2025 Hyundai Santa Cruz

The volume SE/SEL trims run the naturally aspirated 2.5L four, carried into the 2025 mid-cycle refresh unchanged in output; against a truck band anchored on full-size body-on-frame output it sits at the very bottom.

The standard engine's torque falls below the truck band floor of 230 lb-ft — a crossover-derived powertrain tuned for daily driving, not hauling.

The naturally aspirated volume configuration is slow against a truck band that tops out at 2.5 s; the turbo is genuinely quick for a compact pickup but is not what most buyers get.

The volume 2.5L NA is smooth around town but grows buzzy and short of breath under load or on grades; the optional turbo is punchy and largely lag-free. Competitive rather than polished.

The volume trim's conventional 8-speed torque-converter automatic is smooth and unobtrusive; the turbo trims' 8-speed wet dual-clutch is criticized for low-speed hesitation and jerkiness in parking and stop-and-go use.

5,000 lbs properly equipped matches the Ridgeline and beats the Maverick's 4,000 lbs, but the volume NA trim tows only 3,500 lbs and the whole range is far below body-on-frame trucks that anchor the band.

Respectable for a compact unibody pickup and on par with the Maverick, but well short of the band's 3,400-lb ceiling.

Trailer sway control is standard and the turbo's tow package adds hitch, wiring and self-leveling rear suspension, but there is no integrated trailer brake controller, trailer backup assist, trailer camera views or onboard scales.

HTRAC AWD is optional on the NA trims and standard on XRT and Limited, with a center-coupling lock and terrain modes — broad availability but no low range or true 4WD hardware. The scored SEL is FWD.

The XRT adds all-terrain tires, downhill brake control and terrain modes on ~8.6 in of clearance, but there are no lockers, skid plating, lift or low range — light trail and unpaved-road duty only.

Two gas engines — the 2.5L NA and the 2.5L turbo — cover value and performance, but there is no hybrid, PHEV or EV option, a gap against the hybrid Ford Maverick.

The 2025 refresh's naturally aspirated FWD configuration rates 25 MPG combined — strong for a gas pickup, though well behind the hybrid Maverick.

Good for a gas truck; without hybrid assist it trails the Maverick hybrid by a wide margin in town.

Highway is the Santa Cruz's best metric — the crossover-based unibody and car-like aero put it near the top of the gas truck band.

Good economy is offset by a small 17.7-gallon tank, leaving it well short of the 600-plus-mile ranges of full-size trucks with large tanks.

EPA's current estimate at its posted regular-fuel price; below body-on-frame mid-size trucks but clearly above a hybrid Maverick.

Every 2025 Santa Cruz engine, including the turbo, runs on regular unleaded; no premium requirement and no charging needs.

NHTSA rates the 2025 Santa Cruz FWD at five stars overall with five-star frontal and side results; the four-star rollover (16.4% risk) is typical for a raised pickup body.

The 2025 Santa Cruz is an IIHS Top Safety Pick with Good small-overlap (driver and passenger) and Good updated-side results, but the updated moderate-overlap test is only Marginal because of rear-passenger restraint performance, which keeps it out of the 'all Good' top band.

On the volume SEL, Forward Collision-Avoidance Assist with pedestrian detection, Lane Keeping and Lane Following Assist, active Blind-Spot and Rear Cross-Traffic Collision-Avoidance Assist, Safe Exit Warning, Driver Attention Warning and High Beam Assist are all standard — but adaptive cruise is missing, reserved for XRT and Limited.

Under IIHS's tougher vehicle-to-vehicle 2.0 protocol the standard FCA earned only Marginal — it avoided every target at 31 and 37 mph but only scrubbed 26–32 mph at 43 mph — and the pedestrian rating is Acceptable.

Active-intervention Blind-Spot and Rear Cross-Traffic Collision-Avoidance Assist plus Safe Exit Warning are standard on every trim including the SEL — unusual among compact trucks; the camera Blind-Spot View Monitor is upper-trim only and there is no trailer-aware blind-spot coverage.

