2025 Hyundai Santa Fe

Every gas 2025 Santa Fe, including the volume SEL, uses the 2.5L turbo four rated at 277 hp. There's no naturally aspirated base engine in the US lineup. The hybrid alternative makes 231 hp combined.

The 2.5T's 311 lb-ft arrives low in the rev range, so the engine pulls well in everyday driving. Hybrid trims make 271 lb-ft.

The 2025 turbo Santa Fe runs 0–60 in the high-6-second range, which is quick for a mainstream three-row. The powertrain is unchanged from 2024, so tests of 2024–25 cars carry over. The 6.3 s figure is for the lightest FWD configuration.

The torque-rich turbo four responds strongly once rolling. However, the 2025 car still uses the wet dual-clutch, and pulling away from a stop or creeping through traffic can feel hesitant. The engine also gets coarse when revved hard, and the hybrid's engine-to-motor handoffs are noticeable.

The 2025 gas Santa Fe keeps the 8-speed wet dual-clutch. It shifts quickly at speed, but it hesitates at launch and is jerky at creep speeds. This transmission was also the subject of a 2024 recall, and Hyundai dropped it after this model year. The hybrid's 6-speed automatic is smooth but tuned for economy.

With trailer brakes, the XRT is rated at 4,500 lbs, which is above most mainstream three-row crossovers. The other gas trims are rated at 3,500 lbs.

HTRAC AWD is optional on every gas and hybrid trim and standard on the XRT, so buyers don't have to move up to a pricier trim to get it. It's an on-demand system with no low range or locking differential, and the mud/snow/sand Terrain Mode did not arrive on the XRT until 2026.

The XRT adds all-terrain tires, extra ground clearance, standard AWD and the higher tow rating, which makes it a real light-duty off-road package. There is no low range, locker or meaningful underbody protection, and it lacks the 2026 Terrain Mode. It handles gravel and snow well but isn't trail-ready.

US buyers choose between the 277-hp 2.5T gas engine and the 231-hp 1.6T hybrid, both offered in FWD or AWD. That covers performance and efficiency, but there is no PHEV or EV in the US lineup.

The volume 2.5T gas Santa Fe is EPA-rated at 24 mpg combined with FWD, 23 with AWD and 22 as the XRT. That's average for a mid-size three-row crossover. The hybrid rates in the mid-30s.

City economy is the turbo four's weak spot at 20 mpg, since it has no electric assist in stop-and-go traffic.

Highway economy is the gas Santa Fe's stronger side at 29 mpg with FWD, which puts it mid-pack for the class.

A 17.7-gallon tank at the EPA's 24 mpg combined works out to about 425 miles, which is respectable but unremarkable for the class.

The EPA estimates about $2,700 a year in fuel for the FWD gas Santa Fe, which is on the expensive side for the mid-size field. AWD and the XRT cost more.

Even though it's turbocharged, the 2.5T runs on 87-octane regular, so owners don't pay for premium fuel.

NHTSA rates the 2025 Santa Fe 4 stars overall on both FWD and AWD, held back by a 4-star frontal crash result; side crash is 5 stars and rollover 4 stars (17.4% AWD / 18.5% FWD rollover risk). That is a star short of the 5-star overall most mid-size rivals post.

The 2025 Santa Fe is an IIHS Top Safety Pick+ with Good ratings in small overlap front, the updated moderate overlap front (rear-passenger test) and the updated side test. Held a few points below the 2026 figure because IIHS limits the 2025 award to vehicles built after November 2024, so early-build 2025s do not carry it, and headlights rate only Acceptable.

Hyundai SmartSense is standard on the ~$34,300 base SE: forward AEB with pedestrian, cyclist and junction-turning detection, Smart Cruise Control, Lane Keeping and Lane Following Assist, Blind-Spot Collision Warning and Rear Cross-Traffic Collision-Avoidance Assist. That covers the whole core list. It falls short of the top of the band because Highway Driving Assist starts at XRT and the camera aids start at Limited.

