Hyundai: Santa Cruz News
07-13-2021, 03:58 PM
#41
Team Owner
missed opportunity....
07-14-2021, 08:17 PM
#42
What they need to do is add the AWD hybrid system that's offered in the Tucson starting in the mid-$20k.
07-14-2021, 08:43 PM
#43
My first Avatar....
What they need to do is offer the turbo engine on lower trim levels.
07-14-2021, 08:51 PM
#44
^ Only offer that powertrain in the Sonata N-Line and K5 GT, so don't see that happening.
08-10-2021, 05:58 AM
#45
Race Director
PALO ALTO, Calif. - It's a rare day when a new vehicle comes along that has no existing segment or competitors already on the market. It could be the next big thing that spawns copycats, an evolutionary dead end or something that correctly identifies a target but misses the bullseye. Well, that's what we have with the 2022 Hyundai Santa Cruz. At the very least, it isn't some Chevy SSR, an oddball creation for extremely niche tastes. It's both a pickup and a compact crossover, two things Americans love. It has features and power aplenty. It's surprisingly fun to drive and impressively refined. On the one hand, judging by those attributes, it could be wildly successful.
On the other hand, it doesn't look like a conventional truck, which hasn't gone well in the past (see Honda Ridgeline). The Ford Maverick does. Yes, there eventually will be a competitor, but even before we've driven that, it's obvious Ford and Hyundai went in very different directions in trying to nail the bullseye on a target labeled "compact crossover pickup." That applies to their powertrains, pricing and interiors, but for starters, let's talk about the styling.
The Santa Cruz you see here is based on the Santa Cruz Concept from 2015, but much was done to adapt it to new-generation underpinnings and Hyundai's latest design language. That's most obvious with the slender, T-shaped tail lamps and Tucson-like LED accent lighting that uniquely blends into the grille, but there are subtle, important differences with the otherwise broadly similar silhouette.
Note the C-pillar. According to Design Manager Brad Arnold, his team toyed with boxier bed/C-pillar silhouettes to make it more conventional (not unlike the second-generation Ridgeline), but then they figured this wasn't to be a conventional truck. They also toyed with something like the Tesla Cybertruck (long before it was revealed) where the roofline extends all the way to the tailgate, but there was fear that would be confusing and too radical (not unlike the first-generation Ridgeline and, well, the Cybertruck). The end result, as you can see, is somewhere in the middle but a bit closer to conventional than the original concept.
It's also a key reason that the Santa Cruz looks so sensational in person. Its proportions are spot-on, and its body details are just interesting enough without venturing into the overwrought (and pointy) territory of the Tucson and Elantra. Arnold says the goal was to achieve a vehicle that appears muscular and strong for its general outdoor adventurer vibe, but also sporty for the urban, on-road environment where it'll mostly dwell. Turns out that last bit was especially important.
"Actually, because it looked sporty, we made it sporty," vehicle development engineer Chahe Apelian admitted after hearing Arnold describe what his team was going for visually.
And indeed it is sporty. The Santa Cruz is one of the most responsive and agile compact crossovers … regardless of what's going on behind the C pillar. There is absolutely nothing truck-like about it, which is perhaps a bad thing if you desire a bouncy ride, tippy handling and slow steering. Otherwise, it proves to be shockingly sharp and capable of flicking about a twisting mountain road. We actually drove the Santa Cruz after a stint in the new Hyundai Kona N and were a bit worried our perceptions of the truck might be unfairly clouded by the pseudo hot hatch. Not to worry. They play in different leagues to be sure, but the game is the same.
Nudge the drive mode toggle into Sport and the steering loses its initial bit of off-center numbness in favor of just the right amount of extra effort. The suspension, with its independent multi-link setup at the rear, remains resolutely planted and composed. At the same time, the ride is on the firm end of the spectrum, but not in a truckish way. More in a Mazda CX-5, firm-but-well-damped way.
Then there's the powertrain. We did not drive the 191-horsepower naturally aspirated 2.5-liter base engine, and judging by our time with that powerplant in the Tucson, it's probably best we didn't, even if it makes slightly more power and torque. Instead, only the 2.5-liter turbocharged engine was on hand, boasting 281 horsepower and 311 pound-feet of torque. That compares with 250 hp and 277 lb-ft in the slightly lighter Maverick, and heck, it's better than the 270 hp and 310 lb-ft in the heavier Ford Ranger. It's also considerably more than the typical compact crossover engine upgrade. The Tucson doesn't offer it.
