Hyundai’s Santa Fe has been a well-deserved family favourite SUV for some time. This all-new model endeavours to build on this with marketing focussed on family adventures and functionality. It has all of those familiar features that have made the Santa Fe so popular and like the proverbial Swiss army knife, it now comes with even more functions and features, some you probably didn’t know you needed.
This model introduces two significant changes over previous Santa Fe models, the hybrid petrol/electric engine, and most obvious of all, an all-new boxy design language. The team at DriveLife is very familiar with the Santa Fe, favourably reviewing a couple of versions of its predecessor, the 2023 Calligraphy, and the 2021 Limited.
How well has Hyundai succeeded in giving an old favourite a new make-over, one that comprises an all-new design and motive power? To discover how the new Santa Fe compares, the DriveLife team covered some 1,500 km over a couple of weeks putting it through its paces.
What We Like and Dislike About The 2024 Hyundai Santa Fe Calligraphy
| What we like | What we don’t like |
| Most of the exterior redesign (less so the rear of the car) Drivetrain Driving comfort and refinement Bose sound system High-quality interior fit and finish “Thought of everything” kind of practicality High specification Everyday ease of living with it | Rear design is not as well resolved as the rest of the car Rear air conditioning controls are located alongside the third row of seats |
What’s In The 2024 Hyundai Santa Fe Range?
There are three models in the Santa Fe range, all have the same 1.6-litre 4-cylinder turbo-petrol engine making 132kW/265Nm mated to a 44.2kW/264Nm electric motor. The two motors combined produce 172kW/367Nm. All three model variants are all-wheel drive, and the only real differences are in the trim and equipment specifications.
The model variants are:
- Active $84,990
- Limited $96,990
- Calligraphy $104,990 (our test car)
2024 Hyundai Santa Fe Colour Range
Pearl/Metallic/Solid colours
- Typhoon Silver Metallic
- Pebble Blue Pearl
- Cyber Sage Pearl
- Ocado Green Pearl
- Magnetic Grey Metallic
- Terracotta Orange
- Abyss Black Pearl
- Creamy White Pearl
Matte colours
- Creamy White Matte
- Earthy Brass Matte
For a full list of specs and options available for the 2024 Hyundai Santa Fe Calligraphy, head on over to Hyundai New Zealand’s website.
How Does The 2024 Hyundai Santa Fe Calligraphy Compare To Its Competition?
| Make/ Model | Engine | Power/ Torque kW/Nm | Seats | Fuel L/100km | Towing Capacity | Boot Space, litres | Price |
| Volvo XC90 Mild hybrid | 2.0-litre 4-cylinder turbo-hybrid | 184/360 | 7 | 9.2 | 750/2,400 | 680/1,874 | $107,990 |
| Hyundai Santa Fe Calligraphy | 1.6-litre 4-cylinder turbo petrol | 148/440 | 7 | 7.1 | 750/1.650 | -/992/1,949 | $104,990 |
| Nissan Pathfinder Ti-L | 3.5-litre, V6 petrol | 202/340 | 7 | 11.7 | 750/2,700 | 205/554/782 | $88,490 |
| Kia Sorento HEV WaterAWD | 1.6-litre, 4-cylinder turbo-petrol hybrid | 158/367 | 7 | 5.6 | 750/1,650 | 179/608/1,996 | $86,990 |
| Skoda Kodiaq RS | 2.0-litre 4-cylinder turbo-petrol | 180/370 | 7 | 8.7 | 750/2,000 | 270/765/2,005 | $84,990 |
| GWM Tank 500 Ultra Hybrid | 2.0L Turbo petrol-hybrid | 255 / 648 | 7 | 8.5 | 3,000 | 98 / 795 / 1,459 | $82,990 |
| Toyota Highlander Limited ZR Hybrid | 2.5-litre, 4-cylinder petrol-hybrid | 142/242 | 7 | 6.2 | 700/2,000 | 450/1,370/2,390 | $80,990 |
| Mazda CX-9 Takami | 2.5-litre, 4-cylinder, petrol-turbo | 170/420 | 7 | 9.0 | 750/2,000 | 230/810/1,641 | $74,690 |
Please note that DriveLife does its best to ensure the information above is correct at the time of publication, however, prices, specifications and models can change over time. Please bear that in mind when comparing models in the comparison table.
