First Drive: 2022 Hyundai Santa Cruz

Hyundai is teasing us with the new Santa Cruz in all the wrong ways. It’s already on the ground in other parts of the world – and we’ve driven it – but they still haven’t even hinted whether this little ute may make the trek to Australia.

Careful eyes will immediately recognise that it shares much of its car-based DNA with the Tucson mid-size SUV, which offers some key advantages like proven infotainment and advanced driver-assist tech.

The Santa Cruz was designed in the United States primarily for North American drivers. It’s longer, wider, and taller than its SUV sibling, and for big power Hyundai has made the 2.5-litre turbocharged GDi petrol engine available.

In North America, the Santa Cruz has debuted in a class of one but will soon be joined by Ford’s Maverick, and if these two utes are any indication, that part of the world is about to experience a small truck renaissance.

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The base engine is a 142kW, 2.5-litre, naturally aspirated GDi four-cylinder – but the optional turbo is the one to get. It produces 210kW at 5800rpm and an impressive 422 Nm from 1700 to 4000rpm.

Power gets to the ground through an eight-speed torque converter automatic in either front- or all-wheel-drive layouts with the naturally aspirated 2.5-litre.

The turbo engine is paired with Hyundai’s eight-speed wet dual-clutch automatic, exclusively with all-wheel drive. That’s a good thing, because asking a trucklet to put down 210kW and 422Nm through the front wheels might be a little optimistic. The all-wheel-drive system is Hyundai’s active, on-demand arrangement.

The turbo engine is paired to an eight-speed wet dual-clutch with all-wheel drive. That’s good because putting 210kW and 422Nm through the front might be a little optimistic

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While the Santa Cruz’s wheelbase is 250mm longer than Tucson, the little ute uses a similar suspension configuration, based on MacPherson struts in the front and a multi-link design for the rear with self-levelling dampers. Power steering is via a column-mounted electrical assist unit.

325mm four-wheel discs are the name of the game and are vented at the front, solid for the rear, and clamped by single-piston calipers. The ABS uses four channels and sensors, which is helpful in all driving conditions, but particularly useful with the Santa Cruz’s downhill brake control system.

Interior design is a model of simplicity, with a completely flat cowl and the lack of an instrument binnacle creating an open and airy feel in the cabin. The second-row seats fold up to reveal storage underneath and the small rear window slides open for additional ventilation.

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The Santa Cruz’s fascia is similar to the Tucson’s futuristic design, with different styling to suit the nature of the ute and fewer of those signature lights in the grille. Taking a cue from larger trucks, the rear bumper has an integrated step, which makes the climb up into the load bed a little easier.

The tub is primarily constructed of composites to keep weight down and is designed with utility in mind. The standard configuration includes tie-downs and cleats, and the tub is moulded to permit the addition of a half-height shelf if the Santa Cruz owner so desires.

Standard load area equipment includes an integrated retractable and lockable tonneau cover and LED lighting, as well as storage in the sides and floor of the bed. The in-floor storage compartment is sealed and has a drain plug, which supports that Aussie and American favourite pastime of tailgating at outdoor events.

There is also a 115-volt power outlet in the back of the bed. Accessories available through Hyundai dealers include everything that skiers, snowboarders and cyclists could wish for.

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The front-drive Santa Cruz has a maximum towing capacity of 1588 kilograms, while the turbo all-wheel-drive models can tow up to 2268kg. While the tow hitch is a dealer-installed option, trailer sway control is a standard feature.

It’s worth noting that the Santa Cruz is 40mm wider than a Tucson and that 250mm of extra wheelbase combines with the tub to make it 340mm longer than its SUV sibling.

Given its light off-roading intentions, it also has 20mm greater ground clearance. The tub itself measures 1230mm in length, 1369mm in width exclusive of the wheel wells, and 488mm in height.

Lower trims make do with an 8.0-inch touchscreen for radio and audio control, while top trims enjoy a wide, 10.25-inch screen that fronts Hyundai’s latest infotainment tech including sat-nav with real-time traffic data. Wired and wireless Apple CarPlay and Android Auto are standard on all models, and wireless phone charging is available in the top trims.

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Like the Tucson, Santa Cruz is available with a comprehensive range of driver-assist safety systems, including front collision warning, lane-keeping and adaptive cruise control, as well as the company’s semi-autonomous Highway Driving Assist.