IIHS rates the standard front crash prevention Good in both the updated vehicle-to-vehicle evaluation and the pedestrian test, which includes nighttime scenarios. Hyundai's junction-turning detection also covers left-turn-across-path crashes that many rival systems don't address.

Blind-spot warning, Rear Cross-Traffic Collision-Avoidance Assist (which brakes) and Safe Exit Assist are standard on every trim. However, the volume SE/SEL trims get alert-level blind-spot warning only. The Blind-Spot View Monitor camera feed comes only on Limited and Calligraphy, and active blind-spot intervention is only on the top trims.

Lane Keeping Assist and Lane Following Assist (lane centering) are standard from the SE up. Hyundai's centering is one of the smoother mainstream systems: it holds the lane center without ping-ponging, and reviewers describe its steering inputs as natural.

Smart Cruise Control with Stop & Go is standard and pairs with standard Lane Following Assist, making a capable full-speed-range package. The integrated Highway Driving Assist is reserved for XRT and Limited, and HDA 2's driver-initiated lane changes for Calligraphy, so the volume SEL buyer gets good ACC rather than the full highway assist.

No trim offers hands-free highway driving. Even Calligraphy's HDA 2 is hands-on: it warns, then deactivates, if the driver lets go of the wheel. Scored just above the floor because the hands-on assist itself is competent.

IIHS rates the LED projector headlights Acceptable, one grade short of Good. The rating applies to the standard lighting across the range, and High Beam Assist is standard, which beats the common split of Good on top trims and Marginal on base trims.

The boxy, upright greenhouse gives a good forward view, but reviewers flag thick pillars and a small rear window. Surround View Monitor and Blind-Spot View Monitor compensate, but only on Limited and Calligraphy, so volume trims live with the natural sightlines.

Four seating positions have full LATCH hardware (second-row outboard plus two in the third row), and wide rear openings on a 110.8-inch wheelbase make multiple car seats easy to fit. IIHS still rates ease of use only Acceptable, noting the lower anchors sit deep in the seat.

The fifth-generation (MX5) Santa Fe is a three-row SUV in the US; the 2025 volume SE/SEL/XRT/Limited seat seven on a second-row bench, while Calligraphy gets captain's chairs for six.

The boxy MX5 roof yields 41.1 in of front headroom, near the top of the mid-size SUV range; 2025 is a carry-over year with dimensions unchanged from the 2024 launch.

44.4 in of front legroom sits at the very top of the SUV band.

40.6 in of second-row headroom exceeds the top of the SUV band thanks to the upright fifth-generation roofline.

Class-leading 42.3 in of second-row legroom on the gas volume trims — the MX5 added about 35 mm over the fourth generation.

A standard third row that suits kids and teens — 37.7 in headroom and 30.0 in legroom with some recline — but the low cushion leaves adults knees-up, so adults are short-trip only.

40.5 cu ft behind row two is competitive for a compact three-row footprint but well short of larger three-rows; only 14.6 cu ft remains with all seats up.

79.6 cu ft maximum, aided by the square body and wide tailgate opening; mid-pack against bigger three-row rivals.

Dual glove boxes, a deep two-level console usable from both rows, a UV-C sterilization tray on upper trims and a column-mounted shifter that frees console space. For 2025 the dual wireless-charging pads are Calligraphy-only (they spread to XRT/Limited for 2026), so the volume trims get a single pad.

Broad, supportive front seats and a roomy, well-padded second row; testers rate them good for the class rather than standout long-haul chairs, and the front cushion is polarizing across body types.

An absorbent, slightly soft-for-class ride that settles well over broken pavement without float — a real strength, though not the plushest in the segment.

Wind noise is well controlled despite the slab-sided shape, but the 2.5T turns coarse and loud under hard acceleration and the XRT's all-terrain tires add hum.

Heated front seats, power driver's seat and dual-zone automatic climate arrive on the volume SEL; Limited adds ventilated front seats and more; the richest kit stays on Limited and Calligraphy.

