Hyundai Santa Fe review

Sometimes, when a car maker claims that one of its models has been radically transformed, it’s often code for ‘you’ll hardly notice the difference’. However, in the case of the Hyundai Santa Fe, ‘radically transformed’ barely does it justice.

Out has gone the inoffensive but generic look of old, and in its place you’ll find a much more striking and angular design that’s punctuated by various ‘H’ motifs, including in the headlights and tail-lights.

Dig deeper, though, and you will find familiar parts. You see, the Santa Fe's radical new look hides the same mechanical underpinnings as the previous-generation version, as well as tweaked versions of the same regular hybrid and plug-in hybrid petrol engines (you can't buy a diesel Santa Fe new).

Sure, that last Santa Fe was no turkey, but the above still begs the question: is this new one actually shallow rehash or a thrilling new instalment worthy of a glowing review?

Well, read on to find out how the latest Hyundai Santa Fe stands up against the best seven-seat SUV rivals – ranging from the Peugeot 5008 and Skoda Kodiaq to the closely related Kia Sorento.

There are two engine options available for the Hyundai Santa Fe: a regular hybrid (HEV) version and a plug-in hybrid (PHEV).

Both use the same 1.6-litre petrol engine and six-speed automatic gearbox. You can have the HEV with front or four-wheel drive, while the PHEV is only available with four-wheel drive.

The HEV’s total power output (212bhp) and 0-62mph time (9.6 seconds) are nothing to write home about, and the effect when you press the accelerator can be slightly underwhelming, especially at motorway speeds. On the other hand, it has sufficient punch for most situations, plus its electric motor gives you some instantaneous get up and go.

The PHEV has a stronger electric motor so it gives you more of that immediate shove, but the increase in total output to 250bhp makes little difference to the 0-62mph time (0.3 seconds in fact). Performance feels a bit stronger when the PHEV's battery is charged up, but when it's drained there's little in it.

While the HEV can do a bit of electric-only driving, the PHEV is the one to go for if you want more electric range. It can officially go up to 34 miles on a full charge – although we'd expect closer to 25 miles in the real world. That’s a decent amount, although the new Skoda Kodiaq PHEV can officially do more than 70 miles.

Whichever hybrid version you pick, the Santa Fe is easier to drive than you might think given its size. The steering is accurate, well-weighted and confidence-inspiring. Body control is good too, with body lean staying minimal and grip levels strong around all but very tight bends. In other words, while it's not particularly agile, the Santa Fe is composed for a seven-seat SUV.

The front-wheel-drive HEV does feel lighter on its feet than the PHEV – unsurprising, seeing as it is actually lighter, by roughly 100kg – but the difference isn’t huge.

While the Santa Fe has a planted ride that proves largely comfortable, it can get rather busy at times. The rather large 20in wheels don’t help either. Plus, you’ll hear some small but noticeable thumps reminding you that it’s a heavy beast. The PHEV is worse for that but, again, not by a huge degree. The Kia Sorento is much the same, while the Skoda Kodiaq is a touch softer.

Wind and road noise are minimal, even at a motorway cruise. What’s more, the Santa Fe’s hybrid systems are smooth and hushed when its driven gently. The petrol engine can become rather vocal upon harsh acceleration but that’s the case with most rivals, including the Kodiaq PHEV. Overall, the Santa Fe is a relaxing car to drive and ride in.

You can no longer buy a new Santa Fe with a diesel engine, but it should be a reasonably good towing car because it can pull just over a tonne and gets self-levelling suspension at the rear.

"I found the Sante Fe to be a smooth and efficient long-distance companion." – Will Nightingale, Reviews Editor

The interior of the new Hyundai Santa Fe is nothing like the previous-generation car's, either in terms of looks or layout. In fact, inside it bears more of a resemblance to the rather upmarket Land Rover Discovery Sport.

You still have a fantastic driving position, with lots of adjustment in the seat and steering wheel. You sit high off the ground with a terrific forwards view that lets you see all the way down to the nose of the car.

The door mirrors are big and the view out of the back is generous, even with the chunky rear pillars. Plus, on mid-range Ultimate trim and top-spec Calligraphy, you can turn the rear-view mirror into a digital camera feed showing you a view out of the back of the car.

All of which means that even though this is a very big seven-seat SUV it’s easy to judge where its extremities are, which is a big help around town.

There are two 12.3in screens – a driver display and a touchscreen. The infotainment system gets Android Auto and Apple CarPlay and has a relatively user-friendly standard operating system, with sharp graphics and decent response to touch inputs.

There's a separate 6.6in screen lower down on the dashboard permanently displaying the climate controls, with physical dials on either side. On one hand, it’s a shame climate settings are mostly touchscreen controlled, but all least they're always where you expect them to be, rather than in a menu on the main infotainment screen.

The Santa Fe has a plush look and feel inside. It has clearly been inspired by premium rivals, and while not all the materials feel first-rate (some of the metal-effect trims seem on the cheap side) for the most part it feels a cut above mainstream rivals, including the Nissan X-Trail and Peugeot 5008.