First Impressions Of The 2024 Hyundai Santa Fe Calligraphy
The new Santa Fe is a dramatic departure in its design from its predecessors, its square boxy appearance is absolutely on point. It is fresh and sits well with current trends. It is distinctively its own design and for me, this works until you get around the back. My initial reaction was that the rear was the work of a different design team. It’s not bad, just different and missing cues to visibly link it well to the rest of the car.
The square front of the car has some cool “H” styled daytime running lights that switch to orange for indicators. The tail lights repeat that “H” format as well.
The stylised H form is repeated throughout all manner of elements and features in the car. In my time with the car, I challenged myself to try and spot them. According to the local dealer, these H forms are repeated 52 times within and around the car. It’s not overdone or forced, just some fun. By way of example, repeated H forms create a pleasantly repeating pattern in the seating upholstery. One of the more obscure is that on the steering wheel, there are four dots in a line which is Morse code for the letter H.
The basic forms of the car are very clean, simple and not overly complex. The designers have put a lot of effort into maintaining and enhancing this appearance of simplicity. A good example of this is when looking at the front of the car. There is little in the way of a visible open grille, so to maintain this appearance while providing practical openings for cooling, there are active louvres which open and close in response to the car’s needs.
It is a big car that makes the most of the square forms to maximise the interior space. I liked the black-on-black colour scheme working well with the forms, the package was completed with black alloys and black chrome. And even with an all-black interior, it is a good-looking car.
Another initial reaction was on reading the spec sheet, it seemed to be at risk of being underpowered. It is a very large car to have only a 1.6-litre four-cylinder turbo-petrol engine. While it is also a hybrid, I am used to similar-sized vehicles requiring at least a 2.0-litre turbo-diesel or a 3.5-litre V6 petrol engine. So how is this going to drive when loaded up?
The overarching initial impression is of a modern, high-quality, well-built and specified, luxury family SUV. The Santa Fe already has a well-earned reputation as a family SUV. This new model simply builds on this with yet more features that demonstrate just how well Hyundai knows its customers.
An example of the depth of their understanding, one quirky but cool feature helps to reinforce its family and adventure intents. A disguised handle located within the C-pillar provides a grip to pull yourself up with one foot on the rear wheel to assist with accessing something like a roof-top box on the roof rack. The handle has a function where you push on a top panel to expose the grip. It can also be locked closed to prevent tampering. Novel and typical of the thinking put into its design.
What’s The Interior Like In The 2024 Hyundai Santa Fe Calligraphy?
Gaining entry to the new Santa Fe couldn’t be simpler. As you approach the vehicle, it recognises the presence of the key on you and unlocks the doors, primarily the front ones. If you prefer, you can also configure it to unlock the rear doors, through the infotainment system.
On entering, the cabin you are struck by how spacious it is, wide and square, continuing the exterior theme.
The overall form of the dashboard continues the theme with a slightly square chunky design, outlined with fine LED strips. The common Hyundai dashboard design has the digital driver’s instrument panel behind the steering wheel integrated with the centrally located infotainment screen, the latter slightly angled towards the driver. Beneath this are four “H” shaped air vents distributed along the lower edge.
The steering wheel continues the chunky square theme with the central pad and spokes, including the layout of the regular cruise control and audio/phone button sets. Behind the wheel are the usual stalks, wipers on the left and lights on the right. Lower right is a third stalk for the transmission (Drive/Reverse/Park) selection. There are also +/- paddle shifters to adjust the level of the regenerative braking.
On the passenger’s side, there are two glove box-like compartments. The lower one is the regular offering, a decent size for the car handbook and other items. Above in the top portion is another smaller glove box. While this can store smaller occasional items, it is fitted with a UV-C steriliser. It is sized to sterilise items like a cell phone, sunglasses or a baby’s pacifier. Quite ingenious thinking, especially on the back of COVID and our now heightened sensitivities around sterilisation.
The centre console is very well-thought-out. Immediately below the dash, it has a series of physical buttons that provide quick keys to the infotainment system, for mapping, and audio including a conventional volume knob. Beneath this is a comprehensive control panel for the air-con system, including features like seat heating and cooling, and the heated steering wheel. I like that the latter is not buried within an infotainment system, it is however a touch-sensitive panel which requires you to look down to ensure your finger selects the desired function. Beneath this again is a further set of buttons that take you directly to a handy set of drive-related functions like the parking cameras and drive modes.