2025 is the second model year of the fifth-generation (MX5) Santa Fe. The SE FWD at $34,200 before destination undercuts the three-row mid-size gas rivals and sits $850 below the 2026 SE's $35,050.

SEL is the volume trim and most buyers take HTRAC AWD, which puts a typical 2025 Santa Fe at about $40,100 delivered. The hybrid SEL FWD ($37,200) costs only $500 more than the gas SEL FWD, so picking the hybrid barely changes this figure.

Service-cost data puts the Santa Fe near the cheap end of the class, and the 5-year/60,000-mile basic warranty covers most repairs during the window. A 2025 buyer also still gets Hyundai's 3-year/36,000-mile complimentary maintenance, which covers roughly the first three years of oil changes and rotations, so owner-paid cost comes in below the 2026's ~$3,700. KBB's much higher gross figure counts a full service schedule, tires included, and does not credit the free maintenance.

Retention is middling: about the mid-size SUV class average, and well behind Toyota's three-rows. The sources are about nine points apart, with KBB the least favorable and iSeeCars the most.

Hyundai's 5-year/60,000-mile new-vehicle warranty tops the band and runs two years longer than the Toyota/Honda/Nissan 3-year norm.

The 10-year/100,000-mile powertrain term maxes out the band. It applies to the original owner only; later owners get 5 yr/60,000 mi.

2025 is the last model year to get Hyundai Complimentary Maintenance (3 yr/36,000 mi of scheduled oil changes and tire rotations). It comes with 5 years of unlimited-mile 24/7 roadside assistance and a complimentary Bluelink connected-services period. That is multi-year included maintenance plus meaningful perks, ahead of ToyotaCare's 2 yr/25,000 mi.

$40,095 volume-trim price minus its estimated resale value after 5 years (49% retained, or about $19,647) leaves about $20,448 in depreciation. Add the projected $3,300 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $23,748 in total.

Mixed signals for the second model year of the fifth-generation (MX5) Santa Fe: J.D. Power rates the 2025 at 82/100 for quality & reliability, strong for the class, while owner-survey data on the gas 2.5T is held back by the 8-speed wet dual-clutch transmission (low-speed judder, hesitation), a trouble spot serious enough that Hyundai dropped it for 2026.

Hyundai sits in the upper-middle of the industry rather than the top tier: top-third in Consumer Reports' brand rankings but roughly industry-average in J.D. Power's three-year Vehicle Dependability Study, trailing sibling Kia.

Heavy recall activity for one model year: NHTSA lists five campaigns touching the 2025 Santa Fe, two of them large (143,472-unit rearview-camera harness, 135,386-unit starter-motor B+ terminal cover short/fire risk), plus a 294,448-unit multi-model seat-belt-anchor recall, a side-curtain-airbag installation recall, and a small (29-unit) connecting-rod-bolt recall remedied by engine replacement. The generation also carries a 2024 8DCT recall requiring transmission replacement, so this is a pattern rather than one bad batch.

The 2025 gas Santa Fe pairs the 2.5L Smartstream T-GDi four with the 8-speed wet dual-clutch — the generation's weakest link, with widespread low-speed shudder complaints, clutch-pack replacements in severe cases, and a 2024 recall requiring full transmission replacement; Hyundai abandoned it after this model year. The engine itself has no broad failure pattern beyond a tiny rod-bolt torque recall, but the DCT pulls the powertrain to the low end of 'mixed history'.

One of the Santa Fe's strongest suits — reviewers describe a cabin that presents above its price, with quality switchgear and a materials mix escalating from cloth on SE to synthetic leather on SEL/XRT and Nappa, wood and suede headliner on Calligraphy; hard plastics remain in low-touch zones.

Cabin assembly is generally tight, but an unusual share of the 2025's recalls are outright assembly-line installation errors at the Montgomery, Alabama plant — rearview camera fitted so it damages its harness, starter terminal cover improperly installed, side curtain airbags not installed properly, seat belt anchors that may detach — which marks build consistency as mid-pack at best.