Lane Keeping Assist and Lane Following Assist (centering) are standard on all trims, so even the SEL gets centering; Hyundai's NX4-family system is competent but shows mild wander on curves and faded markings versus class leaders.

The volume SEL has only conventional cruise control; Smart Cruise Control with Stop & Go and Highway Driving Assist (with navigation-based curve control) are standard only on XRT and Limited, where they work well.

No hands-free highway driving system is offered on any 2025 Santa Cruz; Highway Driving Assist on upper trims is hands-on lane centering.

With the 2025 refresh every trim gets LED projector headlights with High Beam Assist, and IIHS rates them Good across the range; low beams fell short only on one gradual left curve.

A low hood and car-like driving position give good forward sightlines, but thick C-pillars, a small rear window and the bed/tonneau limit the rearward view, and the SEL has only a rearview camera — surround view is Limited-only.

IIHS rates LATCH Acceptable: two rear positions with full LATCH plus a tether-only center, anchors not deep but attachment forces are only moderate; the short crew cab and upright bench make rear-facing seats a squeeze.

The Santa Cruz is sold only as a five-seat crew cab; the 2025 facelift changed styling and the dashboard, not the body or seating.

The volume SEL has no sunroof, so it gets the full 40.2 in: adequate, but short of the tall cabs of body-on-frame trucks.

Front legroom is like a crossover's rather than a truck's. It sits near the bottom of the truck band and behind the Maverick's 42.6 in.

Rear headroom is mid-pack for a pickup and level with the Maverick, despite the sloping roofline.

Usable for adults on shorter trips but in the lower third of the truck band. It edges the Maverick's 35.9 in and trails every mid-size crew cab, and the upright backrest makes it feel tighter.

This is the shortest bed in the segment. Both the floor and top-of-bed figures fall below the 54 in band floor, so the score is zero whichever is used.

27 cu ft is below the 30 cu ft floor of the truck band and the smallest bed in the segment.

Every trim gets the lockable, drainable under-bed trunk and flip-up rear cushions with storage bins underneath. On the volume SEL, though, the integrated tonneau, bed lights and adjustable rail-and-cleat system all wait for SEL Activity. Cabin console and door storage are ordinary.

The front seats come from the Tucson and are comfortable over a long day. The SEL has a power driver's seat and H-Tex upholstery. The short, upright rear bench limits the score.

The unibody and independent rear suspension give the most composed ride among compact and mid-size pickups. It stays short of the very top because the bigger-wheel and all-terrain-tire trims ride and sound busier.

It is quieter than body-on-frame rivals, but coarse pavement brings tire roar and the base 2.5L sounds gruff when worked. There is no active noise cancellation.

The SEL brings dual-zone automatic climate, heated front seats and remote start. Ventilated seats and a heated wheel are Limited-only, and no trim has heated rear seats.

The facelifted 2025 SE FWD opens at $28,500 plus $1,395 destination, a ~$1,600 rise over 2024 that partly reflects the newly standard dual 12.3-inch displays and wireless CarPlay/Android Auto. That is well under any body-on-frame mid-size truck, though a little above the Ford Maverick.

The representative SEL with the naturally aspirated 2.5L and FWD lists at $30,200 plus $1,395 destination. HTRAC AWD adds $1,500 and the Activity package pushes it near $35K, but even then the volume trim sits in the lower part of the truck price band.

KBB projects $7,045 in combined maintenance and repairs over five years, mid-band for trucks. Hyundai's 3-yr/36k complimentary maintenance and 10-yr powertrain warranty keep the repair share small, and most of the total is tires, brakes and later-year scheduled service.

KBB projects a $17,276 residual on a $30,245 MSRP, about 57% retained. That is respectable in absolute terms but sits in the lower third of the truck band, which is anchored to body-on-frame trucks that hold value very well. CarEdge's broader model-line estimate is a little more optimistic, at 61%.

Hyundai's 5-year/60,000-mile basic coverage tops the truck band and beats the 3-year terms from Ford, GM, Toyota and Nissan.