It feels every bit as quick as those figures and comparisons would suggest. The eight-speed dual-clutch automated manual is exceptional as well. It doesn't draw attention to itself in mundane driving with delayed responses or odd low-speed behavior, yet fires off shifts more rapidly than an automatic can. It gets even spicier in Sport mode, and when using the chunky paddle shifters, it will remain in manual mode rather than automatically reverting back to fully automatic at some point. That's as much a benefit for engine braking on long downhill stretches as it is when towing.
Speaking of which, the turbocharged Santa Cruz has a 5,000-pound tow rating versus the turbo Maverick's 4,000 pounds. Its payload of 1,748 pounds also bests the Ford's 1,500, while benefiting from self-leveling rear dampers that'll prevent that droopy butt look when loaded.
Fuel economy is estimated to be 19 mpg city, 27 mpg highway and 22 mpg combined with the turbo and its mandatory all-wheel-drive pairing. That's basically the same as the base engine (21/26/23 with FWD and 21/27/23 with AWD), and given its larger displacement, it wouldn't be surprising if this 2.5-liter manages to better replicate its EPA estimates than the 2.0-liter found in the Maverick and other similarly engined vehicles. Of course, if we're talking fuel economy, the Santa Cruz does not offer a hybrid powertrain and, as a result, the Maverick and its hybrid's 37-mpg-combined estimate blow it away. That could prove to be an insurmountable advantage for Ford. Hyundai not surprisingly would only comment about the Santa Cruz as-is, but considering the Tucson is available as both a hybrid and plug-in hybrid … there are possibilities.
So it doesn't drive like a truck, but what about its truck bed? At 52.1 inches (or 4.34 feet), it's 2.3 inches shorter than even the Maverick's toddler-sized bed. Hyundai packed in some bikes with their tires dangling over the tailgate and some awfully short surfboards poking out the back, but there's no denying the limitations relative the beds of conventional trucks. As such, it's best to think of the Santa Cruz as more of an alternative to compact crossovers, and specifically, its bed as an alternative gear-carrying solution than a compact crossover's enclosed cargo area.
To that end, it has some innovative features to make it more than just a big open box. There is a trunk-like underfloor storage bin that's big enough for two small backpacks and drainable to double as a cooler (or let it be hosed out). It's maybe 40% the size of the Honda Ridgeline's and doesn't benefit from that crossover pickup's swing-out tailgate, making the bin less useful and a bit difficult to reach inside. Still, it's better than no sealed storage, and there's actually more. Two smaller cubbies reside on each side of the bed (one can have a 115-volt power outlet), and an innovative, factory-installed cargo cover rolls out over the bed to keep all your stuff locked away and dry. There are also roof rails, which are rare for any pickup, and you could always plug something into the trailer hitch like Yakima's Exo system. For reference, the Maverick has its own bed of tricks.
There's no pass-through from the bed into the cabin as in the old Chevy Avalanche or Subaru Baja, but that might be for the best, because the Santa Cruz interior is almost too nice for a pickup. True, we tested a loaded Limited trim with its heated/ventilated leather seats and myriad other luxuries, but the baseline plastics and other materials should be consistent throughout the lineup. It's a much richer environment than what you'll find in the Maverick (we've sat in that, but not driven it), and is virtually identical in quality and design as the Hyundai Tucson.
That includes the touch-capacitive controls for the infotainment and climate controls, which show up on upper trim levels (the lower trims have HVAC buttons and knobs, plus odd barrel-like controls for volume and tuning). Though they actually do a good job of responding to your touch, it takes too much concentration to find them with your finger amidst the glossy black expanse. At least Hyundai's exceptional touchscreen infotainment systems, including the 10.25-inch widescreen upgrade shown here, works just as well as it does in the Tucson, Palisade, Sonata, etc.
Don't count on Tucson-like backseat comfort, though. The seat back is a tad upright and the seat bottom rather low. The specs say there's more head- and legroom back there than in the Maverick, but we'd need to sit in the back seats of both to see if that really shakes out in person.
And indeed, we're eager to drive both of the new compact pickups back to back to see which is the better execution of a common concept. To my eyes, the Santa Cruz looks much better and has a much nicer interior, and if the Maverick's mechanically related Bronco Sport sibling is any indication, the Hyundai should be better to drive, too. That said, Ford has two big advantages: fuel economy and a lower price.
The base, front-wheel-drive, 2.5-liter Santa Cruz SE starts at $25,175 versus the Maverick at $21,490 (all prices included destination). You can also get the Ford's turbo engine on the base model, whereas it doesn't arrive on Santa Cruz until the $36,865 SEL Premium trim. A loaded Maverick also comes in about $4,500 south of our loaded $41,100 Santa Cruz test vehicle. Maybe all those higher prices are justified given its extra/enhanced equipment, better warranty and other aforementioned advantages, but it does seem a bit too steep.
