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What's the difference?
Hyundai has launched the new-generation Santa Fe and it’s new alright.
It looks nothing like its predecessor and features a bunch of new technology, styling and a hybrid powertrain that rivals its cousin, the Kia Sorento, and the popular Toyota Kluger.
This larger model is now a true seven-seater and has some cool family features which should entice new fans but what will old fans think of all of the changes?
Kia has released the newly updated Niro, which is the smaller and less sporty sibling to Kia’s popular, EV6. As far as EVs go, it has a decent driving range and specs that should entice first-time electric vehicle owners to dip their toes into the EV pool.
However, the updated model does come with a price hike… which might not excite a budget-conscious buyer, especially with such affordable competitors like the MG ZS EV and Hyundai Kona Electric also available.
I’ve been hanging in it for a week with my family of three to see how it handles!
The new Santa Fe Hybrid FWD has a few tricks up its sleeve that will entice new and old fans alike. Its bigger shape makes it a proper seven-seater now and its robust features should make it appealing for families wanting a well-specified family vehicle.
The higher price point might not appeal as much but it’s still fairly well-priced compared to its rivals. It loses points for not being efficient for a hybrid.
My husband hates the intrusive safety features but my son really likes all of the amenities in the rear rows. He's been comfy!
The Kia Niro S Electric is a solid little SUV that has decent space inside and some nice specs, but it's more expensive than its nearest rivals. The EV powertrain can take a little getting used to and I would have liked a smoother ride, but the 460km driving range is good.
For first-time EV owners, this wouldn’t be a bad option if you wanted to dip your toes in the water but it will suit urban dwellers and smaller families, like mine, best. This gets a 7.5/10 from me.
My son wasn’t in love with this one. Not enough buttons for him to press and he did comment on how bumpy the ride was in the back. He gives it a 6.0/10.
The new-gen Santa Fe looks nothing like its predecessor. The outgoing model was a slimline and rather compact SUV, with a third row that was 100 per cent for kids only.
The new model is squared, extra-large and features a bunch of 'H' logo styling accents - in the LED lights, grille and rear panelling, as well as the air vent design in the dashboard.
The windows are large and the rear reminds you of a Pixar mum... IYKYK. You’re either going to like it or you won’t. The design is bold and stands out but it might be a bit too boxy for me to call it good-looking.
The interior looks completely different, too, with a dashboard headlined by dual 12.3-inch technology screens. The dash is also quite squared-off in its design, which complements the car's robust external looks. Everything is large but well-proportioned inside.
While you get leather on the higher grades, the base model sports cloth seats with tartan accent panels but it's a design that grows on you. It's also nice that the seats feature something interesting to look at, as base models tend to only get basic-looking black cloth.
The only issue that might pop up is that cloth is harder to clean when you have little ones around.
It’s a compact SUV with a footprint that's 4420mm long, 1825mm wide and 1570mm tall. But while small, I wouldn’t call it cute. It’s boxier than its sibling and without any of the swoopy design elements that make the EV6 look cool.
I do like the way the two-tone body panelling, which is seen most prominently on the C-pillar, breaks up the ‘blocky-ness’ and creates areas of interest. As do the high-mounted rear LED lights.
Speaking of lights, the base model makes do with halogen headlights, which unfortunately stand out against the LED daytime-running lights. You’ll notice the dimmer light at night, too.
The 17-inch alloy wheels are thick for better aerodynamics but the clever two-tone colouring stops them from looking unfashionable.
The interior has a lot style cred with the curvature of the door panelling blending in almost seamlessly with the dashboard.
The gently sloping panelling that houses the multimedia systems and switchable touchscreen interface for the controls creates a very pleasing cabin space.
There are some harder plastics mixed in here but enough soft touchpoints that you won’t be bothered by them.
The boxier and larger shape of the new Santa Fe means the cabin is practical for most families.
The cabin up front is spacious with plenty of leg-, head- and elbow-room even when you have a full carload of people.
The middle row is wide, which means it's easy to fit adults and child seats plus the floor is flat. Middle seaters will be very comfortable on a long journey.
The third row is now a proper third row and surprisingly comfy for an adult. I'm only 168cm tall but had plenty of leg- and headroom. However, if you had a car full of adults, you might have to get Tetris-ey with seat positioning.
