Hyundai Santa Fe 2025 Review

The fifth-generation Hyundai Santa Fe was introduced in May 2024. It superseded the previous line-up of diesel and petrol choices, replacing it with just one hybrid powertrain across the board in three grades of specification: Hybrid, Hybrid Elite, and Hybrid Calligraphy.

The dearer variants share an all-wheel drive system paired to a 1.6-litre hybrid engine, with the top shelf Hybrid Calligraphy six-seater priced from $75,500 plus on-road costs, the Hybrid Calligraphy seven-seater from $75,000 plus ORC, and the Hybrid Elite from $65,000 plus ORC. Beneath that trio, however, is the entry-level Santa Fe Hybrid, which shares the specification of the AWD 1.6H but forfeits four-wheel drive in favour of front-wheel drive. It’s priced from $55,500 plus ORC.

That still represents an increase of $9450 over the equivalent previous-generation base-model Santa Fe but, like all versions, the all-new model introduces many new features and tech for the extra outlay.

It compares with arch-rivals like the Toyota Kluger, on sale from $54,420 plus ORC for the non-hybrid two-wheel drive or $60,920 plus ORC for the cheapest hybrid, and the Kia Sorento, which is on sale from $50,680 and is offered in petrol or diesel and a pair of hybrid options (mild or plug-in).

Kit-hungry fans of the new Hyundai Santa Fe can spend more on the Elite and Calligraphy variants for more standard equipment, but this fifth-gen model now includes much more at the entry point.

One standout standard inclusion is the dual 12.3-inch digital screen – one for the driver’s instruments and another touch-sensitive screen butted to it as the central information display – along with wireless device charging, digital radio, wireless smartphone connectivity, a 360-degree camera and complementary Hyundai Bluelink connected car services for five years.

Decent comfort features include heated front seats, electric driver’s seat adjustment, dual-zone climate control with an individual fan control in the third row, and keyless entry and start, while the exterior gets all-LED lighting and 20-inch alloy wheels.

Optional paint including our test vehicle’s Pebble Blue hue costs an extra $695 or, alternatively, there are a pair of satin options for $1000. Deleting one of the seven seats in favour of the more luxurious six-seat configuration costs a very reasonable $500, while Nappa leather costs an additional $295.

Like all new Hyundais, the Santa Fe is sold with a five-year warranty, while roadside assistance and capped-price servicing are included for the same period.

The new 2024 Hyundai Santa Fe hasn’t yet been tested by ANCAP but it comes with a long list of standard gear, including 10 airbags providing frontal coverage for the two front-row occupants as well as a driver’s knee airbag and a centre airbag.

There are also side thorax airbags for the front and middle-row seats as well as side curtain airbags covering all three rows.

Autonomous emergency braking (AEB) is the start of a comprehensive suite of crash avoidance tech that includes auto braking at intersections as well as steering assistance to reduce the risk of a head-on collision.

There’s also blind-spot warning with steering assistance if a car is detected alongside.

Safe exit assist can temporarily prevent the door from opening to reduce the risk of collision with another road user, while rear cross-traffic alert can auto-brake the car in reverse to avoid an impact.

A speed limit warning is standard in all variants but it complains at just 1km/h over the limit and the driver attention monitor shouts at you when you go to turn it off. Also, it’ll default back to on each time the ignition is cycled.

There’s no compromise, however, on visual safety features, with a brilliant 360-degree camera that includes a movable 3D view that can be manipulated via the touchscreen, as well as a separate camera button to bring up a forward view. The system is easy to use, has excellent camera resolution and is very helpful in tight spots.

There are a couple of novel tech features higher up in the Santa Fe range such as a unique sanitising compartment which uses ultraviolet light to kill 99.9 per cent of surface germs on personal items and a dual-device charging tray, but the entry Hybrid still has several notable inclusions.

Six USB-C charging ports are found throughout the cabin, there’s electric driver’s seat adjustment, and wireless connectivity is possible with both Android and Apple devices.

At this entry point the second row does not get its own climate control panel, nor is there native navigation up front, and while we’re on the list of exclusions you’ll not find a head-up display or a sunroof.

But you do get a lovely pair of 12.3-inch digital screens butted behind a single glazed panel to lift the entire technology feel and the separated climate control panel is slick and has the right balance of digital and physical controls.

Three different styles of digital instrument designs change according to the driving mode but these can be unlinked, allowing the driver to keep a favoured look even when the drive mode is changed. This is in addition to two further Classic and Simple gauge designs along with a blue light filter for reducing eye fatigue.

Further boosting the tech proposition is a dedicated internet connection for allowing over-the-air updates. This means software and some firmware can be remotely updated and improved over the course of the vehicle’s life.

Until a 2.5-litre engine arrives shortly, the entire Santa Fe range is powered by the same hybrid powertrain across the board. At its heart is a 1.6-litre turbocharged four-cylinder petrol engine which is prolific across the Hyundai and Kia families. In various states of tune, it powers a version of every Hyundai combustion model except the Sonata and Palisade as well as five Kia models.