It sure seems weird to come to the conclusion that a Hyundai might be too expensive, but it's hard not to end there. The Santa Cruz is certainly compelling and would-be buyers of Subarus and other outdoor adventurey crossovers might find it to be an appealing alternative for their particular outdoor adventurey needs. It's also different enough from the Maverick and free of any other competitors that the price might not even be an issue. Then again, it might be deemed too weird and too expensive. Who knows? Only time and the buying public will tell.
On the other hand, it doesn't look like a conventional truck, which hasn't gone well in the past (see Honda Ridgeline). The Ford Maverick does. Yes, there eventually will be a competitor, but even before we've driven that, it's obvious Ford and Hyundai went in very different directions in trying to nail the bullseye on a target labeled "compact crossover pickup." That applies to their powertrains, pricing and interiors, but for starters, let's talk about the styling.
The Santa Cruz you see here is based on the Santa Cruz Concept from 2015, but much was done to adapt it to new-generation underpinnings and Hyundai's latest design language. That's most obvious with the slender, T-shaped tail lamps and Tucson-like LED accent lighting that uniquely blends into the grille, but there are subtle, important differences with the otherwise broadly similar silhouette.
Note the C-pillar. According to Design Manager Brad Arnold, his team toyed with boxier bed/C-pillar silhouettes to make it more conventional (not unlike the second-generation Ridgeline), but then they figured this wasn't to be a conventional truck. They also toyed with something like the Tesla Cybertruck (long before it was revealed) where the roofline extends all the way to the tailgate, but there was fear that would be confusing and too radical (not unlike the first-generation Ridgeline and, well, the Cybertruck). The end result, as you can see, is somewhere in the middle but a bit closer to conventional than the original concept.
It's also a key reason that the Santa Cruz looks so sensational in person. Its proportions are spot-on, and its body details are just interesting enough without venturing into the overwrought (and pointy) territory of the Tucson and Elantra. Arnold says the goal was to achieve a vehicle that appears muscular and strong for its general outdoor adventurer vibe, but also sporty for the urban, on-road environment where it'll mostly dwell. Turns out that last bit was especially important.
"Actually, because it looked sporty, we made it sporty," vehicle development engineer Chahe Apelian admitted after hearing Arnold describe what his team was going for visually.
And indeed it is sporty. The Santa Cruz is one of the most responsive and agile compact crossovers … regardless of what's going on behind the C pillar. There is absolutely nothing truck-like about it, which is perhaps a bad thing if you desire a bouncy ride, tippy handling and slow steering. Otherwise, it proves to be shockingly sharp and capable of flicking about a twisting mountain road. We actually drove the Santa Cruz after a stint in the new Hyundai Kona N and were a bit worried our perceptions of the truck might be unfairly clouded by the pseudo hot hatch. Not to worry. They play in different leagues to be sure, but the game is the same.
Nudge the drive mode toggle into Sport and the steering loses its initial bit of off-center numbness in favor of just the right amount of extra effort. The suspension, with its independent multi-link setup at the rear, remains resolutely planted and composed. At the same time, the ride is on the firm end of the spectrum, but not in a truckish way. More in a Mazda CX-5, firm-but-well-damped way.
It feels every bit as quick as those figures and comparisons would suggest. The eight-speed dual-clutch automated manual is exceptional as well. It doesn't draw attention to itself in mundane driving with delayed responses or odd low-speed behavior, yet fires off shifts more rapidly than an automatic can. It gets even spicier in Sport mode, and when using the chunky paddle shifters, it will remain in manual mode rather than automatically reverting back to fully automatic at some point. That's as much a benefit for engine braking on long downhill stretches as it is when towing.
Speaking of which, the turbocharged Santa Cruz has a 5,000-pound tow rating versus the turbo Maverick's 4,000 pounds. Its payload of 1,748 pounds also bests the Ford's 1,500, while benefiting from self-leveling rear dampers that'll prevent that droopy butt look when loaded.
Fuel economy is estimated to be 19 mpg city, 27 mpg highway and 22 mpg combined with the turbo and its mandatory all-wheel-drive pairing. That's basically the same as the base engine (21/26/23 with FWD and 21/27/23 with AWD), and given its larger displacement, it wouldn't be surprising if this 2.5-liter manages to better replicate its EPA estimates than the 2.0-liter found in the Maverick and other similarly engined vehicles. Of course, if we're talking fuel economy, the Santa Cruz does not offer a hybrid powertrain and, as a result, the Maverick and its hybrid's 37-mpg-combined estimate blow it away. That could prove to be an insurmountable advantage for Ford. Hyundai not surprisingly would only comment about the Santa Cruz as-is, but considering the Tucson is available as both a hybrid and plug-in hybrid … there are possibilities.