Individual storage is excellent for the class and there are a total of 12 cupholders throughout the car, with six of them in the middle row. There is a drink bottle holder in each door, and the front also gets large storage bins.
In the front row there are two glove boxes, a shallow storage shelf in the dashboard, an extra-large middle console (with removeable shelf) and a drawer middle rowers can access.
On top of that you get a large centre console with two dedicated phone spots and a large undershelf storage area (which fits two handbags).
Amenities throughout are great with heated front seats, two USB-C ports and reading lights per row, directional air vents in the rear rows and the third row enjoys individual fan control, as well.
Technology is well-rounded and the multimedia system is fairly easy to use but it may take a while to get used to all the customisations available. There are enough buttons, dials and touchpads to satisfy those who like that sort of thing and the digital instrument cluster is easy-to-read.
The wireless Apple CarPlay is simple to connect to and maintains the link, which is great. There's also wireless Android Auto as well as Bluetooth connectivity. Despite a 'Map' button there's no built-in satellite navigation and you have to rely on your smart phone's navigation app.
Another practical element delivered by the new larger shape is a very large boot aperture, which makes it easy to slide bigger items in and out. With the third row folded, you get 628L of capacity but you can bump it to 1949L with all rear rows folded.
The boot features a level loading space, retractable cargo cover and a powered tailgate. The tailgate is massive and also provides ample rain cover - perfect for when you have to do nappy changes on a road trip with the kiddies.
And the biggest feature of all - you can fit five child seats in this model because it has five top-tether points and four ISOFIX child seat mounts! Hurrah for large families.
It’s surprisingly roomy inside and all passengers will enjoy decent leg and headroom, but taller passengers will find the backseat cosier than the front.
As such, two child seats will fit best but you do have ISOFIX child seat mounts on the outboard positions and three top-tether points, if you need them.
The synthetic leather/cloth seat trim cleans well and is nice to touch. The seats themselves, front and rear, are well-padded and super comfortable.
The backs of the front seats can double as coat hangers and have hardened kickplates, which are always practical for little feet.
The front row gets the most amenities and tech. The 8.0-inch touchscreen multimedia system has clear graphics but is different to other Kia’s I’ve sampled recently. It seems to have been simplified but you’ll get used to it quickly.
There are plenty of charging options available, too, with a USB-A and C port, plus a 12-volt socket. Not needing a cable for the wireless Apple CarPlay is a bonus, too!
The front row also has the most storage space with two retractable cupholders, dedicated phone tray, glove box, middle console and skinny drink bottle holders in each door.
Back seat passengers enjoy two USB-C ports, reading lights, drink bottle holders in each door plus an armrest with two cupholders. As well as, a standard three-pin socket in case you need to run electrical gear or charge anything up on the go.
The windows are wide and offer good visibility but I really like the 150mm ground clearance. It was super easy for my six-year old to climb in and out, plus he got a good view this week!
The boot is good for this size SUV with 475L of capacity available. It does look more like a hatchback, because while you can readjust the floor to sit lower, the back still slopes up.
However, it was fine for my weekly grocery and school run. The 'frunk' storage is small at 20L, which is just big enough for a charging cable.
You don’t get a spare wheel but you do get a puncture repair kit. And being the base model, it’s not a powered tailgate but it’s not heavy to close.
There are three Santa Fe variants with the base model having the option of front-wheel drive or all-wheel drive. The model on test for this review is the base FWD hybrid variant which is priced from $55,500, before on road costs.
This makes it almost $10K more than the model it replaces but compared to its rivals, it's the most affordable. The closest rival is the Toyota Kluger GX hybrid at $60,920 MSRP and then the Kia Sorento GT-Line Hybrid FWD at $70,330 MSRP.
Despite being a base model, the Hybrid FWD is well-specified and comes with lots of standard features and some luxury highlights are the heated front seats, powered driver's seat (with adjustable lumbar support), rear privacy glass and a suite of LED external lights.
Practical features include keyless entry, push-button start, a powered tailgate, remote start (via the key fob), a full-size spare wheel, three drive modes ('Eco', 'Sport' and 'My Drive') and dual-zone climate control.