The 10-year/100,000-mile powertrain term maxes out the band and is double the coverage on domestic and Japanese trucks, though it drops to 5 years/60,000 miles for second owners.

Three years/36,000 miles of complimentary scheduled maintenance plus 5 years of unlimited-mileage roadside assistance and Bluelink connected-service coverage puts it firmly in the 80–100 band. The Maverick and Ranger include no scheduled maintenance.

$31,595 volume-trim price minus its estimated resale value after 5 years (57% retained, or about $18,009) leaves about $13,586 in depreciation. Add the projected $7,045 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $20,631 in total.

2025 is the fourth model year of the first-generation Santa Cruz (2022 onward) and its mid-cycle facelift year. The sources disagree: J.D. Power rates its quality and reliability 'Great', while Consumer Reports, which named the 2024 truck the top small pickup, has the 2025 still above average but nearer to average. CR ties it with the gas Maverick for second behind the Maverick Hybrid, and names electrical accessories, noises and leaks as trouble spots. That puts it just under the top band and a step below the 2024 truck (80).

Hyundai is mid-pack to slightly above average on multi-year dependability. It sits around or modestly above the industry average in J.D. Power's Vehicle Dependability Study and mid-field in Consumer Reports' brand rankings. Its initial-quality results are stronger than its long-term ones, and the brand still trails the Toyota, Lexus and Honda tier.

The facelifted 2025 truck has more recalls than the very clean 2024 (one 795-unit campaign). It has three campaigns: a large camera-software recall for premature automatic emergency braking, a console-wiring misroute that lets the truck shift out of Park without the brake, and a tiny curtain-airbag installation recall. None is a fire or park-outside campaign, and the AEB fix is a software update, so this is typical activity for a launch-year refresh rather than a systemic problem.

The scored SEL FWD carries over the 191-hp 2.5L Smartstream GDI naturally aspirated four and conventional 8-speed torque-converter automatic. That hardware is shared with the Tucson, Santa Fe and Sonata, and by 2025 it has several years of field time with no systemic failure pattern. It is not yet a proven high-mileage family. The turbo trims' 8-speed wet dual-clutch, with a 2022 oil-pump recall and low-speed hesitation complaints, weighs on the nameplate's reputation but is not in the scored configuration.

The 2025 facelift rebuilt the dashboard around a curved dual 12.3-inch cluster and infotainment display and replaced the fingerprint-prone glossy capacitive center stack with a cleaner layout that keeps physical climate controls. Upper surfaces are noticeably better presented than on the 2022-2024 truck. Hard, durable plastic still dominates lower down, and the richest materials are reserved for the Limited.

Consumer Reports lists noises and leaks among the 2025 Santa Cruz's trouble spots, and the curtain-airbag installation and console-wiring recalls point to some launch-year assembly misses on the facelifted truck. Initial quality is otherwise solid: J.D. Power's quality rating is 'Great' and there is no widespread panel-gap theme. That places it above the pre-facelift years but a shade below the settled 2026 truck.

Hyundai's US dealer network covers metro and suburban areas well, and it comes with 3-year/36,000-mile complimentary maintenance and a 10-year/100,000-mile powertrain warranty. It is much thinner than Ford's, Chevrolet's, Toyota's or Honda's, which matters more to a truck buyer in rural areas.

Mechanical parts are plentiful and normally priced because the platform, the 2.5L engine, the 8-speed automatic and most chassis and electrical hardware are shared with the high-volume Tucson, Santa Fe and Kia Sportage. The bed, tailgate, tonneau and body panels (including the new 2025 fascias) are unique to a low-volume nameplate, and the truck accessory and repair aftermarket is thin next to the Tacoma's or Maverick's.

From 2025 a single 12.3-in touchscreen is standard on every trim, base SE included. It scores mid-low only because the truck band stretches to fit full-size trucks' oversized displays.

The facelift brought Hyundai's quick, sharp new head unit. It also restored physical climate buttons and dials in place of the 2022–24 capacitive panel, which reviewers had criticized, so the system is fast and easy to use every day.

