2025 Hyundai Santa Fe 2.5T review

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2 days ago

Hyundai Santa Fe Pros
Hyundai Santa Fe Cons
Hyundai's boxy fifth-generation Santa Fe arrived in Australia in mid-2024, but the petrol variant we're testing here has only been available for half that time.
That's because the new seven-seat large SUV was launched exclusively with hybrid power, and was followed in December last year by a purely petrol-powered version sporting a 2.5-litre four-cylinder turbocharged petrol engine – complete with a dual-clutch automatic transmission in true Hyundai style.
Hyundai decided against fitting the latest Santa Fe with its older 3.5-litre V6, which is seen in the related Kia Sorento and was also available in the previous-generation Santa Fe until 2023.
The petrol four has joined the range across all three Santa Fe equipment grades, filling out the big retro-styled SUV lineup alongside the less powerful but more efficient hybrid powertrains. Petrol variants undercut their hybrid counterparts by $4000 after a recent price bump for hybrid grades.
However, the difference was just $2500 when the petrol engines arrived, which also brought the Santa Fe's starting price down to $53,000 before on-road costs, with the base front-wheel drive petrol variant occupying the bottom rung.
WATCH: Paul's video review of the Hyundai Santa Fe Hybrid Elite AWD
Tested here is the Hyundai Santa Fe 2.5T Elite AWD, the cheapest all-wheel drive version. It still comes with a comprehensive list of standard equipment, and punches above its weight in terms of presentation.
The newfound breadth in the Santa Fe's range has helped it become Hyundai's fifth-best selling model in Australia so far in 2025, beating out the Korean brand's other large SUV, the Palisade.
It's even faring well against its most direct rivals in the large SUV segment, with 2141 sales putting it behind the Sorento (3284), but making it more popular than the Toyota Kluger (2125), and Mazda CX-80 (1488).
The Santa Fe makes a compelling case for affordable yet upmarket family-friendly motoring, or does it?
The 2.5T Elite sits in the middle of the Santa Fe range priced at $62,500 before on-roads, making it $4000 cheaper than its hybrid equivalent.
As for seven-seat large SUV rivals, the Sorento ranges in price from $50,880 to $84,660 before on-roads, the Kluger from $62,410 to $84,080 before on-roads, and the CX-80 from $55,200 to $87,450 before on-roads.
You can also get into a Chery Tiggo 8 Pro Max for as little as $41,990 drive-away, or an outgoing Volkswagen Tiguan Allspace for around $45,000.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Palatial, yet unmistakably Hyundai.
Much like the exterior, the Santa Fe's cabin is dominated by squares and hard edges. It's a design language that lends itself to a cohesive layout, which means everything feels like it's in the right place.
You won't have trouble finding anything physical as a result, though you still have to contend with several menus through the car's two main screens. The first is the infotainment display – a 12.3-inch touchscreen featuring simple graphics and a mostly logical interface.
Several app shortcuts populate its home screen, and they're easy enough to navigate by swiping. Wireless smartphone mirroring is included as standard, and you can map the steering wheel's shortcut button to automatically jump to several apps here, including vehicle settings.
The screen also curves towards the driver to make it easier to view and reach, and it sits atop a classy strip of wood that stretches the width of the cabin. This trim changes colour and texture based on the interior colour selected; Supersonic Grey in the case of our tester.
Integrated into the same screen unit is the Santa Fe's 12.3-inch digital instrument cluster. Its two virtual dials are nearly identical to every other modern Hyundai product, which means it's nice to look at.
In the middle are several menus that can be scrolled through using a button on the left of the steering wheel, while there's a small amount of visual customisation available here too. Standard information and trip computers are located in the central portion.
The steering wheel itself is large and wrapped in smooth leather, making it nice and comfortable in the hands. A downside of the lighter-coloured leather is that it'll quickly show grime, and our tester's wheel was already somewhat discoloured.
Still, you get physical buttons and scroll wheels on either side, which are all sturdy and satisfying to use. They're either finished in what feels like real metal or dull grey plastic, so we expect they'll stay looking fresh in the long run.
Below the screens are the air vents, the metal accents of which neatly echo the Santa Fe's headlight signature. Underneath that is the climate control system, which is nothing new if you're familiar with other Hyundai SUVs.
That's not a bad thing either, because Hyundai's approach to climate interfaces is better than what you get in a lot of screen-heavy modern interiors. It's still operated through a screen, but it's not shared with anything else, it's clearly labelled, and it's never too far out of reach.
The square design works well here too, as it all fits together like building blocks. It flows onto the large centre console, which offers two USB-C ports and two wireless charging pads inside a deep tray to keep things from sliding around.
There are two cupholders behind the console and there's an even larger tray for small bags underneath, complete with a 12V outlet. Rounding this area off is a soft central armrest, which can open either towards the front or the back to reveal a nicely sized storage box.
The Santa Fe's seating position is good, and the powered driver's seat adjustment carried over from the base model helps you to get comfortable. Powered adjustment for the front passenger seat is fitted from this Elite spec.
Both front seats offer strong bolstering and high-quality leather upholstery, the embossing on which is another nod to the Santa Fe's exterior design. As with the steering wheel, we can see the upholstery in our tester getting dirty over time, though we appreciate that you get heating for both.
As for other storage options in the front of the cabin, there's a standard-size glovebox and bottle holders in the doors, as well as a cubby integrated into the dashboard in front of the passenger – much like what you'd find in a ute.
Moving to the second row reveals loads of space, created by the Santa Fe's long body and high roofline. The metal-and-wood trim continues here, along with the off-white upholstery that will be a target for grubby kids.
A key omission back here is a dedicated climate interface, but there are two air vents fitted neatly into the B-pillars and a plethora of storage solutions like dual hooks on each front seatback, map pockets, bottle holders, cupholders, and a pouch on the centre console.
There are more elements paying homage to the Santa Fe's design here too, in those air vents and on the backs of the front seats. A USB-C port is also fitted to each of the front seats for second-row occupants.
The mechanism that moves the seats to allow third-row access also doubles for second-row seat adjustment, which means passengers here can get comfortable. This helps make up for the comparatively flat bench seat.
Hyundai does offer the option of two individual captain's chairs in the second row, but only for the top-spec Calligraphy. Still, there's not a lot for passengers to dislike back here.
The same can be said for the third row, which is understandably fitted with unforgiving foldable seats. There's a surprising amount of legroom though, and even headroom isn't that badly compromised in comparison with the row ahead.
Passengers back here even get control of their own air-conditioning fan speed, dedicated vents and USB-C ports on either side, plus dual cupholders to boot. It may not be as plush, but a pair of average-height adults could comfortably manage longer drives back here.
Cargo space is severely compromised with all three rows in use, though Hyundai doesn't quote a capacity figure in this configuration. A neat mechanism allows the third row to fold completely flat, which offers a sizeable boot that would be completely square without the wheel-arches.
The second row won't do the same, but the bench can slide forward to eke out some more room. Otherwise, there's a large privacy cover, a 12V outlet, an extra storage cubby under the floor, and a full-size alloy spare in all grades.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
There's no hybrid system here; instead you get a 2.5-litre four-cylinder turbocharged petrol engine producing 206kW of power and 422Nm of torque. It's nearly identical to what's fitted to the Hyundai Sonata, along with overseas versions of the Sorento and second-generation Palisade.
A non-electrified four-cylinder petrol engine tasked with hauling a car as large as the Santa Fe is never going to record class-leading economy figures, but we were still able to get close enough to Hyundai's claim after a week of mostly highway driving – albeit with a few inner-town and stop-start traffic runs thrown in for good measure.
The 2.5T's fuel consumption is unsurprisingly worse than the equivalent Hybrid, which is claimed to be capable of 5.6L/100km. Pure highway driving in the 2.5T will likely return sub-9.0L/100km figures.
