Hyundai Santa Fe Review

The latest Hyundai Santa Fe takes a very different approach from the model it replaces. Where the old car was sensible and fairly anonymous, the current one is all about presence. The bluff front end, long tailgate opening and squared-off silhouette give it a much more distinctive identity, even if not everyone will be convinced by the styling.

That design has not happened by accident. Hyundai has clearly prioritised cabin packaging and outdoor-lifestyle appeal, and the Santa Fe is better for it. It feels designed around the idea of being used properly, whether that means carrying a big family, swallowing holiday luggage or doubling as a weekend activity bus.

The current UK range remains straightforward. Buyers choose between Premium, Ultimate and Calligraphy trims, and between a 1.6-litre turbo petrol hybrid or a 1.6-litre turbo petrol plug-in hybrid. The regular hybrid is available in two- or four-wheel-drive form, while the plug-in hybrid is four-wheel drive only.

That line-up means there is no diesel option, which some high-mileage buyers may still miss in a car of this size. Hyundai’s logic is easy enough to understand, but it does leave the Santa Fe leaning more heavily on electrified petrol power than some rivals.

What helps justify the Santa Fe’s price is the sheer amount of car you get. It has a spacious, high-quality cabin, proper seven-seat versatility, an impressively broad boot opening and a standard equipment list that makes even the base car feel generous. It is not cheap, but it is also not pretending to be.

For most buyers, the best choice is the plug-in hybrid in Premium trim. The entry-level Hyundai Santa Fe is already very well equipped, so there is much less need than usual to chase a pricier trim just to get the essentials.

The plug-in hybrid is the powertrain we would choose because it feels noticeably stronger than the regular hybrid and gives you the option of short electric-only running if you can charge at home. Its official EV range is only modest by modern PHEV standards, but it still makes more sense than the standard hybrid if your use suits it.

If you cannot charge at home or at work, the regular hybrid remains the easier recommendation, but we would stick with Premium there too. Ultimate and Calligraphy add some genuinely appealing features, but the value case is strongest lower down the range.

The current Santa Fe range starts at £46,775 for the Premium 1.6T Hybrid 215PS 2WD automatic. The Premium hybrid 4WD is £50,380, while the Premium plug-in hybrid 4WD is £52,380.

Ultimate starts at £50,775 for the hybrid 2WD, rises to £54,380 for the hybrid 4WD and £56,380 for the plug-in hybrid 4WD. At the top of the range, the Calligraphy hybrid 4WD is £54,830 and the Calligraphy plug-in hybrid 4WD is £57,880.

That is strong money for a Hyundai, and it is why the Santa Fe needs to be judged against premium and near-premium alternatives rather than mainstream seven-seaters alone. Once you compare equipment and cabin quality, the pricing starts to make more sense, but it is still a significant step above a Skoda Kodiaq.

The Kia Sorento is the most obvious alternative because it offers very similar seven-seat family-SUV appeal with a slightly more conservative look and a longer, though mileage-limited, warranty. If you like the Santa Fe in principle but not in styling terms, start there.

The Skoda Kodiaq remains the sensible-value choice in this part of the market. It is much less dramatic, but it is spacious, easier on the wallet and one of the best mainstream family SUVs around. The Peugeot 5008 is another practical seven-seater worth considering, while buyers open to a full EV should also look at the Kia EV9.

The Santa Fe’s pricing also places it near cars such as the Land Rover Discovery Sport, BMW X3 and Mercedes GLB, although the Hyundai’s true strength is space and flexibility rather than badge appeal. If you want something that feels like an affordable alternative to a Discovery in spirit, the Santa Fe makes more sense than its badge might suggest.

The Santa Fe has clearly been designed around the idea of versatility. There is lots of room in the first two rows, the third row is more useful than in many seven-seat SUVs, and the boot opening is unusually wide, which makes loading bulky items much easier than you might expect.

In hybrid form, boot space is up to 628 litres with the third row folded, while the plug-in hybrid offers 621 litres. Fold the rear seats and total capacity rises to almost 1,950 litres. Those are properly useful figures, and they help explain why the Santa Fe feels much more than just a style-led large SUV.

Passenger space is strong too. There is generous headroom in the front and middle rows, and even the rearmost seats are more usable than you might expect for adults on shorter trips. Six-seat layouts are also available, which may appeal to buyers prioritising second-row comfort over maximum occupancy.

There are thoughtful touches everywhere, from the broad tailgate opening to the hidden handle in the C-pillar on Calligraphy models, which helps when loading the roof. This is one of those SUVs where the practical details have clearly been sweated.