"Being such a big, chunky car, I thought the Santa Fe might be a tad tricky to see out of. Fortunately, that’s not the case." – Lawrence Cheung, New Cars Editor

The Hyundai Santa Fe is a spectacularly practical and spacious SUV. There’s loads of room up front, not only for the driver and front-seat passenger, but also in terms of the storage available.

You’ll find big cupholders, huge trays between the two front seats with space for two wireless phone-charging pads, lots of storage underneath and a large compartment under the centre arm rest. Handily, the arm rest has two-way opening so you can access it whether you're in the front seats or the second row.

There’s also a cubby above the decent-sized glovebox. On the top-spec Calligraphy trim Santa Fe there's a second storage compartment in the dashboard that uses UV lighting to sterilise objects inside it.

Calligraphy trim also gets Hyundai’s Relaxation Seats, which we first saw in the Hyundai Ioniq 5. They recline right back and have leg rests to help you relax if you’re ever sat waiting for something – or someone – in the Santa Fe.

But it’s in the back where the Santa Fe really excels. For a start, access to the rear seats is fantastic. The rear doors are very large and open up to a helpfully wide aperture. It’s a simple process to slide the middle row forwards and clamber into the third row of seats.

In the middle row, space is vast. The Santa Fe is available in seven-seat (three middle seats, two rear seats) or six-seat (two and two) form – the latter is only offered with Calligraphy trim. Either way, there’s lots of head room and leg room so six-footers will be able to stretch out and relax. You can also slide and recline the middle row. 

The third row of two seats is amazingly spacious relative to some rival seven-seaters. Sitting in the back row of a seven-seat car is often a short straw that’s best avoided, particularly on long journeys. But the Santa Fe is remarkably roomy – the boxy styling has helped offer some extra head room compared to the previous car.

For comparison, the Santa Fe is more generous in the third row than a Peugeot 5008 but you’ll have more room in a BMW X7 or Land Rover Discovery.

In short, you can fit seven average-sized adults in the Santa Fe. There won’t be a lot of room to spare, but it’s completely doable. And it’s not just the sheer volume of space that impresses in the back: you also get USB-C chargers on both sides, air vents and more cupholders.

When the rear two seats are folded down, the boot space is enormous, with 725 litres available (the 2018-2024 Santa Fe boot was big, but had 91 litres less). That's bigger even than the huge boot in the Kia Sorento. If you want even more space, you can put all the rear seats down, which pretty much turns it into a van. You can even put a mattress in the back and a 6ft individual will have just enough space to sleep back there.

On top of that, the boot opening is incredibly wide, which makes hauling things in and out of the load bay very simple.

"I’ve slept in the back of this new Santa Fe, and you’d have to be more than six feet tall to not fit comfortably." – Oliver Young, Used Cars Reporter

The Hyundai Santa Fe is more expensive to buy than a Peugeot 5008 or Skoda Kodiaq even when comparing only hybrid (HEV) or plug-in hybrid (PHEV) variants of each. A hybrid Kia Sorento is similar in price but you can get a diesel Sorento for less (there's no diesel Santa Fe). 

The PHEV will be the cheapest Santa Fe company car because it's in a lower BIK tax band than the HEV – although the Peugeot 5008 is in a lower tax band than both. Officially, the PHEV produces 38g/km of CO2, while the HEV's figure is 155g/km.

You also might be tempted by the PHEV if you can charge at home on a cheap overnight tariff and save on fuel by running the car on electricity as much as possible. A 0-100% charge should take around three and a half hours from a typical home wall box. 

That said, most people will be better off with the HEV in two-wheel-drive form. It’s your cheapest option and, next to a PHEV with a depleted battery, it’s better on fuel. In our experience, the margin can be as much as 10mpg and, for reference, we saw a front-wheel-drive HEV near 45mpg (on a gentle countryside drive).

Our recommended trim for the Santa Fe is entry-level Premium. It’s well equipped, with heated front seats, a wireless phone-charger, adaptive cruise control, a powered tailgate and plenty of other kit. 

Mid-range Ultimate trim costs a few thousand pounds more, but does add a lot more equipment on top of Premium's kit list. That includes a head-up display, ventilation for the front seats, heating for the outer middle-row seats, a second wireless phone-charger, a premium Bose sound system and dual sunroofs.

The price jump to top-spec Calligraphy is smaller, but it only really gains black 20in wheels, some black details on the exterior, Relaxation Seats and a UV sterilising box. 

The 2024 Santa Fe has yet to appear in our What Car? Reliability Survey but Hyundai as a brand performed well in the 2023 survey, placing seventh out of 32 manufacturers featured. It ranked above Kia, Peugeot and Skoda but below Honda, Mini and Lexus.

Giving you extra peace of mind is the Hyundai five-year/unlimited-mileage warranty. That’s a longer warranty than most – the typical duration is three years – but Kia does beat it with seven years, while Toyota goes all the way to 10 years if you use an official dealership for servicing.

The new Santa Fe hasn’t been crash-tested by Euro NCAP yet but you do get plenty of safety kit as standard, including lane-keeping assistance, automatic city emergency braking (AEB) and blind-spot monitoring.

“I think the new Santa Fe leans on the pricey side but you are getting a lot for your cash.” – Darren Moss, Deputy Digital Editor

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