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SPANISH FLYER What does Santana mean to you? Maybe some of the best guitar
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playing in rock history, or even a Chinese-built Volkswagen Passat?
If you know your 4x4 or military vehicles, you'll know the real answer.
Many Brits will have driven a Santana without even noticing. If you've ever had a holiday in Spain or its islands, you may well have hired what the TV travel programmes describe as a 1 eep", but is in fact a Suzuki built locally by Santana. Now the brand is coming to the UK with its PS10.
Many Brits will have driven a Santana without even noticing. If you've ever had a holiday in Spain or its islands, you may well have hired what the TV travel programmes describe as a 1 eep", but is in fact a Suzuki built locally by Santana. Now the brand is coming to the UK with its PS10.
Many Brits will have driven a Santana without even noticing. If you've ever had a holiday in Spain or its islands, you may well have hired what the TV travel programmes describe as a 1 eep", but is in fact a Suzuki built locally by Santana. Now the brand is coming to the UK with its PS10.
But first, a brief history lesson. Named after the village of Santa Ana, Santana has been making 4x4 vehicles at its factory at Linares, southern Spain, for nearly half a century From 1958 to 1985, it built around 300,000 Series 1, 2 and 3 Land Rovers under licence. Over the years the Santana range gradually developed its own identity, and by 1990 there was no longer any link with Land Rover.
Product profile
Since 1985, the mainstay of Santana's production has been small Suzuki 4x4s, again built under licence. But the company has never forgotten its roots and its latest product, the PS10, is closely related to the current Land Rover Defender. Comparisons are inevitable, so we hope Fourtec, the Norfolk-based importer, will forgive the odd reference to Solihull's finest.
First of the major differences is the engine; the Santana sports the well-proven Sofim Unijet 2.8-litre four-cylinder turbo-diesel found in larger versions of the Iveco Daily. Here, the common-rail engine is rated at 123hp, with 275Nm of torque available at 1,800rpm. Selectable four-wheel-drive is linked to an LT85 five-speed transmission, as used in Land Rover's V8 Defender, with high and low ratios.
Two PS10s are available for the UK civilian market: a nine-seat, five-door station wagon and a hardtop van, also with five doom Next year they will be joined by short-wheelbase versions: a pickup and a three-door hardtop.
The styling attracts plenty of second glances; the quad halogen headlamps give the impression of a Land Rover with a body kit.What look like fog lights are in fact indicators, while the two-level front bumper leaves little scope for aftermarket bull bars.
Productivity
You can have a basic two-seat PS10 van for £14,740 (ex-VAT); the five-seat van is another £500. Chuck in £500 more and you can drive off in a nine-seater station wagon.Three trim levels, Standard, Plus and Extra Plus, are on offer; Standard has vinyl seats instead of cloth, while Extra Plus includes electric windows, central locldng, a radio/CD and metallic paint. The pricing increments for the higher levels are £600 and £650, putting a top spec nineseater at £16,990.The comparable Land Rover hardtop and Station Wagon are £18,291 and £19,397 respectively.
Cost of ownership is more than just purchase price, of course, but the Santana seems well thought of by industry pundits. CAP Monitor predicts the Santana will have a residual value at least the equal of the Defender, with a retained value £1,025 less after three years and 90,000km, and only £675 less after five years of the same work.
A bluff-fronted off-roader is never going to set economy records, but the Santana's consumption is satisfactory for its type and should improve noticeably with more running-in.
A bluff-fronted off-roader is never going to set economy records, but the Santana's consumption is satisfactory for its type and should improve noticeably with more running-in. Gross payload is just about a tonne for the version tested, so even with seats and windows, it should be eligible for business users to reclaim their VAT.With an internal width Gross payload is just about a tonne for the version tested, so even with seats and windows, it should be eligible for business users to reclaim their VAT.With an internal width
between the arches of 1,065mm, a one-metre pallet can just be squeezed in, although if it's really tight the rear door check strap might need disconnecting. It already opens beyond 90° thanks to the lights, the same units fitted to the Renault Midlum and others, being set into the rear bumper.