So it doesn't drive like a truck, but what about its truck bed? At 52.1 inches (or 4.34 feet), it's 2.3 inches shorter than even the Maverick's toddler-sized bed. Hyundai packed in some bikes with their tires dangling over the tailgate and some awfully short surfboards poking out the back, but there's no denying the limitations relative the beds of conventional trucks. As such, it's best to think of the Santa Cruz as more of an alternative to compact crossovers, and specifically, its bed as an alternative gear-carrying solution than a compact crossover's enclosed cargo area.
To that end, it has some innovative features to make it more than just a big open box. There is a trunk-like underfloor storage bin that's big enough for two small backpacks and drainable to double as a cooler (or let it be hosed out). It's maybe 40% the size of the Honda Ridgeline's and doesn't benefit from that crossover pickup's swing-out tailgate, making the bin less useful and a bit difficult to reach inside. Still, it's better than no sealed storage, and there's actually more. Two smaller cubbies reside on each side of the bed (one can have a 115-volt power outlet), and an innovative, factory-installed cargo cover rolls out over the bed to keep all your stuff locked away and dry. There are also roof rails, which are rare for any pickup, and you could always plug something into the trailer hitch like Yakima's Exo system. For reference, the Maverick has its own bed of tricks.
There's no pass-through from the bed into the cabin as in the old Chevy Avalanche or Subaru Baja, but that might be for the best, because the Santa Cruz interior is almost too nice for a pickup. True, we tested a loaded Limited trim with its heated/ventilated leather seats and myriad other luxuries, but the baseline plastics and other materials should be consistent throughout the lineup. It's a much richer environment than what you'll find in the Maverick (we've sat in that, but not driven it), and is virtually identical in quality and design as the Hyundai Tucson.
That includes the touch-capacitive controls for the infotainment and climate controls, which show up on upper trim levels (the lower trims have HVAC buttons and knobs, plus odd barrel-like controls for volume and tuning). Though they actually do a good job of responding to your touch, it takes too much concentration to find them with your finger amidst the glossy black expanse. At least Hyundai's exceptional touchscreen infotainment systems, including the 10.25-inch widescreen upgrade shown here, works just as well as it does in the Tucson, Palisade, Sonata, etc.
Don't count on Tucson-like backseat comfort, though. The seat back is a tad upright and the seat bottom rather low. The specs say there's more head- and legroom back there than in the Maverick, but we'd need to sit in the back seats of both to see if that really shakes out in person.
And indeed, we're eager to drive both of the new compact pickups back to back to see which is the better execution of a common concept. To my eyes, the Santa Cruz looks much better and has a much nicer interior, and if the Maverick's mechanically related Bronco Sport sibling is any indication, the Hyundai should be better to drive, too. That said, Ford has two big advantages: fuel economy and a lower price.
The base, front-wheel-drive, 2.5-liter Santa Cruz SE starts at $25,175 versus the Maverick at $21,490 (all prices included destination). You can also get the Ford's turbo engine on the base model, whereas it doesn't arrive on Santa Cruz until the $36,865 SEL Premium trim. A loaded Maverick also comes in about $4,500 south of our loaded $41,100 Santa Cruz test vehicle. Maybe all those higher prices are justified given its extra/enhanced equipment, better warranty and other aforementioned advantages, but it does seem a bit too steep.
It sure seems weird to come to the conclusion that a Hyundai might be too expensive, but it's hard not to end there. The Santa Cruz is certainly compelling and would-be buyers of Subarus and other outdoor adventurey crossovers might find it to be an appealing alternative for their particular outdoor adventurey needs. It's also different enough from the Maverick and free of any other competitors that the price might not even be an issue. Then again, it might be deemed too weird and too expensive. Who knows? Only time and the buying public will tell.
08-10-2021, 10:27 AM
#46
Moderator
Not bad, for a DD-duty runabout.
The only other truck I regularly see with roof rails, per this comment: "There are also roof rails, which are rare for any pickup" would be the Frontier.
The only other truck I regularly see with roof rails, per this comment: "There are also roof rails, which are rare for any pickup" would be the Frontier.
08-10-2021, 11:57 AM
#47
Team Owner
The only issue i see is its pricing.... for 40k, many would still opt to get a loaded CUV.
08-10-2021, 12:01 PM
#48
My first Avatar....
Yep. I really like this thing but for the price difference I'd get the Ford.