For further context, the same engine can supposedly average 8.1L/100km in the Sonata sedan with a slightly higher power figure.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Quietly and confidently, while feeling more alive than the Santa Fe Hybrid.
That's almost entirely due to the larger turbo-petrol engine, which fires up quietly upon pressing the start/stop button. You then engage Drive using the column-mounted gear shifter, at which point you're ready to go.
The 2.5-litre engine under the bonnet isn't afraid to rev when commanded. While that'll tank fuel economy, it gives the 2.5T a spring to its step that makes it a bit more engaging to drive.
It's faster than a Hybrid and avoids any issues in getting the power to the ground thanks to its all-wheel drive setup, but it's not perfect. One of the first things we noticed after hitting the road was the dual-clutch automatic transmission.
Positives include the impressively smooth shifts in normal driving, which makes the petrol Santa Fe a joy to drive on roads with lighter traffic and fewer stops. It also reacts well to sudden throttle inputs, and it'll respond to manual shifts with the steering wheel paddles with reasonable haste.
But it starts to struggle once you hit crawling traffic. As is typical with dual-clutch transmissions, it has trouble creeping at low speed as it grapples with constantly engaging and disengaging forward drive.
It'll sometimes shift up when things start to move faster, which can be harsh if you're not on power. It's an unfortunate quirk of these transmissions, which isn't helped by the size of the car it has to move – even if the Santa Fe isn't earth-shatteringly heavy.
In a smaller Hyundai, like an i30 or even a Sonata, the mass of the car doesn't have as big an impact on the way the gearbox gets power from the engine to the wheels. That doesn't mean it's easier to drive in low-speed traffic, but rather that it doesn't have to work as hard to get things moving.
There's nothing wrong with the dual-clutch auto in the Santa Fe, but this car may have been better served by a more traditional torque converter auto.
A little more heft does have its advantages though. For one, the Santa Fe boasts a smooth and compliant ride, showing Hyundai's engineers have done well to match its suspension with the mass of its big body.
There's no bobbling or undue bouncing over gentler bumps, while it soaks up harsher imperfections with relative confidence. Potholes and the like still have an impact, but you're unlikely to buckle a wheel around town as the tyres are reasonably chunky.
The Santa Fe's ride comfort is a key drawcard. It doesn't hold up quite as well around bends, but you can still tackle corners at speed with confidence thanks to solid road holding despite a bit of body roll.
You also get satisfying steering feel, which is nicely weighted but light enough to throw around in town. This becomes heavier in Sports mode, which also holds gears for longer to provide faster acceleration.
Road and wind noise levels are acceptable, and you won't notice too much noise from the engine either. It's hardly sonorous when it does rev out, but it doesn't sound too strained either – the Palisade's diesel would be an interesting addition in this regard.
As it's a Hyundai, you do have to deal with mildly annoying safety gear. Our main criticism – as ever – is with the car's speed limit recognition system, which is as beepy as it always has been.
It'll sound off almost relentlessly if the car thinks you're over the speed limit by even a little bit, which is often inaccurate. Fortunately, the Santa Fe is fitted with Hyundai's temporary workaround, which involves pressing and holding the volume scroller until a message pops up on the dash.
This will turn off audible warnings, though the speed limit will still flash on the instrument display. We'd be happy to live with this, even if you have to turn it off every time you get in.
The Santa Fe Elite also benefits from Hyundai's Highway Driving Assist, which incorporates adapative cruise control, lane centring, and lane change assist. This system is well-calibrated, and we found it easy to trust on gentle, high-speed roads.
It's hesitant to apply significant steering lock around tighter bends, namely freeway interchanges and on-ramps. This is fine, because ideally you'd be paying attention to slow down and merge in these situations.
The car's driver attention monitor will pipe up from time to time, but only if it thinks you've been looking away from the road for prolonged periods. It's more sensitive than a Toyota's system, for example, but nowhere near as hyperactive as many other new cars.
Visibility out of the cabin is strong, but you still get a comprehensive array of sensors and a surround-view camera as standard. This is especially useful in tight carparks, and you even get high-definition video along with a virtual 3D model of the car.
Because the Elite comes with all-wheel drive as standard, you're able to make use of the Santa Fe's three off-road drive modes. These are tailored towards snow, mud and sand, as designated by their names.
They work by adjusting how power is delivered to each wheel, helping to maximise traction in each scenario. We didn't get the chance to try this during our week with the car, but we don't expect many owners will go off-roading in their standard Santa Fe.
When fitted with the XRT Adventure option pack, we'd expect the Santa Fe to be reasonable capable away from the bitumen. This is no ladder-frame Toyota Prado or Ford Everest, but the availability of all-terrain tyres and increased ground clearance, combined with enough torque, traction and smarts as standard, should allow you to head a fair distance away from the beaten track.
All up, the 2.5T engine serves the Santa Fe well, with long-distance touring a particular strength as it minimises the low-speed hiccups of its dual-clutch transmission.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
There are three equipment levels for the Santa Fe in Australia, and the Elite sits in the middle.
2025 Hyundai Santa Fe equipment highlights:
Santa Fe Elite adds:
Our tester's interior was finished in Hyundai's Supersonic Grey, a $295 option.
Santa Fe Calligraphy adds:
All Santa Fe models have the Bluelink suite of connected services – these include:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Multiple accessories are available for the Santa Fe, most of them as part of option packs.
A six-seat configuration with power-adjustable second-row captain's chairs is a $500 option on the Calligraphy only.
There are also a pair of dealer-installed option packages aimed at improving the Santa Fe's off-road ability.
The XRT Adventure Option Pack ($6900) features:
The XRT Peak Option Pack ($9900) adds:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
The 2025 Hyundai Santa Fe was awarded a five-star ANCAP safety rating based on testing conducted by sister organisation Euro NCAP in 2024. This applies to both petrol and hybrid variants.
Standard safety equipment includes:
Elite and Calligraphy add:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Hyundai Australia backs its vehicles with a five-year, unlimited-kilometre warranty. The Santa Fe requires servicing every 12 months or 15,000km, whichever comes first.
For context, the Santa Fe Hybrid AWD costs just $10 more to service over five years, averaging $483 annually.
Hyundai also offers three pre-paid servicing packs, as detailed below:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Now that Hyundai has fleshed out its Santa Fe range, it's difficult to argue there isn't something for everyone.
The hybrid powertrain this big, bold SUV was launched with is still quite solid, offering good fuel economy and quiet and effective motoring. The petrol-only 2.5T doesn't necessarily undermine that, but offers a different experience for a different kind of buyer.
We expect it'd appeal to someone who needs a large SUV but still wants reasonable performance without breaking the bank. The fact that the addition of a petrol engine brought the Santa Fe's starting price down to the low $50,000s caters to this buyer, and has now enabled Hyundai to charge a higher premium for the hybrids.
Even so, you get a mountain of equipment and tech as standard across the range, which means you only miss out on the nicest of items by going for the cheaper grades.
That said, the Elite is arguably still the pick of the bunch.
It builds on the features list of the base Santa Fe by adding many handy items including a better sound system, leather upholstery and Highway Driving Assist, which could be a must-have for people travelling long highway distances.
The petrol engine as also tested here offers impressively smooth power delivery, and more refinement generally compared to the diesel that powers some other Hyundais.
Naturally, the downside is higher fuel consumption, and in this case those small quirks that are common to most dual-clutch transmissions. Hyundai's safety aid gremlins are still present too, but the workaround is intuitive and easy enough to cement into habit.
Hyundai's Santa Fe Hybrid does a lot right, and some things better than the 2.5T, but this car is better value in the context of both its stablemates and rivals.