Inside, there's a flat, rubber-floored load space. If you buy a version with rear seats and intend to run at top weight, it's worth taking the chairs out. On test with them in place, there was still plenty of room, but the van was slightly tail heavy. Removing the seats only takes a few moments.
Inside, there's a flat, rubber-floored load space. If you buy a version with rear seats and intend to run at top weight, it's worth taking the chairs out. On test with them in place, there was still plenty of room, but the van was slightly tail heavy. Removing the seats only takes a few moments.
Inside, there's a flat, rubber-floored load space. If you buy a version with rear seats and intend to run at top weight, it's worth taking the chairs out. On test with them in place, there was still plenty of room, but the van was slightly tail heavy. Removing the seats only takes a few moments.
Inside, there's a flat, rubber-floored load space. If you buy a version with rear seats and intend to run at top weight, it's worth taking the chairs out. On test with them in place, there was still plenty of room, but the van was slightly tail heavy. Removing the seats only takes a few moments.
On the road
Initially the Santana felt slow, but it turned out that the speedo couldn't keep up! It underread seriously, especially at lower speeds, to the extent Initially the Santana felt slow, but it turned out that the speedo couldn't keep up! It underread seriously, especially at lower speeds, to the extent
that we crawled past 50mph speed cameras at an indicated 35, just in case. An annoying flicker didn't help, either. We have to say to begin with that the test Santana, one of the earliest right-hookers on UK roads, arrived with less than 5,000km on its clock. In our experience this engine loosens up significantly with use, and this one felt very tight. Nonetheless, the option of Iveco's 150hp lump might be welcome for some heavierduty operations.Although by no means slow, the performance was adequate rather than startling. On the long M20 motorway climb it dropped about 6mph, but on more level terrain, it proved itself willing to Nonetheless, the option of Iveco's 150hp lump might be welcome for some heavierduty operations.Although by no means slow, the performance was adequate rather than startling. On the long M20 motorway climb it dropped about 6mph, but on more level terrain, it proved itself willing to Nonetheless, the option of Iveco's 150hp lump might be welcome for some heavierduty operations.Although by no means slow, the performance was adequate rather than startling. On the long M20 motorway climb it dropped about 6mph, but on more level terrain, it proved itself willing to Nonetheless, the option of Iveco's 150hp lump might be welcome for some heavierduty operations.Although by no means slow, the performance was adequate rather than startling. On the long M20 motorway climb it dropped about 6mph, but on more level terrain, it proved itself willing to
cruise as fast as good sense permitted. From a cold start, the engine was quite noisy for the first few minutes and, like many modern common-rail engines, it was also pretty slow to develop much significant heater output. Once warm, it all quietened down to an acceptable level. But our experience was a little marred by the gearbox in this example; it chattered annoyingly, especially in the two lower ratios. We have since established that the gearbox was not set up correctly and can confirm that it's not normally audible. The change is best We have since established that the gearbox was not set up correctly and can confirm that it's not normally audible. The change is best We have since established that the gearbox was not set up correctly and can confirm that it's not normally audible. The change is best
described as deliberate in an agricultural way. It doesn't take too much effort to beat the synchro (surprisingly more so on the 4-5 change). However, provided you're prepared to take a fraction longer on your shifts, it's no problem. The only other extraneous noises were a little wind roar from the top of the driver's door and an irritating squeak from the new door seals. Probably the most fundamental difference from the Land Rover Defender is the suspension.Anyone with painful memories of the leaf springs that preceded coil sprung Rovers will shudder to recall the rock-hard ride. But the Santana uses parabolic springs featuring a small number of tapered leaves that only touch each other at the central clamp.The result is ride quality at least the equal of Probably the most fundamental difference from the Land Rover Defender is the suspension.Anyone with painful memories of the leaf springs that preceded coil sprung Rovers will shudder to recall the rock-hard ride. But the Santana uses parabolic springs featuring a small number of tapered leaves that only touch each other at the central clamp.The result is ride quality at least the equal of coil springs, on and off road. No wonder parabolic conversions are a popular coil springs, on and off road. No wonder parabolic conversions are a popular upgrade on older Solihull products. No anti-roll bar is fitted and there is some body roll but it's not upgrade on older