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00TL-P3.2 (08-10-2021)
08-13-2021, 05:38 AM
#49
Race Director
A little over 16 years after Hyundai inaugurated the Alabama assembly plant in May 2005, they achieved yet another production milestone, with the 5th millionth vehicle built.
10 photos
The milestone car is a Hyundai Santa Cruz, dressed in festive attire, which joined the Sonata, Elantra, and Santa Fe, together with the Tucson, following an expansion of the facility.
It actually saw the light of day on July 27, but the Korean automaker has just made the announcement, stating at the same time that 1,784 units of the compact pickup came to life at the facility, alongside 36,989 Tucson and 908,779 Santa Fe crossovers, 1,489,568 Elantras, and 2,562,880 Sonatas.
“The 5 millionth vehicle represents a tremendous achievement for Hyundai Motor North America,”, said the company’s local President and CEO, Jose Munoz. “We could not have achieved this success without the strong leadership and commitment of our team members in Alabama. Hyundai will continue to invest and grow throughout the region.”
Pricing for the 2022 Hyundai Santa Cruz SE starts at $23,990, before the $1,185 destination charge. Highlights include the remote entry, power windows and door locks, air conditioning, 8-inch infotainment system, 4.2-inch multi-info display, smartphone integration, lane following assist, lane keeping assist, high beam assist, and intelligent speed limit warning.
From $27,190, the Santa Cruz SEL becomes available, with its proximity key, remote engine start, and heated front seats with eight-way power adjustment for the driver.
The SEL Premium can be ordered from $35,680, adding LED headlights, auto-dimming rearview mirror with HomeLink, dual-zone climate control, and digital key.
For the top-of-the-line Limited, interested parties are looking at a minimum of $39,720. It features a tweaked exterior, 20-inch alloy wheels, heated and ventilated leather-wrapped seats, heated steering wheel, 10.25-inch infotainment system, ambient lighting, Bose audio, and additional safety gear.
Lesser models pack the 190+ HP 2.5-liter four-cylinder engine, paired to an eight-speed automatic transmission. The AWD system is a $1,500 option. Better equipped grades, such as the SEL Premium and Limited, have standard all-wheel drive and a 275+ HP 2.5-liter turbocharged unit.
10 photosThe milestone car is a Hyundai Santa Cruz, dressed in festive attire, which joined the Sonata, Elantra, and Santa Fe, together with the Tucson, following an expansion of the facility.
It actually saw the light of day on July 27, but the Korean automaker has just made the announcement, stating at the same time that 1,784 units of the compact pickup came to life at the facility, alongside 36,989 Tucson and 908,779 Santa Fe crossovers, 1,489,568 Elantras, and 2,562,880 Sonatas.
“The 5 millionth vehicle represents a tremendous achievement for Hyundai Motor North America,”, said the company’s local President and CEO, Jose Munoz. “We could not have achieved this success without the strong leadership and commitment of our team members in Alabama. Hyundai will continue to invest and grow throughout the region.”
Pricing for the 2022 Hyundai Santa Cruz SE starts at $23,990, before the $1,185 destination charge. Highlights include the remote entry, power windows and door locks, air conditioning, 8-inch infotainment system, 4.2-inch multi-info display, smartphone integration, lane following assist, lane keeping assist, high beam assist, and intelligent speed limit warning.
From $27,190, the Santa Cruz SEL becomes available, with its proximity key, remote engine start, and heated front seats with eight-way power adjustment for the driver.
The SEL Premium can be ordered from $35,680, adding LED headlights, auto-dimming rearview mirror with HomeLink, dual-zone climate control, and digital key.
For the top-of-the-line Limited, interested parties are looking at a minimum of $39,720. It features a tweaked exterior, 20-inch alloy wheels, heated and ventilated leather-wrapped seats, heated steering wheel, 10.25-inch infotainment system, ambient lighting, Bose audio, and additional safety gear.
Lesser models pack the 190+ HP 2.5-liter four-cylinder engine, paired to an eight-speed automatic transmission. The AWD system is a $1,500 option. Better equipped grades, such as the SEL Premium and Limited, have standard all-wheel drive and a 275+ HP 2.5-liter turbocharged unit.
09-15-2021, 05:55 AM
#50
Race Director
Customers, the only ones that matter, apparently like it:
The 2022 Hyundai Santa Cruz Is the Fastest-Selling New Car in the United States - autoevolution
The mid-engine Corvette is no longer the fastest-selling new car in the United States. The Hyundai Santa Cruz has taken its place, and shockingly, the Bronco takes more days to sell than both aforementioned models.