The Hyundai Santa Fe measures 4,830mm long, 1,900mm wide & 1,720mm high. That makes it a big, substantial SUV, but not an intimidating one once you are behind the wheel.

Those dimensions are a large part of the Santa Fe’s appeal because they translate into proper family-car space inside, especially when compared with more style-led seven-seat SUVs that sacrifice usefulness for appearance.

The Santa Fe uses Hyundai’s familiar dual 12.3-inch screen setup, combining a digital instrument display with a central infotainment touchscreen. It looks modern, responds quickly and, crucially, remains easy to use.

Hyundai has avoided making the Santa Fe too dependent on the touchscreen. There are still sensible shortcut buttons and clear climate controls, which matters in a car likely to be used by families on long trips rather than just for commuting.

Wireless Apple CarPlay and Android Auto are standard, as is wireless charging. Ultimate and Calligraphy add more convenience, including dual wireless charging pads, while USB-C ports are spread across all three rows. It all contributes to a cabin that feels genuinely well thought through.

The Santa Fe’s cabin feels a cut above most mainstream rivals. The broad dashboard, the upholstery options and the quality of the major touchpoints all help create a more premium atmosphere than you might expect from the badge.

Premium already feels smart enough, with leather upholstery and plenty of soft-touch surfaces. Calligraphy goes further with Nappa leather and some more bespoke trim details, but the bigger point is that the Santa Fe no longer feels like a slightly plain alternative to more upmarket SUVs.

It is not quite at Land Rover Discovery or Volvo XC90 level for perceived richness, but it is much closer than older Hyundais ever were.

The regular hybrid combines a 1.6-litre turbo petrol engine with electric assistance for a total of 215PS. In two-wheel-drive form it reaches 62mph in 9.6 seconds, while the four-wheel-drive version takes 9.8 seconds.

The plug-in hybrid raises output to 253PS and is offered only with four-wheel drive. It reaches 62mph in 9.3 seconds and can travel up to 33 miles on electric power alone under the official test cycle.

None of those figures make the Santa Fe feel fast in the absolute sense, but the plug-in hybrid is the more convincing of the two because it feels punchier in everyday use.

The Hyundai Santa Fe rides and handles neatly for something this size. You are always aware of its bulk if you start pushing on, but it stays tidy and secure, and the steering has enough weight to feel reassuring without becoming cumbersome.

Ride comfort is generally good. The suspension does a decent job of taking the edge off rougher roads, although there is some tyre noise from the larger wheels at higher speeds. This is not a car that tries to hide its size completely, but it is an easy, relaxed thing to cover miles in.

Refinement is strongest in the plug-in hybrid when you have charge in the battery, because it can move under electric power alone at lower speeds. The regular hybrid is still smooth enough, but it feels harder worked and less relaxed when you ask more of it.

The overall impression is of a big SUV tuned for family duties rather than any kind of sporting ambition, and that is exactly how it should be.

The latest Hyundai Santa Fe had not been crash tested by Euro NCAP. Even so, the standard safety kit is extensive. Hyundai includes 10 airbags along with Forward Collision Avoidance Assist, Highway Drive Assist, lane-centering functions and a broad spread of camera and parking technology. Ultimate and Calligraphy add more advanced versions of some of those systems, including a Surround View Monitor and Remote Smart Park Assist.

Official combined fuel economy for the hybrid is up to 40.4mpg in two-wheel-drive form and 38.4mpg in four-wheel-drive form. Those are respectable figures for a big seven-seat SUV, even if diesel alternatives may still beat them on long motorway runs.

The plug-in hybrid can travel up to 33 miles on electric power alone, which means it can look very efficient on paper. In reality, its running-cost advantage depends heavily on how often you charge it and how often your journeys fall within its EV range.

Hyundai covers the Santa Fe with a five-year unlimited-mileage warranty, which remains one of the brand’s most persuasive ownership arguments. It is more generous than the standard cover offered by many rivals.

The brand also has a generally strong reliability reputation, and previous Santa Fe models have a solid ownership record. That does not make the latest car immune to issues, but the overall picture is reassuring.

Current insurance groups run from 40 up to 44 depending on trim and powertrain. That is not inexpensive, but it is broadly in line with what you would expect for a large, well-equipped hybrid SUV in this price bracket.

Premium hybrid models sit at the lower end of the spread, while the more lavish and more powerful versions push towards the top.

After year one, the Hyundai Santa Fe pays the standard annual VED rate for non-EV cars, currently £200.

Because every current Santa Fe sits above the £40,000 Expensive Car Supplement threshold for petrol, diesel and hybrid cars, it also attracts the additional annual charge from years two to six. At current rates, that adds £440 a year, taking the total annual bill to £640 during that period.