Interested in buying a Hyundai Santa Fe? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Hyundai Santa Fe
Content originally sourced from: CarExpert.com.auHyundai Santa Fe Pros
Hyundai Santa Fe Cons
Hyundai's boxy fifth-generation Santa Fe arrived in Australia in mid-2024, but the petrol variant we're testing here has only been available for half that time.
That's because the new seven-seat large SUV was launched exclusively with hybrid power, and was followed in December last year by a purely petrol-powered version sporting a 2.5-litre four-cylinder turbocharged petrol engine – complete with a dual-clutch automatic transmission in true Hyundai style.
Hyundai decided against fitting the latest Santa Fe with its older 3.5-litre V6, which is seen in the related Kia Sorento and was also available in the previous-generation Santa Fe until 2023.
The petrol four has joined the range across all three Santa Fe equipment grades, filling out the big retro-styled SUV lineup alongside the less powerful but more efficient hybrid powertrains. Petrol variants undercut their hybrid counterparts by $4000 after a recent price bump for hybrid grades.
However, the difference was just $2500 when the petrol engines arrived, which also brought the Santa Fe's starting price down to $53,000 before on-road costs, with the base front-wheel drive petrol variant occupying the bottom rung.
WATCH: Paul's video review of the Hyundai Santa Fe Hybrid Elite AWD
Tested here is the Hyundai Santa Fe 2.5T Elite AWD, the cheapest all-wheel drive version. It still comes with a comprehensive list of standard equipment, and punches above its weight in terms of presentation.
The newfound breadth in the Santa Fe's range has helped it become Hyundai's fifth-best selling model in Australia so far in 2025, beating out the Korean brand's other large SUV, the Palisade.
It's even faring well against its most direct rivals in the large SUV segment, with 2141 sales putting it behind the Sorento (3284), but making it more popular than the Toyota Kluger (2125), and Mazda CX-80 (1488).
The Santa Fe makes a compelling case for affordable yet upmarket family-friendly motoring, or does it?
The 2.5T Elite sits in the middle of the Santa Fe range priced at $62,500 before on-roads, making it $4000 cheaper than its hybrid equivalent.
As for seven-seat large SUV rivals, the Sorento ranges in price from $50,880 to $84,660 before on-roads, the Kluger from $62,410 to $84,080 before on-roads, and the CX-80 from $55,200 to $87,450 before on-roads.
You can also get into a Chery Tiggo 8 Pro Max for as little as $41,990 drive-away, or an outgoing Volkswagen Tiguan Allspace for around $45,000.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Palatial, yet unmistakably Hyundai.
Much like the exterior, the Santa Fe's cabin is dominated by squares and hard edges. It's a design language that lends itself to a cohesive layout, which means everything feels like it's in the right place.
You won't have trouble finding anything physical as a result, though you still have to contend with several menus through the car's two main screens. The first is the infotainment display – a 12.3-inch touchscreen featuring simple graphics and a mostly logical interface.
Several app shortcuts populate its home screen, and they're easy enough to navigate by swiping. Wireless smartphone mirroring is included as standard, and you can map the steering wheel's shortcut button to automatically jump to several apps here, including vehicle settings.
The screen also curves towards the driver to make it easier to view and reach, and it sits atop a classy strip of wood that stretches the width of the cabin. This trim changes colour and texture based on the interior colour selected; Supersonic Grey in the case of our tester.
Integrated into the same screen unit is the Santa Fe's 12.3-inch digital instrument cluster. Its two virtual dials are nearly identical to every other modern Hyundai product, which means it's nice to look at.
In the middle are several menus that can be scrolled through using a button on the left of the steering wheel, while there's a small amount of visual customisation available here too. Standard information and trip computers are located in the central portion.
The steering wheel itself is large and wrapped in smooth leather, making it nice and comfortable in the hands. A downside of the lighter-coloured leather is that it'll quickly show grime, and our tester's wheel was already somewhat discoloured.
Still, you get physical buttons and scroll wheels on either side, which are all sturdy and satisfying to use. They're either finished in what feels like real metal or dull grey plastic, so we expect they'll stay looking fresh in the long run.
Below the screens are the air vents, the metal accents of which neatly echo the Santa Fe's headlight signature. Underneath that is the climate control system, which is nothing new if you're familiar with other Hyundai SUVs.
That's not a bad thing either, because Hyundai's approach to climate interfaces is better than what you get in a lot of screen-heavy modern interiors. It's still operated through a screen, but it's not shared with anything else, it's clearly labelled, and it's never too far out of reach.
The square design works well here too, as it all fits together like building blocks. It flows onto the large centre console, which offers two USB-C ports and two wireless charging pads inside a deep tray to keep things from sliding around.
There are two cupholders behind the console and there's an even larger tray for small bags underneath, complete with a 12V outlet. Rounding this area off is a soft central armrest, which can open either towards the front or the back to reveal a nicely sized storage box.
The Santa Fe's seating position is good, and the powered driver's seat adjustment carried over from the base model helps you to get comfortable. Powered adjustment for the front passenger seat is fitted from this Elite spec.
Both front seats offer strong bolstering and high-quality leather upholstery, the embossing on which is another nod to the Santa Fe's exterior design. As with the steering wheel, we can see the upholstery in our tester getting dirty over time, though we appreciate that you get heating for both.
As for other storage options in the front of the cabin, there's a standard-size glovebox and bottle holders in the doors, as well as a cubby integrated into the dashboard in front of the passenger – much like what you'd find in a ute.
Moving to the second row reveals loads of space, created by the Santa Fe's long body and high roofline. The metal-and-wood trim continues here, along with the off-white upholstery that will be a target for grubby kids.
A key omission back here is a dedicated climate interface, but there are two air vents fitted neatly into the B-pillars and a plethora of storage solutions like dual hooks on each front seatback, map pockets, bottle holders, cupholders, and a pouch on the centre console.
There are more elements paying homage to the Santa Fe's design here too, in those air vents and on the backs of the front seats. A USB-C port is also fitted to each of the front seats for second-row occupants.
The mechanism that moves the seats to allow third-row access also doubles for second-row seat adjustment, which means passengers here can get comfortable. This helps make up for the comparatively flat bench seat.
Hyundai does offer the option of two individual captain's chairs in the second row, but only for the top-spec Calligraphy. Still, there's not a lot for passengers to dislike back here.
The same can be said for the third row, which is understandably fitted with unforgiving foldable seats. There's a surprising amount of legroom though, and even headroom isn't that badly compromised in comparison with the row ahead.
Passengers back here even get control of their own air-conditioning fan speed, dedicated vents and USB-C ports on either side, plus dual cupholders to boot. It may not be as plush, but a pair of average-height adults could comfortably manage longer drives back here.
Cargo space is severely compromised with all three rows in use, though Hyundai doesn't quote a capacity figure in this configuration. A neat mechanism allows the third row to fold completely flat, which offers a sizeable boot that would be completely square without the wheel-arches.
The second row won't do the same, but the bench can slide forward to eke out some more room. Otherwise, there's a large privacy cover, a 12V outlet, an extra storage cubby under the floor, and a full-size alloy spare in all grades.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
There's no hybrid system here; instead you get a 2.5-litre four-cylinder turbocharged petrol engine producing 206kW of power and 422Nm of torque. It's nearly identical to what's fitted to the Hyundai Sonata, along with overseas versions of the Sorento and second-generation Palisade.
A non-electrified four-cylinder petrol engine tasked with hauling a car as large as the Santa Fe is never going to record class-leading economy figures, but we were still able to get close enough to Hyundai's claim after a week of mostly highway driving – albeit with a few inner-town and stop-start traffic runs thrown in for good measure.
The 2.5T's fuel consumption is unsurprisingly worse than the equivalent Hybrid, which is claimed to be capable of 5.6L/100km. Pure highway driving in the 2.5T will likely return sub-9.0L/100km figures.