Partnering with a 44kW electric motor and 1.5kWh battery (relatively large for a mild hybrid), the Santa Fe produces 172kW and 367Nm and, in this case, sends all of it through the front wheels.

In practice, the Santa Fe does not lack performance and although it might not have the outright grunt of the previous diesel, it has surprisingly good acceleration from a standing start.

With an extra pair of wheels to propel, the AWD version could doubtless deal with more torque but in front-wheel drive configuration, the lightweight pairing is a very good match.

Lesser hybrid systems call on the intervention of petrol power but with a large battery, the Santa Fe is able to frequently shut down the engine and rely on electric reserves only. This is both more relaxing for occupants as well as having an impressive effect on fuel consumption.

The rule here is don’t judge the relatively small 1.6-litre engine until you’ve tried it, but if the idea of a small engine in a large SUV doesn’t sit comfortably with you, a 2.5-litre turbo petrol unit is coming soon. It brings a 34kW/55Nm advantage over the hybrid but with a dent to fuel consumption.

With the move to a smaller engine and independent suspension all round, the Santa Fe has a relatively small maximum braked towing capacity of 1650kg, which may be of concern to camping, fishing and outdoorsy families.

The Hyundai Santa Fe is one of the rare cars that almost replicates the claimed average fuel economy number when under testing. With a good balance of spirited driving as well as some cruising and about-town duty, the Hyundai returned an impressive indicated figure of 5.7L/100km – just a shade over Hyundai’s 5.6L/100km claim.

The Santa Fe’s exterior design might mark a radical departure from its predecessors, but it retains the surprising road manners and driving dynamics that we’ve previously praised. Defying its large blocky presence, the new-generation model turns and corners with enthusiasm, while its efficient drivetrain provides enough shove to have fun.

A slight tendency to wander in-lane on the freeway is sometimes exacerbated by the various driver assistance systems and on longer drives the ride does start to manifest on the choppy side, but it’s a small trade-off for the fun and overall comfort.

A slightly squashy brake pedal feel is the only negative indication of the hybrid system but it’s easy enough to get used to, especially given the efficiency it promotes.

Ask for the full electric/petrol unison and the 1.6-litre engine makes a bit of noise but at least it’s it’s a pleasing note, and the accompanying acceleration is hearty with a good instantaneous bump from the electric bits.

It certainly feels different in the way it goes down the road compared with the previous-generation model, but it hasn’t stepped outside the big SUV MO when it comes to ride and handling. The Santa Fe has never felt more car-like, which you may or may not choose to take as praise.

The interior layout is different but not gratuitously so. There are some disappointments though, such as the driver’s head-restraint which pokes too far forward, the passable but slightly cheap-feeling upholstery, and the lack of ambient lighting.

Practically though, the Santa Fe wins back a lot of points. Up front you’ll find not only a dual glove box but also an additional shelf in between allowing heaps of storage options. There’s also a massive central storage bin when the internal tray is removed, while the top lid hinges in multiple ways for easy access. Decent double cup holders are offered in the second row and the overall versatility of the space is boosted with second-row seats that roll forwards and backwards.

Love or hate the Santa Fe’s boxy exterior, its effect is advantageous for interior space and most notably in the third row. People in the rear stalls have heaps of headroom and there’s even generous footwells under the second-row seats.

Comfort gets a further boost thanks to more full-size cup holders, USB-Cs each side and even a fan speed controller and individual air vents.

As for boot space, an absolutely massive 628 litres is available with the rear seats folded or nearly 2000L with both rear rows stowed, but you’ll have to find somewhere inventive to stow the load bay blind as there’s no dedicated cubby for it.

We also love the full-size spare wheel hidden under the car and you’ll find a 12V power socket in the boot.

A powered tailgate makes access easier but its significant depth/height could be a problem in tight spaces.

Overall, the new Santa Fe’s interior has been very well thought out; the extra available space has not been squandered but cleverly used in all three seating rows and in the boot. It may lack a little flair and panache but practicality and functionality wins the day.

Let’s address the elephant in the room – at the entry point, the Santa Fe costs almost 10 grand more than the version it replaces.

However, the new version stuffs in so much more stuff, every cent of the price hike is easy to justify. There’s more space everywhere, real-world fuel economy is dramatically improved, technology is lifted and the driving experience is more enjoyable. And we also suspect the increased safety suite will earn five stars at ANCAP.

The old-versus-new model price margin narrows the further you walk up the Santa Fe range, reducing any dollar shock you might be feeling right now, and if you can afford to dig a little deeper, the Elite and Calligraphy add a lot of style missing from the cheapest variant.

But it’s at the entry point where you get all the significant stuff wrapped up in a new look that simply has to be admired for its boldness, even if it’s not for everyone.

2024 Hyundai Santa Fe Hybrid at a glance:
Price: $55,500 (plus on-road costs)
Available: Now
Powertrain: 1.6-litre 4-cylinder turbo petrol/electric
Output: 132kW/265Nm (electric motor: 42kW/264Nm)
Combined output: 172kW/367Nm
Transmission: 6-speed automatic
Fuel: 5.6L/100km (ADR Combined)
CO2: 128g/km (ADR Combined)
Safety rating: Not tested

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