HYUNDAI’S ALL-NEW SANTA FE – ROOM FOR THE FAMILY, BUDGET

HYUNDAI’S ALL-NEW SANTA FE

ROOM FOR THE FAMILY, BUDGET

Some people hate its looks, while others love those looks – but either way, the 2025 Hyundai Santa Fe appears headed for success, with families seeking roominess and comfort at an affordable price.

Starting at $37,800, the sixth-generation Santa Fe offers a compelling package for families and adventure-focused buyers seeking a midsize SUV with polished aesthetics, robust technology and pragmatic versatility. 

Hyundai’s first SUV debuted in 2000 as a compact. Now it’s moving on up with a two-inch longer redesign that sharpens the Santa Fe’s identity and upmarket ambitions, offering a value-centric appeal that undercuts rivals like the Honda Pilot, Toyota Highlander, Ford Edge, Chevy Traverse, and Subaru Ascent.

Two inches may not sound like much, but when added to the wheelbase and total body length it translates to a more solid ride and more room for everyone except third-row passengers.

The new Santa Fe goes head-to-head with Highlander and Honda Pilot for about $5,000 less, a delta that remains constant as one climbs the trim tree. A top-of-line Santa Fe Calligraphy lists for $47,850, a Highlander Platinum for $52,225, and a Pilot Elite for $54,850.

Is the new Santa Fe as good as its well-heeled Japanese competitors? In the cabin and behind the wheel, absolutely. Under the hood, not so much.

Range Rover vibes

The 2025 Santa Fe projects a boxy and muscular silhouette with a prominent grille and squared-off wheel arches that align with Hyundai’s evolving design language, echoing the ruggedness of the Palisade. Functional touches include standard roof rails and a wide, hands-free power liftgate that opens to a voluminous cargo area with the third row folded.

A vertical grille, flanked by H-shaped LED daytime running lights, gives the front end a distinctive, almost luxury SUV gravitas—Motor Trend notes it “evokes Land Rover Defender vibes without the price tag.” Or the barrage of repair bills, we might add. 

Blacked-out A-pillars create a floating-roof effect, while sharp character lines along the sides add definition without appearing over-styled—a contrast to the Honda Pilot’s softer curves or the Ford Edge’s sportier, coupe-like taper.

At 193.1 inches long, the Santa Fe splits the difference between the compact Ford Edge (189.1 in) and the three-row Chevy Traverse (204.3 in). Its 0.34 drag coefficient (Cd) trails the slipperier Edge (0.31 Cd), but Hyundai compensates with active grille shutters (standard on hybrid models) to optimize highway efficiency. 

The 8.2 inches of ground clearance (XRT trim) bests the Pilot’s 7.3 inches, though it’s no off-road specialist.

Cabin

Hyundai elevates the Santa Fe’s cabin with soft-touch materials, minimalist controls, and thoughtful storage (including a large center console and door bins). An available panoramic sunroof and ambient lighting enhance airiness.

A 12.3-inch infotainment screen (standard) outclasses the Honda Pilot’s 9-inch display. Passenger space (41.7 inches of front legroom) splits the difference between the Highlander and Telluride. 

A fold-flat third-row (standard on higher trims) is tight for adults but more usable than the Pilot’s cramped bench. With the third row folded, the Santa Fe has 46.6 ft³ for cargo, a close match to the Highlander’s 48.4 ft³

The infotainment system (standard 12.3-inch touchscreen) is intuitive, though some rivals offer more tactile feedback. The Santa Fe features touchscreen controls for HVAC operation, which must be pressed exactly right to function. Sometimes, that means two or three tries. We found this distracting while driving.

Hyundai’s latest infotainment interface is responsive, with clear menus and customizable widgets. Standard wireless device charging and USB-C ports cater to modern needs. An available digital key (via smartphone) adds convenience.

Driver-assistance tech includes standard forward collision warning, lane-keeping assist, and adaptive cruise control.

A driver attention monitor located behind the steering wheel methodically shuts down the driver-assist system when it detects the driver’s eyes not focused on the road. This occurred several times while we were fighting with the HVAC controls. It isn’t enjoyable.

Powertrain

The Santa Fe offers two powertrain options: a turbocharged 2.5L gasoline (277 hp) with an 8-speed dual-clutch transmission can tow up to 3,500 lbs. A 1.6L Turbo Hybrid (226 hp) achieves significantly improved fuel economy and is remarkably quieter and smoother. It tows up to 2,000 lbs.

Our tester was the ICE model, and it arrived in time for a couple of road trips. Acceleration is smooth and firm, but like most high-output, small-displacement engines, it is prone to vibrations, and that is not a sign associated with longevity.

Looking around under the hood, we spotted several areas where Hyundai engineers went, not for good but good enough. The turbo, for example, uses an electric wastegate actuator, which can be precise but is prone to failure. The technology has evolved, and manufacturers such as Toyota and Honda employ vacuum pressure signals for activation.

We also noticed that Hyundai’s Smartstream engine family, which is replacing the notorious and often-recalled 2.4L Theta family, requires two drive belts. A stretch belt at the rear runs the water pump. That makes mechanics cringe.

We were unimpressed by the drivetrain’s dual-clutch transmission, a type of automatic transmission that utilizes two separate clutches to shift gears faster and more smoothly than a traditional automatic transmission. One clutch handles odd-numbered gears (1, 3, 5, etc.), and the other manages even-numbered gears (2, 4, 6, etc.). This allows the transmission to preload the next gear, making shifts instantaneous.

These are wonderful in high-performance sports cars because they allow for faster gear changes and a sporty feel, neither of which is an issue in a family SUV. 

DCTs also allow for better fuel efficiency, but they can feel jerky at low speeds, which is downright disconcerting in stop-and-go traffic. Such is the case with the ICE Santa Fe.

The net result is that even at highway speed, the conventionally powered Santa Fe feels and rides like a midsize SUV powered by the drivetrain out of a compact car. Hyundai has received feedback from customers and engineers regarding this issue. The ACT will not be available in 2026 models.

Conventional Highlanders and Pilots come with legendary V6 engines.

I called around, and the consensus among auto writers is that the hybrid, which adds about $2,500, is the perfect choice for this model. Consumer Reports found that the hybrid Santa Fe delivered better fuel economy and, based on the history of other Hyundai hybrids, provides identical projected reliability as the Highlander.

Long-term studies consistently show that hybrid models last much longer than ICE versions of the same vehicle. Electric motors have 1/10^th the moving parts and take a considerable amount of workload off the gas engine. Hybrids have dominated Consumer Reports’ list of the 10 most reliable cars for the past three years.  

Family finances are all about managing monthly budgets, so let’s run some numbers. Assume a buyer has good credit and drives 15,000 miles per year. Borrowing $2,500 less will save $60 a month. Getting 36 mpg instead of 21 mpg will cut another $100 a month. 

For people raising children, then, the 2025 Santa Fe Hybrid is a game changer.