For further context, the same engine can supposedly average 8.1L/100km in the Sonata sedan with a slightly higher power figure.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Quietly and confidently, while feeling more alive than the Santa Fe Hybrid.
That's almost entirely due to the larger turbo-petrol engine, which fires up quietly upon pressing the start/stop button. You then engage Drive using the column-mounted gear shifter, at which point you're ready to go.
The 2.5-litre engine under the bonnet isn't afraid to rev when commanded. While that'll tank fuel economy, it gives the 2.5T a spring to its step that makes it a bit more engaging to drive.
It's faster than a Hybrid and avoids any issues in getting the power to the ground thanks to its all-wheel drive setup, but it's not perfect. One of the first things we noticed after hitting the road was the dual-clutch automatic transmission.
Positives include the impressively smooth shifts in normal driving, which makes the petrol Santa Fe a joy to drive on roads with lighter traffic and fewer stops. It also reacts well to sudden throttle inputs, and it'll respond to manual shifts with the steering wheel paddles with reasonable haste.
But it starts to struggle once you hit crawling traffic. As is typical with dual-clutch transmissions, it has trouble creeping at low speed as it grapples with constantly engaging and disengaging forward drive.
It'll sometimes shift up when things start to move faster, which can be harsh if you're not on power. It's an unfortunate quirk of these transmissions, which isn't helped by the size of the car it has to move – even if the Santa Fe isn't earth-shatteringly heavy.
In a smaller Hyundai, like an i30 or even a Sonata, the mass of the car doesn't have as big an impact on the way the gearbox gets power from the engine to the wheels. That doesn't mean it's easier to drive in low-speed traffic, but rather that it doesn't have to work as hard to get things moving.
There's nothing wrong with the dual-clutch auto in the Santa Fe, but this car may have been better served by a more traditional torque converter auto.
A little more heft does have its advantages though. For one, the Santa Fe boasts a smooth and compliant ride, showing Hyundai's engineers have done well to match its suspension with the mass of its big body.
There's no bobbling or undue bouncing over gentler bumps, while it soaks up harsher imperfections with relative confidence. Potholes and the like still have an impact, but you're unlikely to buckle a wheel around town as the tyres are reasonably chunky.
The Santa Fe's ride comfort is a key drawcard. It doesn't hold up quite as well around bends, but you can still tackle corners at speed with confidence thanks to solid road holding despite a bit of body roll.
You also get satisfying steering feel, which is nicely weighted but light enough to throw around in town. This becomes heavier in Sports mode, which also holds gears for longer to provide faster acceleration.
Road and wind noise levels are acceptable, and you won't notice too much noise from the engine either. It's hardly sonorous when it does rev out, but it doesn't sound too strained either – the Palisade's diesel would be an interesting addition in this regard.
As it's a Hyundai, you do have to deal with mildly annoying safety gear. Our main criticism – as ever – is with the car's speed limit recognition system, which is as beepy as it always has been.
It'll sound off almost relentlessly if the car thinks you're over the speed limit by even a little bit, which is often inaccurate. Fortunately, the Santa Fe is fitted with Hyundai's temporary workaround, which involves pressing and holding the volume scroller until a message pops up on the dash.
This will turn off audible warnings, though the speed limit will still flash on the instrument display. We'd be happy to live with this, even if you have to turn it off every time you get in.
The Santa Fe Elite also benefits from Hyundai's Highway Driving Assist, which incorporates adapative cruise control, lane centring, and lane change assist. This system is well-calibrated, and we found it easy to trust on gentle, high-speed roads.
It's hesitant to apply significant steering lock around tighter bends, namely freeway interchanges and on-ramps. This is fine, because ideally you'd be paying attention to slow down and merge in these situations.
The car's driver attention monitor will pipe up from time to time, but only if it thinks you've been looking away from the road for prolonged periods. It's more sensitive than a Toyota's system, for example, but nowhere near as hyperactive as many other new cars.
Visibility out of the cabin is strong, but you still get a comprehensive array of sensors and a surround-view camera as standard. This is especially useful in tight carparks, and you even get high-definition video along with a virtual 3D model of the car.
Because the Elite comes with all-wheel drive as standard, you're able to make use of the Santa Fe's three off-road drive modes. These are tailored towards snow, mud and sand, as designated by their names.
They work by adjusting how power is delivered to each wheel, helping to maximise traction in each scenario. We didn't get the chance to try this during our week with the car, but we don't expect many owners will go off-roading in their standard Santa Fe.
When fitted with the XRT Adventure option pack, we'd expect the Santa Fe to be reasonable capable away from the bitumen. This is no ladder-frame Toyota Prado or Ford Everest, but the availability of all-terrain tyres and increased ground clearance, combined with enough torque, traction and smarts as standard, should allow you to head a fair distance away from the beaten track.
All up, the 2.5T engine serves the Santa Fe well, with long-distance touring a particular strength as it minimises the low-speed hiccups of its dual-clutch transmission.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
There are three equipment levels for the Santa Fe in Australia, and the Elite sits in the middle.
2025 Hyundai Santa Fe equipment highlights:
Santa Fe Elite adds:
Our tester's interior was finished in Hyundai's Supersonic Grey, a $295 option.
Santa Fe Calligraphy adds:
All Santa Fe models have the Bluelink suite of connected services – these include:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Multiple accessories are available for the Santa Fe, most of them as part of option packs.
A six-seat configuration with power-adjustable second-row captain's chairs is a $500 option on the Calligraphy only.
There are also a pair of dealer-installed option packages aimed at improving the Santa Fe's off-road ability.
The XRT Adventure Option Pack ($6900) features:
The XRT Peak Option Pack ($9900) adds:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
The 2025 Hyundai Santa Fe was awarded a five-star ANCAP safety rating based on testing conducted by sister organisation Euro NCAP in 2024. This applies to both petrol and hybrid variants.
Standard safety equipment includes:
Elite and Calligraphy add:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Hyundai Australia backs its vehicles with a five-year, unlimited-kilometre warranty. The Santa Fe requires servicing every 12 months or 15,000km, whichever comes first.
For context, the Santa Fe Hybrid AWD costs just $10 more to service over five years, averaging $483 annually.
Hyundai also offers three pre-paid servicing packs, as detailed below:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Now that Hyundai has fleshed out its Santa Fe range, it's difficult to argue there isn't something for everyone.
The hybrid powertrain this big, bold SUV was launched with is still quite solid, offering good fuel economy and quiet and effective motoring. The petrol-only 2.5T doesn't necessarily undermine that, but offers a different experience for a different kind of buyer.
We expect it'd appeal to someone who needs a large SUV but still wants reasonable performance without breaking the bank. The fact that the addition of a petrol engine brought the Santa Fe's starting price down to the low $50,000s caters to this buyer, and has now enabled Hyundai to charge a higher premium for the hybrids.
Even so, you get a mountain of equipment and tech as standard across the range, which means you only miss out on the nicest of items by going for the cheaper grades.
That said, the Elite is arguably still the pick of the bunch.
It builds on the features list of the base Santa Fe by adding many handy items including a better sound system, leather upholstery and Highway Driving Assist, which could be a must-have for people travelling long highway distances.
The petrol engine as also tested here offers impressively smooth power delivery, and more refinement generally compared to the diesel that powers some other Hyundais.
Naturally, the downside is higher fuel consumption, and in this case those small quirks that are common to most dual-clutch transmissions. Hyundai's safety aid gremlins are still present too, but the workaround is intuitive and easy enough to cement into habit.
Hyundai's Santa Fe Hybrid does a lot right, and some things better than the 2.5T, but this car is better value in the context of both its stablemates and rivals.