63 photos
Online automotive search engine and research website iSeeCars.com says that Hyundai dealerships are selling the Santa Cruz in 8.0 days on average whereas the ‘Vette needs 8.3 days. The next three places in the top 20 fastest-selling new cars of August 2021 study are taken by the Mercedes GLS (8.7 days), Subaru Crosstrek (9.0 days) and Toyota RAV4 (9.5 days). Curiously enough, the Bronco ranks 16th with 10.6 days.
When it comes to used vehicles, the list is far more different. A second-hand Tesla Model 3 takes 16.9 days to sell on average, followed by the Toyota Highlander Hybrid (21.9 days), BMW 4 Series (same) and Toyota Prius (same). The final two spots are taken by the Fiat 500X with 26.9 days and a car that Honda will discontinue later in 2021, the Clarity Plug-In Hybrid (27 days).
iSeeCars.com highlights that new vehicles are selling over a week faster than in July, while used cars are selling even faster. “The microchip shortage is showing no signs of slowing down as major automakers continue to halt production, leading to lower and sometimes scarce inventory levels, especially for the most demanded cars,” said executive analyst Karl Brauer.
On that note, the study also proves that unibody trucks have been received well by American customers. The Santa Cruz may not be as capable as ladder-frame trucks, but payload and towing capacities don’t matter in this particular segment. If you ask me, the Santa Cruz makes plenty of sense because it’s more affordable than the Tucson on which it’s based and because Hyundai refrained from advertising this fellow as a proper pickup.
Ford, on the other hand, says that “the Maverick truck has Built Ford Tough in its veins” although the Santa Cruz has better payload and towing ratings.
63 photos
Online automotive search engine and research website iSeeCars.com says that Hyundai dealerships are selling the Santa Cruz in 8.0 days on average whereas the ‘Vette needs 8.3 days. The next three places in the top 20 fastest-selling new cars of August 2021 study are taken by the Mercedes GLS (8.7 days), Subaru Crosstrek (9.0 days) and Toyota RAV4 (9.5 days). Curiously enough, the Bronco ranks 16th with 10.6 days.
When it comes to used vehicles, the list is far more different. A second-hand Tesla Model 3 takes 16.9 days to sell on average, followed by the Toyota Highlander Hybrid (21.9 days), BMW 4 Series (same) and Toyota Prius (same). The final two spots are taken by the Fiat 500X with 26.9 days and a car that Honda will discontinue later in 2021, the Clarity Plug-In Hybrid (27 days).
iSeeCars.com highlights that new vehicles are selling over a week faster than in July, while used cars are selling even faster. “The microchip shortage is showing no signs of slowing down as major automakers continue to halt production, leading to lower and sometimes scarce inventory levels, especially for the most demanded cars,” said executive analyst Karl Brauer.
On that note, the study also proves that unibody trucks have been received well by American customers. The Santa Cruz may not be as capable as ladder-frame trucks, but payload and towing capacities don’t matter in this particular segment. If you ask me, the Santa Cruz makes plenty of sense because it’s more affordable than the Tucson on which it’s based and because Hyundai refrained from advertising this fellow as a proper pickup.
Ford, on the other hand, says that “the Maverick truck has Built Ford Tough in its veins” although the Santa Cruz has better payload and towing ratings.
09-15-2021, 08:51 AM
#51
Ex-OEM King
The Bronco is that slow because it takes more time to find the suckers who want to pay dealer markup. Ditto for the C8.
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Comfy (09-16-2021)
09-15-2021, 04:01 PM
#52
Team Owner
Somehow I find that article very deceiving. I thought Tesla already sold every model Y they produced for the remaining of the year and Bronco too.... So shouldn't that be ahead of Santa cruz that is sitting in the lot for 8 days min.?
Also the level of inventory and availability will also impact the # of days a car sitting on the lot that might or might not have direct correlation with desirability.
Also the level of inventory and availability will also impact the # of days a car sitting on the lot that might or might not have direct correlation with desirability.
09-15-2021, 04:23 PM
#53
Ex-OEM King
Teslas are built to order so there's no waiting in a lot to be sold. Can't really use a metric like this for a car that inherently isn't sold this way. The one that the article is quoting is used cars.
Broncos have a super long waiting list to order one but the order still has to go through a dealer allocation. The dealer is going to get a certain number of allocations that they can either order as they please (most common) or place an order per a customer's specs. If you aren't willing to pony up in advance, they aren't ordering for you and will order to their own specs and mark it up on the lot. Same happens with the C8 and really any of these cars.