Immediately behind this are two Qi charging pads and a couple of USB-C sockets, one that provides data connection for Android Auto/Apple CarPlay should this be your preference. The car also has wireless Android Auto/Apple CarPlay. Underneath this “bridge” there is a further storage area complete with a regular 12-volt power socket that I used for my dash cam.
Moving back, behind the charging pads are a couple of drink holders ahead of the “bilateral” access centre console. The padded centre armrest hinges at the rear in the conventional way, opening to a vast storage area beneath, complete with a lower level inner sliding draw. Less conventionally, a button at the rear allows the armrest padded lid to hinge at the front, providing rear-seat access to this centre console. Aso, the inner lower-level drawer can also be opened to the rear. Very clever.
USB-C power outlets are provided, at least two for each row of seats, including for those in the third row.
The controls for the rear air-con zone are located in the third row of seats, out of reach of those in the middle row. This seemed a little counter-intuitive, as the third row would be for occasional use seating, filled only when the middle row was also required. It is however also able to be controlled from the air-con panel at the front of the car.
The seats in all rows are made of premium-grade Nappa leather, providing good comfort levels. The driver’s seat is 14-way power-adjustable with four-way lumbar support, while the passenger’s is 10-way power-adjustable. Both front seats include a Relaxed mode, reclining with integrated footrests. Seat heaters are provided in both the front and the second-row seats (outboard seats only), and the front seats are also cooled. In the Caligraphy spec, you can choose between a regular 7-seal set-up or a 6-seat option where a pair of captain chairs are installed in the second row in the place of the more common three-seat option.
Located on the driver’s door are a couple of programmable buttons that can be preset with the preferred seat and mirror settings for up to two drivers. There is also a set of buttons on the driver’s side of the passenger seat, allowing easy adjustment of the key functions of the passenger seat; seat back angle, front to back slide, and to engage recliner mode.
On the back of the front seats, there is also a map pocket and on their outer edges a handy shopping bag hook.
When needing to carry people, raising all the seats is simple. The floor is completely flat in both back rows, adding to the ease of access and use. Access to the third-row seating is OK, achieved by the middle-row seats sliding and tilting forward. Legroom in the third-row suits smaller occupants, and its use compromises the legroom for the second row a little, too. That said, as a family vehicle it’s a very handy feature to have.
Alternatively, when you need luggage space, buttons on the side of the boot provide a convenient remote control to drop the second row of seats. With both rows collapsed, the car has a completely flat load floor. The loading lip height matches that of the boot floor. The square design of the car means the opening to the boot is correspondingly wide and square.
At the rear of the boot under a cover are located the tools complete with a hi-viz, and the main car 12-volt battery is located there. A full-sized spare wheel is located under the rear of the car.
Our car being the top model Calligraphy comes with a dual sunroof. The rear glass is fixed while the front is a conventional power operated opening/sliding sunroof. When open, I found there to be minimal buffet or noise at any speed up to 100 kilometres an hour. For those sunny days, both sunroof sections have a blind that can be drawn. In the front, the blind is manually operated while the reaf blind is powered and can be pulled across incrementally to create just the right amount of shade versus light. Having such a large area of glass, it visibly lightens what could otherwise be a slightly oppressive black-on-black interior.
Also on the subject of handy shading, both rear doors have integrated window shades that simply pull up from the window sills, latching on hooks at the top of the window frame.
What’s The 2024 Hyundai Santa Fe Calligraphy Like To Drive?
I have to say, I was a little dubious about the specification of a 1.6-litre turbo-petrol (even when combined with a hybrid electric powertrain) being adequate for such a large car. This comes simply from experience that until recently, 7-seat SUV’s have largely been powered with 3+ litre petrol or 2+ litre turbo-diesel engines. On collecting the Santa Fe, it was clear I needn’t have been concerned, as the petrol-electric engine combo does just fine.
The petrol engine cuts in and out as necessary and is almost imperceptible, certainly never sounding like it was having to work hard at any time. It is reported capable of 9.5 seconds to 100kph. I didn’t specifically test that, but in Sport mode and with a good prod of the accelerator, it is suitably brisk. It has two pre-set drive modes, Eco and Sport, and a third My Drive in which you can save your favoured drive settings. For the most part, I found Eco to be perfectly adequate.
The only downside I could see with this power train is that the towing capacity with a braked trailer has been reduced to 1,650kg from the previous model’s 2,500kg.