Dense nationwide coverage of roughly 850+ franchised Hyundai dealers, backed by the longest non-luxury powertrain warranty (10-year/100,000-mile); service satisfaction itself is mid-pack rather than a standout in J.D. Power's CSI.

High-volume, US-built nameplate with broad parts supply and below-average running costs; the DCT's clutch-pack replacements and turbo hardware keep it short of the top band.

Every 2025 Santa Fe trim, from SE to Calligraphy, gets a 12.3-inch center touchscreen — no smaller base screen.

The crisp 12.3-in display is logically laid out and keeps physical audio knobs, but the climate panel uses capacitive touch buttons with no haptic feedback, and the 2025 head unit predates the faster, higher-res interface of the 2026 update.

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

Hyundai's connected voice assistant handles climate, audio and navigation commands competently and navigation receives OTA map updates, but most owners default to phone projection.

A 12-speaker Bose system is a worthwhile upgrade but reserved for Limited and Calligraphy; lower trims get an ordinary six-speaker setup.

The full panoramic curved display (12.3-in cluster + 12.3-in touchscreen under one glass) is crisp and configurable but only on Limited and Calligraphy; the volume trims pair the big touchscreen with a small partial-digital cluster.

The ccNC architecture supports over-the-air software and map updates plus purchasable features via Hyundai's Bluelink Store, beyond maps-only but with a modest cadence of feature-adding updates.

MyHyundai/Bluelink offers remote start with climate, lock/unlock, locate and status, and Digital Key 2 phone-as-key arrives on the volume SEL.

USB outlets in all three rows and an available household outlet are generous, but for 2025 wireless charging is a single pad on SEL and up, with the dual-pad console only on Calligraphy.

Proximity entry, push-button start and a hands-free smart liftgate are standard on the base SE, and Digital Key 2 phone-as-key comes on SEL and up.

Rear camera and parking sensors are standard; Limited and Calligraphy add Surround View, Blind-Spot View Monitor and Remote Smart Parking Assist, none of which reach the volume SEL.

A head-up display is offered only on the range-topping Calligraphy; no volume-trim buyer can get one.

Tall, square door openings, class-leading second-row room (42.3 in legroom, 40.6 in headroom) and a standard third row make family logistics easy; held back by IIHS-Acceptable LATCH and just 14.6 cu ft behind row three for a stroller.

IIHS Top Safety Pick+ (for vehicles built after November 2024) and a strong standard SmartSense suite on the base SE, but NHTSA rates the 2025 only 4 stars overall (4-star frontal), and Acceptable headlights keep it off the top band.

Rows one and two are excellent over distance with an absorbent ride and USB power in every row, but the knees-up third row and 14.6 cu ft of cargo with all seats in use force a people-or-luggage trade-off.

Light steering, a settled ride and standard adaptive cruise help, but the 2025's 8-speed dual-clutch hesitates at rolling stops then surges, lacks creep and feels jerky in parking lots — the very flaw Hyundai fixed for 2026 with a torque-converter automatic. Touch-only climate controls add friction.

At 24/23 mpg combined (FWD/AWD) the gas volume trims are thirsty for a modern midsize crossover at about $2,700–2,800 a year in fuel, partly offset by regular-fuel running and below-average repair costs.

At about 190 in long it is compact for a three-row SUV and its upright body is easy to place, but the 37.9 ft turning circle is average and thick pillars with a small rear window hurt visibility; surround view is upper-trim only.

A unibody family crossover rated for 3,500 lbs on most trims and 4,500 lbs on the XRT — fine for a small trailer or jet skis, far short of truck-based midsize rivals.

No fleet reputation, and the 2025's wet dual-clutch is the weak link under heat and load (Hyundai's DCT recall history and its replacement for 2026 underline it); the 10-year/100,000-mile powertrain warranty softens the risk.

Household outlet, USB in every row, cargo tie-downs and underfloor storage are useful, but nothing is aimed at trades — no washable surfaces, no upfit ecosystem, no frame.