Broncos have a super long waiting list to order one but the order still has to go through a dealer allocation. The dealer is going to get a certain number of allocations that they can either order as they please (most common) or place an order per a customer's specs. If you aren't willing to pony up in advance, they aren't ordering for you and will order to their own specs and mark it up on the lot. Same happens with the C8 and really any of these cars.
09-15-2021, 04:46 PM
#54
Team Owner
Teslas are built to order so there's no waiting in a lot to be sold. Can't really use a metric like this for a car that inherently isn't sold this way. The one that the article is quoting is used cars.
Broncos have a super long waiting list to order one but the order still has to go through a dealer allocation. The dealer is going to get a certain number of allocations that they can either order as they please (most common) or place an order per a customer's specs. If you aren't willing to pony up in advance, they aren't ordering for you and will order to their own specs and mark it up on the lot. Same happens with the C8 and really any of these cars.
Broncos have a super long waiting list to order one but the order still has to go through a dealer allocation. The dealer is going to get a certain number of allocations that they can either order as they please (most common) or place an order per a customer's specs. If you aren't willing to pony up in advance, they aren't ordering for you and will order to their own specs and mark it up on the lot. Same happens with the C8 and really any of these cars.
If a dealer only gets a few allocations, then I am sure they will fly off the lot, especially if the model is new and in times like this. Vs. you get a lot of allocations and naturally, some of them will stay on the lot longer.
I am not sure how many units of Santa Cruz that Hyundai is giving to their dealers but i know cars like Rav4 and CRV are volume cars, they get a lot, so they can sell a lot of those.
09-16-2021, 05:45 PM
#55
The SC won the pick-up segment and was the overall runner-up (to the GV70) for the 2021 Mudfest.
09-17-2021, 08:30 AM
#56
Ex-OEM King
I see... then that goes back to the level of availability
If a dealer only gets a few allocations, then I am sure they will fly off the lot, especially if the model is new and in times like this. Vs. you get a lot of allocations and naturally, some of them will stay on the lot longer.
I am not sure how many units of Santa Cruz that Hyundai is giving to their dealers but i know cars like Rav4 and CRV are volume cars, they get a lot, so they can sell a lot of those.
If a dealer only gets a few allocations, then I am sure they will fly off the lot, especially if the model is new and in times like this. Vs. you get a lot of allocations and naturally, some of them will stay on the lot longer.
I am not sure how many units of Santa Cruz that Hyundai is giving to their dealers but i know cars like Rav4 and CRV are volume cars, they get a lot, so they can sell a lot of those.
09-17-2021, 01:04 PM
#57
Team Owner
i still see a lot of ppl buying them (per temp license plate) even with all the BS markup on them...
09-27-2021, 02:37 PM
#58
09-27-2021, 04:46 PM
#59
This review is joke. Ridgeline much more space and practically no limitations on carrying weight in bed.
4WD system is better. engine more refined and long term sustainable. the reviewer discredit himself. he does not even know Honda engine after 40K miles perform much better.
https://jalopnik.com/what-is-the-rea...ruz-1847519398
[img]data:image/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAE AAAICTAEAOw==[/img]
4WD system is better. engine more refined and long term sustainable. the reviewer discredit himself. he does not even know Honda engine after 40K miles perform much better.
https://jalopnik.com/what-is-the-rea...ruz-1847519398
[img]data:image/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAE AAAICTAEAOw==[/img]
09-27-2021, 06:57 PM
#60
^ Of course it can hold more (but not tow more) since it's a lot larger; in fact, too big for many people's garages.
But due to that trunk in the bed, the Ridgeline's bed is awfully shallow.
Not direct competitors due to the size difference, but there's a reason why the SC won the pick-up segment and was overall runner-up for the 2021 Mudfest (where there was a whole panel of judges), whereas the Ridgeline couldn't even make runner-up for the pick-up class.
Most engines perform better after being well broken-in.
But due to that trunk in the bed, the Ridgeline's bed is awfully shallow.
Not direct competitors due to the size difference, but there's a reason why the SC won the pick-up segment and was overall runner-up for the 2021 Mudfest (where there was a whole panel of judges), whereas the Ridgeline couldn't even make runner-up for the pick-up class.
Most engines perform better after being well broken-in.
Last edited by YEH; 09-27-2021 at 06:59 PM.
09-27-2021, 10:11 PM
#61
do you think Santa Cruz can come perform similar like Ridgeline?. Honda tow ratings are understated just like its performance numbers.
there is no evidence Santa Cruz engine and off road performance improves.
infact Ridgeline is much taller vehicle than Santa Cruz this help in towing as taller trailer load behind Ridgeline without impacting aerodynamics.