Everyday driving is great. While it is a large SUV, it handles better than its size would suggest. Yes, it rolls on the corners but even this is less than similar SUVs. It is composed on the highway, there is good power delivery to pull well through corners, and it is light and manoeuvrable for those school runs and trips to the supermarket. Wind and road noise are well-damped, which would help to reduce tiredness on those longer journeys – and you can read Fred’s view on the car shortly, where he takes it on a 600km road trip. One factor contributing to both low wind noise and improved fuel efficiency is the drag coefficient. The new model achieves a figure of 0.29 representing quite an improvement over the previous model’s 0.33.
It comes with a comprehensive set of safety systems, and these are all well-moderated. None of the systems gave any cause for alarm, with no over-reactions or inconsistencies. The driver control buttons on the wheel and the stalks are intuitive and easy to become familiar with. The auto functions for wipers and lights/high-beam all worked very well. I like having the drive gear selection on a stalk (Drive, Neutral, Reverse and Park) freeing up the centre console for non-essential features.
I did like using the two paddles behind the wheel to adjust the level of regenerative braking available. This works so well, that I would use it for any driving where varying degrees of slowing are frequently required, for example twisting hill roads or simply round town in heavy traffic. While it doesn’t offer one-pedal driving like some EVs, it significantly reduces the need to alternate between the accelerator and the brake pedal.
At night the headlights have a very good range and spread and the auto high-beam function worked well, capable of detecting and reacting to other cars without blinding them.
The seats are comfortable and supportive, and with so much adjustment, it was easy to get just the right placement. While the front seats have heating and cooling options, the second-row seats only offer heating options (outboard seats only). During our review, we had a number of cold mornings during which the seat heaters were tested and very much appreciated. A bonus for the driver is the inclusion of a heated steering wheel – such a great idea on those cold days.
Yes, it is a larger vehicle, but I never found it intimidating in that way you might be nervous about entering shopping car parking areas. Visibility all around is superb. There is an excellent 360-degree camera system, including the now common Hyundai blind-spot function which displays the camera image on the dash from the camera on the side the indicators have been activated. I think its boxy shape and the higher SUV seating position work well together to enhance visibility, supported greatly by that 360-degree camera set.
I am a great fan of heads-up display (HUD) systems – anything that helps keep you looking at the road ahead is good. In addition to the basic info on speed, the HUD in the Santa Fe can show basic navigation instructions from both the native system and Android Auto or Apple CarPlay. Throughout my time with the car, I used Android Auto connected wirelessly, and it performed faultlessly. That and placing the phone on the grippy Qi charger make for the perfect combo – no cables required.
The stereo system is a call-out feature. Any time I see a Bose system, I know I am in for a treat, and in the Santa Fe, this is delivered. It is a joy to listen to, making the most of your favourite tracks/albums, and it just adds to the pleasure of the journey. The knock-on effect is that in replicating that “concert” in the car, the volume must be increased, and I can confirm the Bose system handles that just fine too.
An add-on to the sound system is its use to provide a “passenger talk” function. This assists communication with the three rows of occupants via the sound system, improving the ease of communication between the front and the rear-most passengers.
The Santa Fe comes with many features that before you know it, you simply take for granted. For example, as you approach the car with the key, it unlocks, and at night a small light illuminates the door handles. Probably the one I liked the most, if you stand behind the car again with the key on you for at least 3 seconds, the boot simply opens. None of this balancing on one foot while waving the other under the bumper antics. It just works every time – brilliant.
Supporting its “family adventure” focus, the Santa Fe comes with integrated roof rails ready to attach all manner of storage/sporting/camping etc. equipment. Owning a similar seven-seat SUV myself, I can see that cleverly integrated handle offering a most practical solution to achieving the access height so often needed for roof-mounted items.
Completing the adventure capability picture is that it comes with all-wheel drive. This allows you to go further off the beaten track, enhances its capability on those gravel back roads, and offers sound mountain transport to ski fields without the need to fit chains (always a bonus in my book). More than this, all-wheel drive offers increased levels of sure-footedness in general driving, especially in bad weather events, and we do seem to be having more of those.