An absorbent ride, comfortable seats, quiet highway cruising and standard adaptive cruise with Highway Driving Assist on XRT/Limited and HDA 2 on Calligraphy make it a good tourer; ~425 miles of range per tank is average.

The XRT adds lift, all-terrain tires, standard HTRAC AWD, roof crossbars and a 4,500 lb tow rating, and AWD is optional on other trims — a credible camper for gravel and snow, though not an off-roader, and the 2025 XRT lacks the Terrain Mode added for 2026.

A tailgate designed for a wide opening feeds a flat, square 40.5 cu ft hold behind row two and 79.6 cu ft maximum, with underfloor storage, roof rails and hitch availability; the 14.6 cu ft behind row three is the limit.

Confident, well-balanced handling for a three-row family SUV with restrained roll in normal driving; composed rather than engaging, mid-pack in class.

Steering is responsive and naturally weighted with more feedback than typical for the class, though still short of genuinely communicative.

Stopping distances are good for the class, but the pedal is soft and the nose dives heavily in panic stops.

The 277-hp 2.5T pulls strongly once moving, but the 2025's 8-speed dual-clutch hesitates at rolling stops, then surges, slips at step-off and lacks creep — a drivability flaw Hyundai removed for 2026 with a torque-converter automatic.

Quiet at cruise, but the turbo four sounds coarse under hard acceleration and the XRT's all-terrain tires add hum.

A 37.9 ft curb-to-curb turning diameter on the 110.8 in wheelbase — mid-pack for a mid-size three-row SUV; unchanged across the fifth generation.

Upright, commanding position with abundant head and knee room and big glass, but some drivers struggle to find a wheel position that clears the cluster, the column shifter sits where the wiper stalk usually lives, and climate controls are touch-only.

Quick enough at roughly 6.5–7 s to 60 and pleasant to steer, but comfort-biased damping, a coarse engine and the jerky low-speed DCT leave no reason to take the long way home.

The $34,200 SE comes standard with three rows, the 277-hp 2.5T, a 12.3-inch touchscreen, LED lighting and the SmartSense driver-assist suite. That matches or beats pricier Pilot and Grand Highlander base trims. It sits a little below the 2026, which widened ADAS availability across the lineup.

It offers a standard three-row, 277-hp turbo mid-size SUV from $34,200, and the hybrid SEL costs only $500 more than the gas SEL, for a price well under equivalent Toyota and Honda trims. Cars.com named it its Best Car of 2025, citing affordability.

Five gas trims (SE, SEL, XRT, Limited, Calligraphy) and three hybrid trims (SEL, Limited, Calligraphy), FWD or HTRAC AWD, span $34,200–$48,550, and the off-road XRT is a genuinely different variant. The gaps are that the hybrid has no SE entry trim (it arrived for 2026) and the US gets no PHEV.

The 2025 model year sold through the Santa Fe's record run: US sales reached 142,404 in calendar 2025, up about 26% on 2024, as the new generation found buyers. That is top-tier mid-size SUV volume on a rising trajectory.

Hyundai is now a design- and tech-led mainstream brand, with resale running near industry average, and the 2025 Santa Fe placed second in its class for J.D. Power residual value. It still lacks Toyota's resale halo, so the badge is a neutral-to-mild positive.

Hyundai has run 0% APR for up to 60 months with 90-day payment deferral on the 2025 Santa Fe, plus lease offers and up to $3,000 cash back as the 2026 arrived. That is broad, real buyer benefit on a healthy seller.

The fifth-generation MX5 went on sale in the US in March 2024, so 2025 is a carry-over second model year of a brand-new generation with no replacement in sight. It keeps the 8-speed dual-clutch transmission that was recalled several times, which Hyundai replaced with a torque-converter automatic for 2026.

It was named Cars.com Best Car of 2025, the Santa Fe Hybrid won a 2025 Car and Driver Editors' Choice, and the 2025 model earned IIHS Top Safety Pick+. Reviewers consistently place it at or near the top of the mid-size class, though it was not a 10Best or NACTOY winner.