Wireless Apple CarPlay and Android Auto are new for 2025 and standard on every trim, including the base SE.

Built-in navigation with live traffic and Dynamic Voice Recognition starts at XRT. The volume SEL relies on phone projection plus basic voice commands, which is how most owners navigate anyway.

The SEL's six-speaker system is adequate. The Bose upgrade sounds good but is limited to the top Limited trim.

The 12.3-in fully digital cluster, the left half of the panoramic display, starts at SEL Activity. The volume SE/SEL keep analog dials around a 4.2-in center display, so it is only partly digital on the trim scored.

The new-generation head unit takes over-the-air software and map updates, but the Santa Cruz does not get regular whole-vehicle updates that add features.

Remote start is standard from the base SE, and the Bluelink app covers remote start and climate, lock/unlock and vehicle locate. Digital Key phone-as-key is limited to XRT and Limited.

Four USB-C ports across both rows are standard, but the wireless charging pad starts at SEL Activity and the SEL has no AC bed outlet.

Proximity entry, push-button start and remote start are standard on every trim, and phone-as-key is available on XRT and Limited. There is no power or hands-free tailgate.

A rearview camera with parking guidance is standard. Surround View and the Blind-Spot View Monitor arrive only on the turbo trims, so the volume SEL makes do with the basic camera.

No 2025 Santa Cruz trim offers a head-up display, even though the related Tucson has one.

The crew-cab-only body has wide rear doors and a step-in height like a car's, and the lockable under-bed trunk keeps a stroller out of the weather. But 36.5 in of rear legroom with an upright backrest makes a rear-facing seat tight, and IIHS rates LATCH only Acceptable.

Crash credentials are strong: 5-star NHTSA overall and an IIHS Top Safety Pick. Pedestrian forward collision avoidance, lane keeping and following, blind-spot alerts, Safe Exit Warning and Rear Occupant Alert are standard. Adaptive Smart Cruise with Highway Driving Assist, though, is reserved for XRT and Limited, and IIHS rates rear-passenger protection in the updated moderate overlap test Marginal.

The unibody ride and dual-zone climate on the SEL make it more civil than leaf-sprung trucks. But the SEL's open bed has no factory tonneau (it starts at SEL Activity), and the upright rear seat tires adults after a couple of hours.

It behaves like a compact crossover in traffic: light steering, a compliant ride, and a smooth 8-speed torque-converter automatic on the 2.5L. Two things hold it back: the SEL has conventional cruise rather than stop-and-go adaptive cruise, and rear visibility is poor.

25 MPG combined on regular fuel beats every body-on-frame truck and the Ridgeline. With no hybrid, though, it falls far behind the Maverick Hybrid's ~37 MPG.

At 195.7 in long with a 39.6 ft turning circle, it is the easiest pickup on sale to park and thread through a city. The poor rear view and the lack of a 360-degree camera on the SEL keep it out of the top band.

The volume SEL is rated to tow 3,500 lbs, and its 191 hp engine runs out of breath with a load. The 5,000 lb rating needs the turbo. Payload of up to ~1,748 lbs is good, but the ~4 ft, 27 cu ft bed is the smallest in the segment.

The Tucson unibody has no fleet variant or record of hard jobsite use. The 2.5L and its torque-converter automatic are well proven across Hyundai crossovers, and the 10-year/100k powertrain warranty helps.

The SEL has the composite bed, tie-downs and the drainable lockable trunk. Bed lights, the adjustable rail-and-cleat system and the tonneau start at SEL Activity, it has no AC outlet, and the aftermarket for racks and upfits is thin.

The composed ride, good front seats and ~440 miles of range make it a decent tourer. On the SEL, the lack of adaptive cruise or Highway Driving Assist, plus road noise and the tight rear seat, limit long-haul comfort.

The volume SEL is front-drive, with HTRAC AWD optional, and is fine on gravel with roof side rails for a bike or kayak rack. The XRT's all-terrain tires and the 5,000 lb rating need the turbo, and no trim has a locking diff or low range.