One smart feature I am less certain about is the ability for the car to self-drive into or out of a car park, less certain in terms of how useful it is given all the “smarts” required just to make it work. With the car locked, standing outside and with no one in it, with a button on the key fob you can start the car, and drive it forward or backwards. Testing this for the first time with a brand-new car in a carpark is nerve-wracking. Every fibre in your body is telling you this is a bad idea. I am pleased to report it all worked fine, the car doing everything it said it would. For all those smarts, how often might it be used? One place it could be handy is parking that last car in a tight garage. In everyday life, I’m not so sure.
After living with the new Santa Fe for a week, we covered 533km with a mix of commuting and longer day trips. It is rated to achieve 6.2 l/100km, and while this might get close on longer journeys, I felt it achieved well recording 7.7 l/100km where a significant proportion of that was around town. I was equally impressed that having started with a full tank of fuel and after 533 km, it indicated the remainder would be good for a further 288 km.
FRED’S POINT OF VIEW
On picking up the new Santa Fe, I noticed the range showing 900km – pretty decent range! Since I’d be driving around 1,000km in the car, I was hoping to get as near as I could to that 900km.
I must admit, I found the Santa Fe extremely well-equipped, as you’d expect for its cost. The only things I found ‘missing’ were electric steering wheel adjustment and an electric front roof blind (it’s manual). Other than that, this car seems to have it all.
The black effect feels pretty heavy, with not one shiny piece of anything inside the car, or outside. For me, it didn’t give the Santa Fe any sort of identity, although I know there are a lot of buyers that absolutely love that totally blacked-out look. But the rear of the car…holy cow. Not for me, and I didn’t find one person who liked it – and that’s being generous. Many were not complimentary of the rear of the new Santa Fe. Will it lose buyers? Time will tell.
As far as driving the large SUV goes, it’s pretty sweet. The ride is excellent, the engine extremely quiet in almost all conditions. The transmission nails smooth changes every time, and is perfectly matched to the engine. The only fault I found in driving the Santa Fe was an occasional light shunt when it was transitioning between the different hybrid modes.
During my 1,000km in the Santa Fe, I took it to Hawera to work on our project car, a 600km round trip. There were no further surprises during that trip, but I came to appreciate some aspects of the car, like the regen paddles – they are excellent, and the range of regen is perfect.
On the hybrid side, the car knows exactly when it should be in EV mode, or hybrid, or have the engine running only. It’s so intelligent, there is no need to do anything (and you can’t adjust it, anyway).
I guess if there was one surprise, it’s the performance. For such a heavy car, the Santa Fe Hybrid can really move it when pushed, giving other drivers a bit of a fright as this large black monster motors past them. Love it!
While it rained all the 300km drive to Hawera, the AWD grip gave me no concern, even when ploughing through huge puddles of standing water. Visibility all round is excellent, too – one of the best I have had this year.
Before leaving Hawera for my drive home, I did need to fuel up. With the car at 760km driven and 50km left, that meant a real-world range of around 810km. Not quite the 900, but still impressive. Overall, after my 1,000km behind the wheel I managed to achieve 7.3L/100km – excellent for such a large, heavy SUV.
READ ON FOR OUR SUMMARY OF THIS SUV.
2024 Hyundai Santa Fe Calligraphy – Specifications
| Vehicle Type | Hybrid SUV |
| Starting Price | $104,990 |
| Price as Tested | $104,990 |
| Engine | 1.6-litre 4-cylinder turbo-petrol hybrid |
| Power, Torque kW/Nm | 172/367 (petrol-electric combined) |
| Transmission | 6-speed automatic |
| Spare Wheel | Full-size |
| Kerb Weight, Kg | 1,842 |
| Length x Width x Height mm | 4,830 x 1,900 x 1,770 |
| Boot Space / Cargo Capacity, Litres (seats up/seats down) | 992 / 1,949 (3rd row seats down / 2nd and 3rd row seats down) |
| Fuel tank capacity, litres | 67 |
| Fuel Economy, L/100km | Advertised Spec – Combined – 6.2 Real-World Test – Combined – 7.7Low Usage: 0-6 / Medium Usage 6-12 / High Usage 12+ |
| Towing Capacity Kg, unbraked/braked | 750/1,650 |
| Turning circle metres | 11.4m Small: 6-10m / Medium 10-12m / Large 12m+ |
| Warranty | 10-year/200,000km anti-perforation corrosion body warranty 8-year/160,000km high voltage battery warranty 3-year/100,000km roadside assistance package |
| Safety information | ANCAP Rating – 5 stars – Link Rightcar.govt.nz – 5 Stars – QNA485 |
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