to base these days. And the fact that it’s just as fun as all those exclusive pieces says a lot about how far the 911 has come. Perhaps it also speaks to how much a base 911 will set you back today as well; more on that later.

For now, we’re just thinking about the next apex, holding steady throttle as we approach, and getting on it way sooner than you’d expect without upsetting anything, as the 911 rockets off the corner thanks to tremendous grip and a PDK trans that finds the perfect gear before we even gave it a thought. Even with very cold track temps, we never struggled for grip or battled any wheelspin coming off of corners. And trying to land it in that perfect spot in braking zones is easy with strong brake performance that was predictable and consistent lap after lap; no wandering, and great feedback too.

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Yes, even the standard 911 is near pure perfection on a racetrack. It gives you all the right feedback, stays incredibly flat through corners, makes you always feel totally in control, and again is just plain fun. Unless you’re chasing lap times, there’s really no need to head further up the 911 tree. Though it is worth noting the few upgrades that were on our Carrera did help the situation a little. The 20- and 21-inch Carrera S wheels enabled plenty of grip from the 305 Pirelli P Zero tires, the Sport Chrono Package allows 0-60 sprints of 3.7 seconds, an extended range fuel tank meant we could lap all day without having to fill up, and the fantastic Sport Seats provided great support and better comfort than we remember experiencing in a 911. The Sport Exhaust system didn’t add anything to performance, but made things sound a whole lot better, and the oval silver tips look great too.

We never struggled for grip or battled any wheel spin coming off of corners.

Our track time got cut short thanks to a rare snowstorm in Coastal Georgia, but the white stuff and blue sky made the perfect backdrop for our Guards Red Carrera. Exterior tweaks for what is officially the 992.2 include a reshaped front fascia with improved aerodynamics. All front lighting is now contained within the Matrix Design LED headlight housing. The rear fascia has also been smoothed out, the license plate moved higher, and Porsche 3D block lettering spelled out across the back beneath the active rear spoiler and new decklid grille.

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Even without Turbo in the name, the standard 911 engine is indeed a turbo these days, a 3.0-liter flat-six twin-turbo delivering 388 horsepower and 331 lb-ft strictly to the rear wheels in the Carrera Coupe.

Inside the cabin, the 911 continues its slow crawl towards the modern, now including a 12.6-inch fully digital gauge display and a start button located on the left side of the steering wheel, with drive modes easily accessible on the wheel itself. In another no brainer move, Porsche now makes the rear seat a no cost option, so you can choose if you want it or not.

Government Fuel Economy Ratings are 18 City, 25 Highway, and 21 Combined. That’s only slightly worse than average for the Energy Impact Score; 14.2 barrels of annual oil consumption with 7.0 tons of CO2 emissions.

The good news is this 911 had the fewest number of options of any Porsche that we’ve tested in some time, and it was still plenty awesome; the bad news is, a base Porsche 911 Carrera Coupe now starts at $122,095.

But can you really put value on “the force,” this mythical power that Porsche seems to have, that somehow turns average drivers into great ones? It’s useless to resist as far as we’re concerned, as it only gets better with the 2025 Porsche 911 Carrera.

Specifications

As Tested

  • Engine: 3.0-liter twin-turbo flat-6
  • Transmission: 8-speed PDK
  • Horsepower: 388
  • Torque: 331 lb-ft