Ergonomically, they’ve made the driver interface comfortable and effective. The driver’s seat has the right amount of support for longer drives and modest bolstering that suits the character of this little ute.

The seat has basic adjustments and with the adjustable steering column, a wide range of drivers are comfortable here.

Ergonomically, the driver’s seat has the right amount of support for longer drives and modest bolstering that suits the character of this little ute.

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The top Ultimate AWD includes front seat cooling and heating, which made our 600km round trip comfortable for both driver and passenger. The hip point of the seat seems perfect, not too high, not too low, which is one of the reasons so many people buy SUVs in the first place.

Our seven-month-old doggo enjoyed the second row to himself, but human beings taller than 175cm will find themselves pressed for space. Think comfortable, but cramped.

The steering wheel is designed to encourage drivers to have their hands at 9-and-3 and the secondary controls are laid out logically, as are the rest of the secondary interior controls, save for the lack of a volume knob of the premium infotainment system.

The low, flat cowl makes for generous forward visibility, but your vision is limited out the rearview mirror simply due to the shape of the cabin’s rear window.

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The rolltop tonneau bed cover is a snap to use – release the lever and it rolls to stow safely in its carrier. Hyundai has also conveniently included a strap to retrieve and close the cover.

Locking the cover closed is as simple as turning the under-mounted lock switch and the tailgate is damped so that it doesn’t slam down into its open position.

Given the dimensions of the bed, its utility is limited for those of us who travel with our bicycles or kayaks, which demands the installation of some dealer-fit accessories, but the bed’s height makes loading easy, as does climbing into the bed with the integrated bumper step.

Given the bed's dimensions, its utility is limited for those who travel with our bicycles or kayaks, which demands some dealer-fit accessories.

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With the 2.5L turbo motor and eight-speed dual clutch transmission, acceleration is brisk, with 0-100km/h possible in seven seconds, although with peak torque available not far from idle up to 4000rpm, you've got plenty of shove available everywhere in the engine’s normal operating range.

While this engine and gearbox combination is a little punchy in front-drive applications like the Sonata N-Line, it’s near perfection in the all-wheel drive Santa Cruz.

Torque is transferred to the rear axle imperceptibly and instantaneously, eliminating naughty front-drive vices like torque steer or inadvertent wheelspin. However, these eight-speed wet dual clutch gearboxes that Hyundai are producing do seem to exhibit one consistent and irritating peeve, which is a fraction of a second delay when shifting from drive into reverse.

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Hyundai’s advanced driver assist system, the Highway Driving Assistant, is impeccable in other applications like Sonata N-Line and even Genesis luxe sedans and SUVs, but in this pre-production Santa Cruz, the system’s lane-keep function was nervous and required frequent adjustments to maintain the ute’s line within its lane.

The drive modes are calibrated with some distinction from one another and while Sport is the most aggressive, it offers genuinely more sporting throttle and transmission settings without being over the top.

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Steering feel is limited, as you’d expect from a little ute, though it is direct, precise and well-weighted. But where the Santa Cruz shines is with its ride and handling.

The driver has tremendous confidence while cornering and the suspension has all of the right moves. It soaks up bumps with excellent body and wheel control, corners relatively flat, and has limited dive under moderate to heavy braking. It’s an impressive first attempt for a little ute.

Brake feel, modulation and control is excellent, lending more confidence to the driver, even with a full complement of humans, one doggo, and their assorted luggage on board. Towing two thousand kilos might tax these brakes, but that calls for a subsequent test.

Steering feel is limited, as you’d expect from a little ute, though it’s direct, precise and well-weighted – but where the Santa Cruz shines is with its ride and handling.

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The Santa Cruz is so new in North America that it attracted attention similar to that of a supercar and passersby had questions at nearly every stop.

It’s distinctive in both design and scale, relative to conventional pickups, which puts it in a category of one for the time being, at least.

It’s remarkably satisfying to drive and live with, but being smaller than current offerings like Ranger, HiLux, and Triton, it has a clearly defined use case. We think Australian drivers would enjoy it, but the real question is does Hyundai? Only time will tell.

2022 Hyundai Santa Cruz Unlimited specifications