The Santa Fe’s 2024 redesign brings distinctively squared-off exterior styling, a striking cabin thanks to its large, dual-screen display, abundant small-item storage nooks, and a standard (though admittedly small) third-row seat.
We tested both the conventional model and the hybrid. In most ways the regular model (covered in a separate road test) did well in our tests, thanks to its maneuverable size, excellent outward visibility, good handling, comfortable seats, and generous cargo capacity. Unfortunately, its dual-clutch automatic transmission brings some low-speed hiccups.
The hybrid, on the other hand, performed exceptionally, notching a stellar road-test score that puts it right near the top of the charts among midsized SUVs. It carries over almost all of the regular model’s high points, while erasing some of its weaker ones. For example, the hybrid’s shove of electric power off the line and the use of a conventional automatic transmission make for a smoother operation overall. It also managed an impressive 34 mpg overall in our testing—a significant 10 extra mpg over the regular model. The hybrid doesn’t have quite as much power as the regular Santa Fe, but we found it adequate for most situations.
This fifth-generation Santa Fe has a longer wheelbase than the 2023 model, providing more legroom to second-row passengers. Sizewise, it falls neatly in the middle of most compact and midsized SUVs. If you want something less bulky than a Hyundai Palisade but larger than a Tucson, this could be the right size.
We bought a Santa Fe Hybrid SEL AWD—anonymously from an area dealer, as we do with every vehicle we test—for the purpose of this road test review.
The Santa Fe Hybrid’s 1.6-liter turbocharged four-cylinder engine and electric drive produce a combined 231 horsepower. That’s notably less power than the regular model, which uses a 277-hp, 2.5-liter turbocharged four-cylinder that gives the SUV spirited mid-rpm grunt. But the hybrid’s creamy shove of electric power off the line, along with the smoother, more intuitive operation of its conventional six-speed automatic transmission, result in a superior powertrain. It doesn’t suffer from any of the low-speed hesitations and hiccups of the regular Santa Fe, which are caused in large part by the use of an eight-speed dual-clutch automatic.
But where the hybrid really outshines the regular model is in fuel economy; it managed an excellent 34 mpg overall vs. the Santa Fe 2.5T’s 24 mpg in our testing, without a purchase price penalty. As a result, the hybrid also has a tremendously long cruising range of over 600 miles, which makes it a terrific cross-country tourer.
The one aspect where the hybrid literally falls behind is in pure acceleration. While the regular Santa Fe managed a speedy sprint from 0 to 60 mph in just 6.7 seconds, the hybrid needed 7.9 seconds to reach the same mark. But we think its more harmonic powertrain is worth the loss in zippiness. The transmission shifts smoothly most of the time, and there’s enough power on hand for safely merging onto a highway, or getting around a slower vehicle in a two-lane passing zone.
In most other ways, the two Santa Fe versions mirror each other. That includes confident and capable handling and an absorbent ride. The Santa Fe feels more similar to the smaller Tucson when going through curves than it does the larger Palisade. We appreciate its natural steering effort, along with more than a skosh of feedback about road texture and tire grip when cornering. Body roll is restrained in common driving scenarios, though noticeable when charging hard into a turn. The suspension has a firm feel, but it’s mostly comfortable and keeps the SUV steady and controlled the majority of the time. It’s only on rougher roads that some hard hits come through into the cabin.
Panic-brake stopping distances proved adequately short, but we found that the brake pedal can be touchy at times, especially when driving at lower speeds or in a parking lot.
Despite the squarish body, the Santa Fe doesn’t suffer from excessive wind noise on the highway. We also appreciate that the engine is fairly cultured among four-cylinder turbos, and it helps that the hybrid can run on electric power at lower speeds.
Most testers found the front seats reasonably comfortable, and decent overall for the class. But different physiques had different opinions about the bottom cushion; it was either too long, too stiff, or lacked enough side bolstering. The driving position is quite good in most ways, with tons of headroom and plenty of knee space. Many drivers, though, found it difficult to position the steering wheel for both comfort and a clear line of sight to the instrument screen, forcing them to compromise one for the other.
The second-row seat is roomy and comfortable. There’s plenty of headroom, lots of foot space under the front seats, and really good under-leg support. The tight third-row seat, although nice to have in a pinch, is best left to children. Although there’s a surprising amount of headroom, the seat’s low position to the floor results in an uncomfortable knee bend, and the seat is flat and unsupportive.
The cargo area is generous, with a wide hatch opening and a low liftover height, which aids loading and unloading. The 45.5 cubic-feet of maximum cargo volume when the second- and third rows are folded down outpacks some larger SUVs, and the hybrid model is identical to the non-hybrid version.
The Santa Fe’s dashboard features a curved screen that integrates the dual 12.3-inch displays for the digital driver's instrument screen and the infotainment system. Most controls are easy to use, thanks to physical buttons and knobs for functions like adjusting the temperature and the audio volume and tuning. But some icons are small, particularly for the climate fan speed, which makes them a challenge to adjust while driving. We do appreciate that you don’t need to wade into a specific climate menu to activate or adjust the heated front seats, as you do on some other new vehicles.
The odd, unconventional gear-selector stalk takes some getting used to, as we’ve experienced in other recent Hyundais. It’s on the right side of the steering wheel, near where the wiper stalk is often located. The driver makes a selection by rotating the tip toward Drive or Reverse. Depending on how you sit, and whether the steering wheel is straight or not, it can be tricky to see the lever from behind the wheel. But, we found you do get used to it with practice.
Standard active safety and driver assistance features on the Santa Fe include automatic emergency braking with pedestrian and cyclist detection, along with automatic emergency braking that operates at highway speeds, blind spot warning, rear cross traffic warning, reverse automatic emergency braking, lane centering assistance, lane departure warning, lane keeping assistance, adaptive cruise control, and automatic high beams. Rear occupant alert and rear belt-minder systems also come standard.