Interested in buying a Hyundai Santa Fe? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Hyundai Santa Fe
Content originally sourced from: CarExpert.com.auHyundai Santa Fe Pros
Hyundai Santa Fe Cons
Hyundai's boxy fifth-generation Santa Fe arrived in Australia in mid-2024, but the petrol variant we're testing here has only been available for half that time.
That's because the new seven-seat large SUV was launched exclusively with hybrid power, and was followed in December last year by a purely petrol-powered version sporting a 2.5-litre four-cylinder turbocharged petrol engine – complete with a dual-clutch automatic transmission in true Hyundai style.
Hyundai decided against fitting the latest Santa Fe with its older 3.5-litre V6, which is seen in the related Kia Sorento and was also available in the previous-generation Santa Fe until 2023.
The petrol four has joined the range across all three Santa Fe equipment grades, filling out the big retro-styled SUV lineup alongside the less powerful but more efficient hybrid powertrains. Petrol variants undercut their hybrid counterparts by $4000 after a recent price bump for hybrid grades.
However, the difference was just $2500 when the petrol engines arrived, which also brought the Santa Fe's starting price down to $53,000 before on-road costs, with the base front-wheel drive petrol variant occupying the bottom rung.
WATCH: Paul's video review of the Hyundai Santa Fe Hybrid Elite AWD
Tested here is the Hyundai Santa Fe 2.5T Elite AWD, the cheapest all-wheel drive version. It still comes with a comprehensive list of standard equipment, and punches above its weight in terms of presentation.
The newfound breadth in the Santa Fe's range has helped it become Hyundai's fifth-best selling model in Australia so far in 2025, beating out the Korean brand's other large SUV, the Palisade.
It's even faring well against its most direct rivals in the large SUV segment, with 2141 sales putting it behind the Sorento (3284), but making it more popular than the Toyota Kluger (2125), and Mazda CX-80 (1488).
The Santa Fe makes a compelling case for affordable yet upmarket family-friendly motoring, or does it?
The 2.5T Elite sits in the middle of the Santa Fe range priced at $62,500 before on-roads, making it $4000 cheaper than its hybrid equivalent.
As for seven-seat large SUV rivals, the Sorento ranges in price from $50,880 to $84,660 before on-roads, the Kluger from $62,410 to $84,080 before on-roads, and the CX-80 from $55,200 to $87,450 before on-roads.
You can also get into a Chery Tiggo 8 Pro Max for as little as $41,990 drive-away, or an outgoing Volkswagen Tiguan Allspace for around $45,000.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Palatial, yet unmistakably Hyundai.
Much like the exterior, the Santa Fe's cabin is dominated by squares and hard edges. It's a design language that lends itself to a cohesive layout, which means everything feels like it's in the right place.
You won't have trouble finding anything physical as a result, though you still have to contend with several menus through the car's two main screens. The first is the infotainment display – a 12.3-inch touchscreen featuring simple graphics and a mostly logical interface.
Several app shortcuts populate its home screen, and they're easy enough to navigate by swiping. Wireless smartphone mirroring is included as standard, and you can map the steering wheel's shortcut button to automatically jump to several apps here, including vehicle settings.
The screen also curves towards the driver to make it easier to view and reach, and it sits atop a classy strip of wood that stretches the width of the cabin. This trim changes colour and texture based on the interior colour selected; Supersonic Grey in the case of our tester.
Integrated into the same screen unit is the Santa Fe's 12.3-inch digital instrument cluster. Its two virtual dials are nearly identical to every other modern Hyundai product, which means it's nice to look at.
In the middle are several menus that can be scrolled through using a button on the left of the steering wheel, while there's a small amount of visual customisation available here too. Standard information and trip computers are located in the central portion.
The steering wheel itself is large and wrapped in smooth leather, making it nice and comfortable in the hands. A downside of the lighter-coloured leather is that it'll quickly show grime, and our tester's wheel was already somewhat discoloured.
Still, you get physical buttons and scroll wheels on either side, which are all sturdy and satisfying to use. They're either finished in what feels like real metal or dull grey plastic, so we expect they'll stay looking fresh in the long run.
Below the screens are the air vents, the metal accents of which neatly echo the Santa Fe's headlight signature. Underneath that is the climate control system, which is nothing new if you're familiar with other Hyundai SUVs.
That's not a bad thing either, because Hyundai's approach to climate interfaces is better than what you get in a lot of screen-heavy modern interiors. It's still operated through a screen, but it's not shared with anything else, it's clearly labelled, and it's never too far out of reach.
The square design works well here too, as it all fits together like building blocks. It flows onto the large centre console, which offers two USB-C ports and two wireless charging pads inside a deep tray to keep things from sliding around.
There are two cupholders behind the console and there's an even larger tray for small bags underneath, complete with a 12V outlet. Rounding this area off is a soft central armrest, which can open either towards the front or the back to reveal a nicely sized storage box.
The Santa Fe's seating position is good, and the powered driver's seat adjustment carried over from the base model helps you to get comfortable. Powered adjustment for the front passenger seat is fitted from this Elite spec.
Both front seats offer strong bolstering and high-quality leather upholstery, the embossing on which is another nod to the Santa Fe's exterior design. As with the steering wheel, we can see the upholstery in our tester getting dirty over time, though we appreciate that you get heating for both.
As for other storage options in the front of the cabin, there's a standard-size glovebox and bottle holders in the doors, as well as a cubby integrated into the dashboard in front of the passenger – much like what you'd find in a ute.
Moving to the second row reveals loads of space, created by the Santa Fe's long body and high roofline. The metal-and-wood trim continues here, along with the off-white upholstery that will be a target for grubby kids.
A key omission back here is a dedicated climate interface, but there are two air vents fitted neatly into the B-pillars and a plethora of storage solutions like dual hooks on each front seatback, map pockets, bottle holders, cupholders, and a pouch on the centre console.
There are more elements paying homage to the Santa Fe's design here too, in those air vents and on the backs of the front seats. A USB-C port is also fitted to each of the front seats for second-row occupants.
The mechanism that moves the seats to allow third-row access also doubles for second-row seat adjustment, which means passengers here can get comfortable. This helps make up for the comparatively flat bench seat.
Hyundai does offer the option of two individual captain's chairs in the second row, but only for the top-spec Calligraphy. Still, there's not a lot for passengers to dislike back here.
The same can be said for the third row, which is understandably fitted with unforgiving foldable seats. There's a surprising amount of legroom though, and even headroom isn't that badly compromised in comparison with the row ahead.
Passengers back here even get control of their own air-conditioning fan speed, dedicated vents and USB-C ports on either side, plus dual cupholders to boot. It may not be as plush, but a pair of average-height adults could comfortably manage longer drives back here.
Cargo space is severely compromised with all three rows in use, though Hyundai doesn't quote a capacity figure in this configuration. A neat mechanism allows the third row to fold completely flat, which offers a sizeable boot that would be completely square without the wheel-arches.
The second row won't do the same, but the bench can slide forward to eke out some more room. Otherwise, there's a large privacy cover, a 12V outlet, an extra storage cubby under the floor, and a full-size alloy spare in all grades.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
There's no hybrid system here; instead you get a 2.5-litre four-cylinder turbocharged petrol engine producing 206kW of power and 422Nm of torque. It's nearly identical to what's fitted to the Hyundai Sonata, along with overseas versions of the Sorento and second-generation Palisade.
A non-electrified four-cylinder petrol engine tasked with hauling a car as large as the Santa Fe is never going to record class-leading economy figures, but we were still able to get close enough to Hyundai's claim after a week of mostly highway driving – albeit with a few inner-town and stop-start traffic runs thrown in for good measure.
The 2.5T's fuel consumption is unsurprisingly worse than the equivalent Hybrid, which is claimed to be capable of 5.6L/100km. Pure highway driving in the 2.5T will likely return sub-9.0L/100km figures.