SantaCruz with lower height is like a Crossover. a taller/wider load behind it will impact fuel economic and performance alot more. Hyundai numbers are basically pathetic fraud
there is no evidence Santa Cruz engine and off road performance improves.
infact Ridgeline is much taller vehicle than Santa Cruz this help in towing as taller trailer load behind Ridgeline without impacting aerodynamics.
https://www.caranddriver.com/reviews...ce-update-20k/
We recorded 18.1 mpg over 516 mostly highway miles while towing a roughly 4000-pound load.
Do you know why Ridgeline is tall and wide like body on frame or bigger trucks?
09-27-2021, 10:40 PM
#62
My first Avatar....
Why are you comparing the Ridgeline to the SC? They are 2 different classes of trucks. 
09-27-2021, 11:35 PM
#64
My first Avatar....
I don't care about the video, the trucks are 2 different classes of trucks. Of course they are going to have different capacities.
09-28-2021, 08:29 AM
#65
Ex-OEM King
Hey, did you know that the F350 diesel is far more capable than a Ridgeline for towing and bed capacity?
09-28-2021, 09:09 AM
#66
My first Avatar....
09-28-2021, 09:11 AM
#67
Moderator
F350. Why not just go full Peterbilt. It'll crush the Ridgeline & Santa Cruz, literally and figuratively.I'd think the average SC buyer might consider the Ridgeline, but they aren't really directly comparable. The SC & Maverick is a more direct comparison.
09-28-2021, 02:52 PM
#68
Team Owner
Did you know that Ridgeline is more aerodynamic than F350 and its dealership locations are more ideal and rich people love Honda?
Did you know that ridgeline has better MPG and its engine after 40k miles will be able to win a tug war against F350?
Did you know that ridgeline has better MPG and its engine after 40k miles will be able to win a tug war against F350?
09-29-2021, 05:33 PM
#69
Three Wheelin'
I just saw a Santa Cruz driving around Tustin Auto Center. Man this is much smaller than I expected. It looked like a Tucson with a chunk missing from its rear (which is basically what it is). I'm assuming it was a base model as it looked quite bland. Out of curiosity, I looked up the pricing and cannot believe even a ho-hum SEL is about $32,000. Example here.
Man I hope the Maverick is better executed because the Santa Cruz I saw today was a real let down (not that I would buy one, but I like the concept of a smaller truck).
Man I hope the Maverick is better executed because the Santa Cruz I saw today was a real let down (not that I would buy one, but I like the concept of a smaller truck).
09-30-2021, 08:49 AM
#70
Ex-OEM King
I'd also love to see an off road comparison of a Passport to a shitty Fiat.
09-30-2021, 01:07 PM
#71
Team Owner
F350 will tow that Ridgeline in Drive all the way back home without even realizing someone is trying to get away
09-30-2021, 10:03 PM
#72
Now I’m not sure I got that right, but he tested with Honda with 5000 lb towing and for the SC he used a 2500 lb pontoon boat, and he claims SC drives better while towing.
To me it looked like the ridge line performed better in most of his tests including loading the ATV, AWD test, bin capacity in bed, etc.
He simply liked the smaller size and more modern interior of the SC.
Well, whatever… they are not directly comparable anyways.
10-01-2021, 12:43 PM
#73
Team Owner
Holy shit, you made a post without mentioning Tesla and its affiliations ...... so you dont think about Tesla and Elon Musk 247 after all...
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Comfy (10-02-2021)
10-01-2021, 01:17 PM
#74
Ex-OEM King
10-01-2021, 06:32 PM
#75
You gotta have some change once in a while. 
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10-02-2021, 02:24 PM
#77
^ There's a little something called supply/inventory.
Production of the SC is still ramping up.
While the SC may no longer be the quickest turning model (only spending on avg. 8 days on the lot) for September (as it was for Aug, besting even the Corvette), it will still be on the list of models which spend the least time on the lot.
HMG has 5 of the top 20 quickest turning models; Honda has zero.
Production of the SC is still ramping up.
While the SC may no longer be the quickest turning model (only spending on avg. 8 days on the lot) for September (as it was for Aug, besting even the Corvette), it will still be on the list of models which spend the least time on the lot.
HMG has 5 of the top 20 quickest turning models; Honda has zero.
Last edited by YEH; 10-02-2021 at 02:34 PM.
10-02-2021, 02:52 PM
#78
But Honda has the quickest turning circle. That should be enough.
10-03-2021, 01:08 PM
#80
^ Of course you don't.
Supply shortage or not (which is affecting pretty much every automaker), the TLX was the slowest selling model in NY for Aug.
Supply shortage or not (which is affecting pretty much every automaker), the TLX was the slowest selling model in NY for Aug.