Solihull products. No anti-roll bar is fitted and there is some body roll but it's not enough to be uncomfortable, just a touch untidy through enough to be uncomfortable, just a touch untidy through the odd roundabout.A fairly unchallenging trip off-road revealed no hidden vices, while runs through the the odd roundabout.A fairly unchallenging trip off-road revealed no hidden vices, while runs through the the odd roundabout.A fairly unchallenging trip off-road revealed no hidden vices, while runs through the tank-testing holes were ■ handled easily.The parabolic springs gave Cab comfort excellent axle articulation; in fact it could have The interior is all Santana's own work and with handled one size higher than photographed no space-stealing seat boxes, a pair of comfort with no problem.The last 1% of ultimate offably adjustable seats can be mounted directly road ability might be compromised by the lack to the floor.The dash is formed of a number of a central diff-lock, however, while ground of plastic mouldings, screwed tightly together
clearance is slightly limited by the tow bar and with no sign of any creaks, rattles or groans. side running boards. The latter didn't seem of The instrument panel has white markings on any great benefit, serving only to dirty the back a black background.The speedo in the centre of the driver's trousers on exiting. reads in mph, although it carries a warning that
handled easily.The parabolic springs gave Cab comfort
excellent axle articulation; in fact it could have The interior is all Santana's own work and with handled one size higher than photographed no space-stealing seat boxes, a pair of comfort with no problem.The last 1% of ultimate offably adjustable seats can be mounted directly road ability might be compromised by the lack to the floor.The dash is formed of a number of a central diff-lock, however, while ground of plastic mouldings, screwed tightly together
clearance is slightly limited by the tow bar and with no sign of any creaks, rattles or groans. side running boards. The latter didn't seem of The instrument panel has white markings on any great benefit, serving only to dirty the back a black background.The speedo in the centre of the driver's trousers on exiting. reads in mph, although it carries a warning that
the odometer reads in kilometres.To its right is a circle containing fuel and water gauges and to the left is the 4,500rpm rev counter, strangely marked with each 500rpm divided into three segments — if you want to know your engine speed to the nearest 166rpm, you can find out. Beneath the instruments is a comprehensive row of warning lights.
The four-spoke, soft-feel steering wheel is reasonably sized and well padded. Most controls are on column stalks (left for flash, wipe and horn; right for wipers and master lighting switch).The wiper switch, however, is easy to knock accidentally when turning the ignition key until you learn to avoid it.The rest of the switches, including those for the heated rear window and rear fog, are scattered around the dash. An orange button by the driver's left knee changes settings for the EDC diagnostics.There's also a good sized digital clock, headlamp levelling and a decent VDO-RDS radio/single-disc CD player.
The gearlever position is seemingly unchanged from the LHD original, while the selectable 4x4 is controlled by a simple lever to the right of the main lever, with positions for 2H,4H,N and 4L.The park brake is also on the far side of the console but still within reach.
The interior is almost completely trimmed, apart from the door tops and load space, and the rubberised floor looks easy to wash clean. As the roof is double-skinned, it offers good thermal insulation with no condensation. The theoretical disadvantage of having a pair of pukka seats in place of the old Land Rover box is that there's only room for two up front, but in reality the Land Rover has always been a tight fit for three adults. PS10 occupants enjoy
i• reasonable comfort, and the driver doesn't have to open the window to perform tight manoeuvres.
The seating position is a bit lower and further back than you might expect, but the driver's face is still ahead of the B-pillar, which improves side vision.There's still a commanding view, but it's different from a Land Rover's thanks to the slightly squarer-edged bonnet and wings. However, the windscreen's arched upper edge leaves the sun visors sitting at an awkward angle. But there's little extra viewing area, as most of the extra glass area is occupied by the electronic radio antenna behind the mirror.'The exterior mirrors are a bit on the small
side for a commercial, too. Windows are raised and lowered manually, with the winders slightly obstructed by the door pull. With no optional central locking, the individual door pins are mounted
adjacent to the B-pillars, making them relatively easy to operate. The locks aren't really up to mod ern standards, and the interior pins
are too easily lifted from outside. Regarding in-cab storage, the centre dash has a handy net, while the left-hand instrument panel houses a moulded bin.The doors have reasonably-sized pockets but there's no lining in the storage
areas to keep things in place.