The sealed under-bed trunk, under-rear-seat bins and standard roof side rails help. But the SEL's short bed is open (no factory tonneau), so luggage isn't secure, and long items ride with the tailgate down.

The Tucson-based unibody and multi-link independent rear suspension let it corner like a crossover, the most agile truck in its class. Noticeable body roll and modest all-season grip keep it below 80.

Electric power steering is accurate and light for easy parking but gives little road feel: precise enough, but numb.

MotorWeek's 2025 test stopped from 60 mph in a short 105 ft, consistent and without fade. Pedal feel is natural, if unremarkable.

The SEL's naturally aspirated 2.5L and conventional 8-speed automatic are smooth and predictable. But 191 hp in a ~3,800 lb truck responds slowly when merging or loaded (0–60 ~8.8 s). It avoids the turbo trims' low-speed DCT stumble.

The 2.5L four drones and sounds coarse at high rpm, and the NA engine often has to be worked hard. It is well isolated at a steady cruise.

It turns tighter than any other pickup and below the bottom of the truck band, so it scores the maximum.

The low step-in height makes getting in and out easy, the facelift's horizontal dashboard brings back physical climate controls, and the console shifter stays. Points off for the small rear window and the over-shoulder blind spots around the bed.

The Santa Cruz has character and nimble handling for a truck, but the naturally aspirated SEL scored here is pleasant and easy rather than exciting. The 2.5T (0–60 6.6 s) is the fun one.

The 2025 facelift made a lot of equipment standard from the base SE: the dual 12.3-inch curved display, wireless Apple CarPlay/Android Auto and a broad SmartSense suite including blind-spot warning and stop-and-go Smart Cruise Control. Hyundai's warranty and complimentary maintenance come on top of that. Rivals like the Maverick charge for blind-spot monitoring and adaptive cruise through packages and upper trims.

Fair value with a strong content story: $29,895 to start and $31,595 for the representative SEL FWD buys a lot of standard tech and safety equipment plus the class-best warranty. What keeps it mid-band is that the Maverick undercuts it with a standard (later optional) hybrid, no electrified Santa Cruz exists, and the base 2.5L is merely adequate. The 4.3-ft bed is short, and the turbo trims climb past $41K.

Five price points (SE, SEL, SEL with Activity package, XRT, Limited) run from about $29.9K to $43.9K, with two engines and FWD or AWD on the lower trims. It offers only one body: crew cab with a 4.3-ft bed. There is also no electrified option and no true off-road variant, since the XRT is mostly an appearance-and-tires trim.

This is a slow seller that lost ground in the 2025 model year's sales window. Volume peaked at 32,033 US units in 2024, then fell roughly a quarter to a third in calendar 2025 despite the facelift. Meanwhile the Maverick sold more than 150,000. It remains a stable niche product rather than one at risk of cancellation, but the trajectory is down.

Hyundai's brand image is now solidly neutral-to-positive, helped by its design, warranty and EV halo. It has no pickup heritage, though, and the Santa Cruz's unibody, crossover-derived positioning puts off traditional truck buyers. Resale is middling, which reflects that neutral standing.

Falling sales and slow inventory turn through 2025 meant Hyundai regularly backed the truck with national APR and lease programs, and outgoing 2024 stock was discounted heavily alongside the 2025 launch. That is good for buyers, but it reflects soft demand and feeds the middling residuals.

2025 is the facelift year itself, bringing revised front and rear styling, a reworked cabin around the dual 12.3-inch curved display and newly standard wireless smartphone integration. That makes it the freshest Santa Cruz to date. The underlying 2022-launch N3 unibody platform and powertrains carry over, so it is a mid-cycle refresh rather than a new generation, and no redesign is imminent.

Reviewers praise its styling, car-like ride and handling, and the much-improved 2025 cabin and tech. It is usually the runner-up to the Maverick in compact-truck comparisons, with critics citing the short bed, the coarse base 2.5L, the DCT's low-speed manners and steep upper-trim prices. Its biggest recognition remains the 2022 North American Truck of the Year finalist slot, an award the Maverick won.