For further context, the same engine can supposedly average 8.1L/100km in the Sonata sedan with a slightly higher power figure.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Quietly and confidently, while feeling more alive than the Santa Fe Hybrid.
That's almost entirely due to the larger turbo-petrol engine, which fires up quietly upon pressing the start/stop button. You then engage Drive using the column-mounted gear shifter, at which point you're ready to go.
The 2.5-litre engine under the bonnet isn't afraid to rev when commanded. While that'll tank fuel economy, it gives the 2.5T a spring to its step that makes it a bit more engaging to drive.
It's faster than a Hybrid and avoids any issues in getting the power to the ground thanks to its all-wheel drive setup, but it's not perfect. One of the first things we noticed after hitting the road was the dual-clutch automatic transmission.
Positives include the impressively smooth shifts in normal driving, which makes the petrol Santa Fe a joy to drive on roads with lighter traffic and fewer stops. It also reacts well to sudden throttle inputs, and it'll respond to manual shifts with the steering wheel paddles with reasonable haste.
But it starts to struggle once you hit crawling traffic. As is typical with dual-clutch transmissions, it has trouble creeping at low speed as it grapples with constantly engaging and disengaging forward drive.
It'll sometimes shift up when things start to move faster, which can be harsh if you're not on power. It's an unfortunate quirk of these transmissions, which isn't helped by the size of the car it has to move – even if the Santa Fe isn't earth-shatteringly heavy.
In a smaller Hyundai, like an i30 or even a Sonata, the mass of the car doesn't have as big an impact on the way the gearbox gets power from the engine to the wheels. That doesn't mean it's easier to drive in low-speed traffic, but rather that it doesn't have to work as hard to get things moving.
There's nothing wrong with the dual-clutch auto in the Santa Fe, but this car may have been better served by a more traditional torque converter auto.
A little more heft does have its advantages though. For one, the Santa Fe boasts a smooth and compliant ride, showing Hyundai's engineers have done well to match its suspension with the mass of its big body.
There's no bobbling or undue bouncing over gentler bumps, while it soaks up harsher imperfections with relative confidence. Potholes and the like still have an impact, but you're unlikely to buckle a wheel around town as the tyres are reasonably chunky.
The Santa Fe's ride comfort is a key drawcard. It doesn't hold up quite as well around bends, but you can still tackle corners at speed with confidence thanks to solid road holding despite a bit of body roll.
You also get satisfying steering feel, which is nicely weighted but light enough to throw around in town. This becomes heavier in Sports mode, which also holds gears for longer to provide faster acceleration.
Road and wind noise levels are acceptable, and you won't notice too much noise from the engine either. It's hardly sonorous when it does rev out, but it doesn't sound too strained either – the Palisade's diesel would be an interesting addition in this regard.
As it's a Hyundai, you do have to deal with mildly annoying safety gear. Our main criticism – as ever – is with the car's speed limit recognition system, which is as beepy as it always has been.
It'll sound off almost relentlessly if the car thinks you're over the speed limit by even a little bit, which is often inaccurate. Fortunately, the Santa Fe is fitted with Hyundai's temporary workaround, which involves pressing and holding the volume scroller until a message pops up on the dash.
This will turn off audible warnings, though the speed limit will still flash on the instrument display. We'd be happy to live with this, even if you have to turn it off every time you get in.
The Santa Fe Elite also benefits from Hyundai's Highway Driving Assist, which incorporates adapative cruise control, lane centring, and lane change assist. This system is well-calibrated, and we found it easy to trust on gentle, high-speed roads.
It's hesitant to apply significant steering lock around tighter bends, namely freeway interchanges and on-ramps. This is fine, because ideally you'd be paying attention to slow down and merge in these situations.
The car's driver attention monitor will pipe up from time to time, but only if it thinks you've been looking away from the road for prolonged periods. It's more sensitive than a Toyota's system, for example, but nowhere near as hyperactive as many other new cars.
Visibility out of the cabin is strong, but you still get a comprehensive array of sensors and a surround-view camera as standard. This is especially useful in tight carparks, and you even get high-definition video along with a virtual 3D model of the car.
Because the Elite comes with all-wheel drive as standard, you're able to make use of the Santa Fe's three off-road drive modes. These are tailored towards snow, mud and sand, as designated by their names.
They work by adjusting how power is delivered to each wheel, helping to maximise traction in each scenario. We didn't get the chance to try this during our week with the car, but we don't expect many owners will go off-roading in their standard Santa Fe.
When fitted with the XRT Adventure option pack, we'd expect the Santa Fe to be reasonable capable away from the bitumen. This is no ladder-frame Toyota Prado or Ford Everest, but the availability of all-terrain tyres and increased ground clearance, combined with enough torque, traction and smarts as standard, should allow you to head a fair distance away from the beaten track.
All up, the 2.5T engine serves the Santa Fe well, with long-distance touring a particular strength as it minimises the low-speed hiccups of its dual-clutch transmission.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
There are three equipment levels for the Santa Fe in Australia, and the Elite sits in the middle.
2025 Hyundai Santa Fe equipment highlights:
Santa Fe Elite adds:
Our tester's interior was finished in Hyundai's Supersonic Grey, a $295 option.
Santa Fe Calligraphy adds:
All Santa Fe models have the Bluelink suite of connected services – these include:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Multiple accessories are available for the Santa Fe, most of them as part of option packs.
A six-seat configuration with power-adjustable second-row captain's chairs is a $500 option on the Calligraphy only.
There are also a pair of dealer-installed option packages aimed at improving the Santa Fe's off-road ability.
The XRT Adventure Option Pack ($6900) features:
The XRT Peak Option Pack ($9900) adds:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
The 2025 Hyundai Santa Fe was awarded a five-star ANCAP safety rating based on testing conducted by sister organisation Euro NCAP in 2024. This applies to both petrol and hybrid variants.
Standard safety equipment includes:
Elite and Calligraphy add:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Hyundai Australia backs its vehicles with a five-year, unlimited-kilometre warranty. The Santa Fe requires servicing every 12 months or 15,000km, whichever comes first.
For context, the Santa Fe Hybrid AWD costs just $10 more to service over five years, averaging $483 annually.
Hyundai also offers three pre-paid servicing packs, as detailed below:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Now that Hyundai has fleshed out its Santa Fe range, it's difficult to argue there isn't something for everyone.
The hybrid powertrain this big, bold SUV was launched with is still quite solid, offering good fuel economy and quiet and effective motoring. The petrol-only 2.5T doesn't necessarily undermine that, but offers a different experience for a different kind of buyer.
We expect it'd appeal to someone who needs a large SUV but still wants reasonable performance without breaking the bank. The fact that the addition of a petrol engine brought the Santa Fe's starting price down to the low $50,000s caters to this buyer, and has now enabled Hyundai to charge a higher premium for the hybrids.
Even so, you get a mountain of equipment and tech as standard across the range, which means you only miss out on the nicest of items by going for the cheaper grades.
That said, the Elite is arguably still the pick of the bunch.
It builds on the features list of the base Santa Fe by adding many handy items including a better sound system, leather upholstery and Highway Driving Assist, which could be a must-have for people travelling long highway distances.
The petrol engine as also tested here offers impressively smooth power delivery, and more refinement generally compared to the diesel that powers some other Hyundais.
Naturally, the downside is higher fuel consumption, and in this case those small quirks that are common to most dual-clutch transmissions. Hyundai's safety aid gremlins are still present too, but the workaround is intuitive and easy enough to cement into habit.
Hyundai's Santa Fe Hybrid does a lot right, and some things better than the 2.5T, but this car is better value in the context of both its stablemates and rivals.
Interested in buying a Hyundai Santa Fe? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Hyundai Santa Fe
Content originally sourced from: CarExpert.com.auHyundai Santa Fe Pros
Hyundai Santa Fe Cons
Hyundai's boxy fifth-generation Santa Fe arrived in Australia in mid-2024, but the petrol variant we're testing here has only been available for half that time.
That's because the new seven-seat large SUV was launched exclusively with hybrid power, and was followed in December last year by a purely petrol-powered version sporting a 2.5-litre four-cylinder turbocharged petrol engine – complete with a dual-clutch automatic transmission in true Hyundai style.
Hyundai decided against fitting the latest Santa Fe with its older 3.5-litre V6, which is seen in the related Kia Sorento and was also available in the previous-generation Santa Fe until 2023.
The petrol four has joined the range across all three Santa Fe equipment grades, filling out the big retro-styled SUV lineup alongside the less powerful but more efficient hybrid powertrains. Petrol variants undercut their hybrid counterparts by $4000 after a recent price bump for hybrid grades.
However, the difference was just $2500 when the petrol engines arrived, which also brought the Santa Fe's starting price down to $53,000 before on-road costs, with the base front-wheel drive petrol variant occupying the bottom rung.
WATCH: Paul's video review of the Hyundai Santa Fe Hybrid Elite AWD
Tested here is the Hyundai Santa Fe 2.5T Elite AWD, the cheapest all-wheel drive version. It still comes with a comprehensive list of standard equipment, and punches above its weight in terms of presentation.
The newfound breadth in the Santa Fe's range has helped it become Hyundai's fifth-best selling model in Australia so far in 2025, beating out the Korean brand's other large SUV, the Palisade.
It's even faring well against its most direct rivals in the large SUV segment, with 2141 sales putting it behind the Sorento (3284), but making it more popular than the Toyota Kluger (2125), and Mazda CX-80 (1488).
The Santa Fe makes a compelling case for affordable yet upmarket family-friendly motoring, or does it?
The 2.5T Elite sits in the middle of the Santa Fe range priced at $62,500 before on-roads, making it $4000 cheaper than its hybrid equivalent.
As for seven-seat large SUV rivals, the Sorento ranges in price from $50,880 to $84,660 before on-roads, the Kluger from $62,410 to $84,080 before on-roads, and the CX-80 from $55,200 to $87,450 before on-roads.
You can also get into a Chery Tiggo 8 Pro Max for as little as $41,990 drive-away, or an outgoing Volkswagen Tiguan Allspace for around $45,000.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Palatial, yet unmistakably Hyundai.
Much like the exterior, the Santa Fe's cabin is dominated by squares and hard edges. It's a design language that lends itself to a cohesive layout, which means everything feels like it's in the right place.
You won't have trouble finding anything physical as a result, though you still have to contend with several menus through the car's two main screens. The first is the infotainment display – a 12.3-inch touchscreen featuring simple graphics and a mostly logical interface.
Several app shortcuts populate its home screen, and they're easy enough to navigate by swiping. Wireless smartphone mirroring is included as standard, and you can map the steering wheel's shortcut button to automatically jump to several apps here, including vehicle settings.
The screen also curves towards the driver to make it easier to view and reach, and it sits atop a classy strip of wood that stretches the width of the cabin. This trim changes colour and texture based on the interior colour selected; Supersonic Grey in the case of our tester.
Integrated into the same screen unit is the Santa Fe's 12.3-inch digital instrument cluster. Its two virtual dials are nearly identical to every other modern Hyundai product, which means it's nice to look at.
In the middle are several menus that can be scrolled through using a button on the left of the steering wheel, while there's a small amount of visual customisation available here too. Standard information and trip computers are located in the central portion.
The steering wheel itself is large and wrapped in smooth leather, making it nice and comfortable in the hands. A downside of the lighter-coloured leather is that it'll quickly show grime, and our tester's wheel was already somewhat discoloured.
Still, you get physical buttons and scroll wheels on either side, which are all sturdy and satisfying to use. They're either finished in what feels like real metal or dull grey plastic, so we expect they'll stay looking fresh in the long run.
Below the screens are the air vents, the metal accents of which neatly echo the Santa Fe's headlight signature. Underneath that is the climate control system, which is nothing new if you're familiar with other Hyundai SUVs.
That's not a bad thing either, because Hyundai's approach to climate interfaces is better than what you get in a lot of screen-heavy modern interiors. It's still operated through a screen, but it's not shared with anything else, it's clearly labelled, and it's never too far out of reach.
The square design works well here too, as it all fits together like building blocks. It flows onto the large centre console, which offers two USB-C ports and two wireless charging pads inside a deep tray to keep things from sliding around.
There are two cupholders behind the console and there's an even larger tray for small bags underneath, complete with a 12V outlet. Rounding this area off is a soft central armrest, which can open either towards the front or the back to reveal a nicely sized storage box.
The Santa Fe's seating position is good, and the powered driver's seat adjustment carried over from the base model helps you to get comfortable. Powered adjustment for the front passenger seat is fitted from this Elite spec.
Both front seats offer strong bolstering and high-quality leather upholstery, the embossing on which is another nod to the Santa Fe's exterior design. As with the steering wheel, we can see the upholstery in our tester getting dirty over time, though we appreciate that you get heating for both.
As for other storage options in the front of the cabin, there's a standard-size glovebox and bottle holders in the doors, as well as a cubby integrated into the dashboard in front of the passenger – much like what you'd find in a ute.
Moving to the second row reveals loads of space, created by the Santa Fe's long body and high roofline. The metal-and-wood trim continues here, along with the off-white upholstery that will be a target for grubby kids.
A key omission back here is a dedicated climate interface, but there are two air vents fitted neatly into the B-pillars and a plethora of storage solutions like dual hooks on each front seatback, map pockets, bottle holders, cupholders, and a pouch on the centre console.
There are more elements paying homage to the Santa Fe's design here too, in those air vents and on the backs of the front seats. A USB-C port is also fitted to each of the front seats for second-row occupants.
The mechanism that moves the seats to allow third-row access also doubles for second-row seat adjustment, which means passengers here can get comfortable. This helps make up for the comparatively flat bench seat.
Hyundai does offer the option of two individual captain's chairs in the second row, but only for the top-spec Calligraphy. Still, there's not a lot for passengers to dislike back here.
The same can be said for the third row, which is understandably fitted with unforgiving foldable seats. There's a surprising amount of legroom though, and even headroom isn't that badly compromised in comparison with the row ahead.
Passengers back here even get control of their own air-conditioning fan speed, dedicated vents and USB-C ports on either side, plus dual cupholders to boot. It may not be as plush, but a pair of average-height adults could comfortably manage longer drives back here.
Cargo space is severely compromised with all three rows in use, though Hyundai doesn't quote a capacity figure in this configuration. A neat mechanism allows the third row to fold completely flat, which offers a sizeable boot that would be completely square without the wheel-arches.
The second row won't do the same, but the bench can slide forward to eke out some more room. Otherwise, there's a large privacy cover, a 12V outlet, an extra storage cubby under the floor, and a full-size alloy spare in all grades.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
There's no hybrid system here; instead you get a 2.5-litre four-cylinder turbocharged petrol engine producing 206kW of power and 422Nm of torque. It's nearly identical to what's fitted to the Hyundai Sonata, along with overseas versions of the Sorento and second-generation Palisade.
A non-electrified four-cylinder petrol engine tasked with hauling a car as large as the Santa Fe is never going to record class-leading economy figures, but we were still able to get close enough to Hyundai's claim after a week of mostly highway driving – albeit with a few inner-town and stop-start traffic runs thrown in for good measure.
The 2.5T's fuel consumption is unsurprisingly worse than the equivalent Hybrid, which is claimed to be capable of 5.6L/100km. Pure highway driving in the 2.5T will likely return sub-9.0L/100km figures.
For further context, the same engine can supposedly average 8.1L/100km in the Sonata sedan with a slightly higher power figure.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Quietly and confidently, while feeling more alive than the Santa Fe Hybrid.
That's almost entirely due to the larger turbo-petrol engine, which fires up quietly upon pressing the start/stop button. You then engage Drive using the column-mounted gear shifter, at which point you're ready to go.
The 2.5-litre engine under the bonnet isn't afraid to rev when commanded. While that'll tank fuel economy, it gives the 2.5T a spring to its step that makes it a bit more engaging to drive.
It's faster than a Hybrid and avoids any issues in getting the power to the ground thanks to its all-wheel drive setup, but it's not perfect. One of the first things we noticed after hitting the road was the dual-clutch automatic transmission.
Positives include the impressively smooth shifts in normal driving, which makes the petrol Santa Fe a joy to drive on roads with lighter traffic and fewer stops. It also reacts well to sudden throttle inputs, and it'll respond to manual shifts with the steering wheel paddles with reasonable haste.
But it starts to struggle once you hit crawling traffic. As is typical with dual-clutch transmissions, it has trouble creeping at low speed as it grapples with constantly engaging and disengaging forward drive.
It'll sometimes shift up when things start to move faster, which can be harsh if you're not on power. It's an unfortunate quirk of these transmissions, which isn't helped by the size of the car it has to move – even if the Santa Fe isn't earth-shatteringly heavy.
In a smaller Hyundai, like an i30 or even a Sonata, the mass of the car doesn't have as big an impact on the way the gearbox gets power from the engine to the wheels. That doesn't mean it's easier to drive in low-speed traffic, but rather that it doesn't have to work as hard to get things moving.
There's nothing wrong with the dual-clutch auto in the Santa Fe, but this car may have been better served by a more traditional torque converter auto.
A little more heft does have its advantages though. For one, the Santa Fe boasts a smooth and compliant ride, showing Hyundai's engineers have done well to match its suspension with the mass of its big body.
There's no bobbling or undue bouncing over gentler bumps, while it soaks up harsher imperfections with relative confidence. Potholes and the like still have an impact, but you're unlikely to buckle a wheel around town as the tyres are reasonably chunky.
The Santa Fe's ride comfort is a key drawcard. It doesn't hold up quite as well around bends, but you can still tackle corners at speed with confidence thanks to solid road holding despite a bit of body roll.
You also get satisfying steering feel, which is nicely weighted but light enough to throw around in town. This becomes heavier in Sports mode, which also holds gears for longer to provide faster acceleration.
Road and wind noise levels are acceptable, and you won't notice too much noise from the engine either. It's hardly sonorous when it does rev out, but it doesn't sound too strained either – the Palisade's diesel would be an interesting addition in this regard.
As it's a Hyundai, you do have to deal with mildly annoying safety gear. Our main criticism – as ever – is with the car's speed limit recognition system, which is as beepy as it always has been.
It'll sound off almost relentlessly if the car thinks you're over the speed limit by even a little bit, which is often inaccurate. Fortunately, the Santa Fe is fitted with Hyundai's temporary workaround, which involves pressing and holding the volume scroller until a message pops up on the dash.
This will turn off audible warnings, though the speed limit will still flash on the instrument display. We'd be happy to live with this, even if you have to turn it off every time you get in.
The Santa Fe Elite also benefits from Hyundai's Highway Driving Assist, which incorporates adapative cruise control, lane centring, and lane change assist. This system is well-calibrated, and we found it easy to trust on gentle, high-speed roads.
It's hesitant to apply significant steering lock around tighter bends, namely freeway interchanges and on-ramps. This is fine, because ideally you'd be paying attention to slow down and merge in these situations.
The car's driver attention monitor will pipe up from time to time, but only if it thinks you've been looking away from the road for prolonged periods. It's more sensitive than a Toyota's system, for example, but nowhere near as hyperactive as many other new cars.
Visibility out of the cabin is strong, but you still get a comprehensive array of sensors and a surround-view camera as standard. This is especially useful in tight carparks, and you even get high-definition video along with a virtual 3D model of the car.
Because the Elite comes with all-wheel drive as standard, you're able to make use of the Santa Fe's three off-road drive modes. These are tailored towards snow, mud and sand, as designated by their names.
They work by adjusting how power is delivered to each wheel, helping to maximise traction in each scenario. We didn't get the chance to try this during our week with the car, but we don't expect many owners will go off-roading in their standard Santa Fe.
When fitted with the XRT Adventure option pack, we'd expect the Santa Fe to be reasonable capable away from the bitumen. This is no ladder-frame Toyota Prado or Ford Everest, but the availability of all-terrain tyres and increased ground clearance, combined with enough torque, traction and smarts as standard, should allow you to head a fair distance away from the beaten track.
All up, the 2.5T engine serves the Santa Fe well, with long-distance touring a particular strength as it minimises the low-speed hiccups of its dual-clutch transmission.
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
There are three equipment levels for the Santa Fe in Australia, and the Elite sits in the middle.
2025 Hyundai Santa Fe equipment highlights:
Santa Fe Elite adds:
Our tester's interior was finished in Hyundai's Supersonic Grey, a $295 option.
Santa Fe Calligraphy adds:
All Santa Fe models have the Bluelink suite of connected services – these include:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Multiple accessories are available for the Santa Fe, most of them as part of option packs.
A six-seat configuration with power-adjustable second-row captain's chairs is a $500 option on the Calligraphy only.
There are also a pair of dealer-installed option packages aimed at improving the Santa Fe's off-road ability.
The XRT Adventure Option Pack ($6900) features:
The XRT Peak Option Pack ($9900) adds:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
The 2025 Hyundai Santa Fe was awarded a five-star ANCAP safety rating based on testing conducted by sister organisation Euro NCAP in 2024. This applies to both petrol and hybrid variants.
Standard safety equipment includes:
Elite and Calligraphy add:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Hyundai Australia backs its vehicles with a five-year, unlimited-kilometre warranty. The Santa Fe requires servicing every 12 months or 15,000km, whichever comes first.
For context, the Santa Fe Hybrid AWD costs just $10 more to service over five years, averaging $483 annually.
Hyundai also offers three pre-paid servicing packs, as detailed below:
To see how the Hyundai Santa Fe stacks up against its rivals, use our comparison tool
Now that Hyundai has fleshed out its Santa Fe range, it's difficult to argue there isn't something for everyone.
The hybrid powertrain this big, bold SUV was launched with is still quite solid, offering good fuel economy and quiet and effective motoring. The petrol-only 2.5T doesn't necessarily undermine that, but offers a different experience for a different kind of buyer.
We expect it'd appeal to someone who needs a large SUV but still wants reasonable performance without breaking the bank. The fact that the addition of a petrol engine brought the Santa Fe's starting price down to the low $50,000s caters to this buyer, and has now enabled Hyundai to charge a higher premium for the hybrids.
Even so, you get a mountain of equipment and tech as standard across the range, which means you only miss out on the nicest of items by going for the cheaper grades.
That said, the Elite is arguably still the pick of the bunch.
It builds on the features list of the base Santa Fe by adding many handy items including a better sound system, leather upholstery and Highway Driving Assist, which could be a must-have for people travelling long highway distances.
The petrol engine as also tested here offers impressively smooth power delivery, and more refinement generally compared to the diesel that powers some other Hyundais.
Naturally, the downside is higher fuel consumption, and in this case those small quirks that are common to most dual-clutch transmissions. Hyundai's safety aid gremlins are still present too, but the workaround is intuitive and easy enough to cement into habit.
Hyundai's Santa Fe Hybrid does a lot right, and some things better than the 2.5T, but this car is better value in the context of both its stablemates and rivals.
Interested in buying a Hyundai Santa Fe? Get in touch with one of CarExpert's trusted dealers hereMORE: Everything Hyundai Santa Fe
Content originally sourced from: CarExpert.com.au