Technology is robust throughout the car and the base model comes with dual 12.3-inch technology screens, wireless Apple CarPlay and Android Auto, the Hyundai 'Bluelink' app, over the air updates, Bluetooth connectivity, a wireless charging pad, six USB-C ports and two 12-volt sockets.
Bluelink connected car services brings features like ‘Automatic Collision Notification’ an emergency call (SOS) function, geo-fencing, valet, speed and time alerts and more.
There are two variants for the Niro, our base model, the S, and the range-topper GT-Line.
Despite being the base model, the Niro S will still set you back $65,300, before on-road costs. Which makes it about $5K dearer than the equivalent Kona Electric, and $20K more expensive than the ZS EV.
There is a hybrid Niro (also available in two grades), if you’re not quite ready to commit to a full EV life. The price isn’t as eye-watering, either, being just $44,380, before on-road costs.
The Niro is well-specified, though, and the driver will enjoy an electric seat with adjustable lumbar support while the passenger side remains manual.
The regenerative braking is customisable (levels 0-3), there’s an 'iPedal' function, a dual-zone climate system, reversing camera and the backs of the front seats even double as coat hangers.
The tech is also good, with an 8.0-inch touchscreen multimedia system, 10.25-inch digital instrument panel plus wireless Apple CarPlay and wired Android Auto all coming as standard equipment. More on the tech below.
The Hybrid FWD features a hybrid powertrain that combines an electric motor with a 1.6-litre four-cylinder turbo-petrol engine.
They combine to produce 172kW of power and 367Nm of torque. This replaces the diesel and V6 petrol engines of the previous model, which fans may see as a sad passing.
This particular variant has a front-wheel drive drivetrain and a six-speed auto transmission, which is mostly smooth.
The Niro is a full EV and has a front-wheel drive drivetrain with a maximum output of 150kW/255Nm. It’s not as powerful as its stablemate and only has the single-motor which is powered by a 64.8kWh lithium-ion battery but going from 0-100km/h can still be achieved in 7.8 seconds. With specs like those, this is most suited for an urban setting.
The official combined fuel-cycle consumption figure is a low 5.6/100km and my real-world usage came out at 11.1L/100km!
Now, a special note for this section. My consumption figure could be a result of my particular driving style and the fact that I do so much open-roading. That's when a hybrid is at its least efficient. So bare that in mind, but that figure is surprising and disappointing.
Based on the official combined fuel cycle and 65L fuel tank, expect a theoretical driving range of up to 1196km which is great for families who like to do big road trips.
Such is the EV life but you can’t escape the charging.
The onboard DC charger has up to 85kW of capacity and that means on a 50kW fast charger station, you can get from 10 to 80 per cent in 65 minutes.
However, if plugged into a 350kW ultra-fast charger, you’ll only save 22 minutes because it can’t accept that faster speed.
On a 7.5kW system, you’ll go from 10 to 80 per cent in approximately nine hours, 25 minutes. On an 11kW, you’ll see that figure drop to six hours, 20 minutes.
The charging port is a Type 2 (CCS Combo2) and the car comes with an emergency charging cable that can plug into a standard three-pin domestic socket, if needed.
However, it’s slow going and you’re looking at a wait time of up to 27 hours, 30 minutes to get to a full charge. All other cables cost extra.
The official kWh/100km consumption is 16.2kWh and my average on-test figure was 14.3kWh after a mix of urban and open-road driving.
However, I did see figures getting closer to 20kWh on longer trips. Still, I would consider my average to be efficient.
The Niro S has a driving range of up to 460km (WLTP).
The new Santa Fe doesn’t let you forget its new dimensions and if you’re too quick to accelerate from a full stop, the FWD reminds you by losing a bit of traction.
Power delivery is good, though, and you can easily keep up with traffic or overtake when you need to. The switch between electric and petrol components is very smooth, which is not always the case with a hybrid.
The suspension is firm enough to feel the road surface but it’s cushioned enough that a long journey is pretty comfortable. Cabin noise is at a minimum, no matter the speed, which makes the driving feel quite refined.
Steering can feel a little spongy at lower speeds but its agile on the highway.
The new Santa Fe has a great 360-degree view camera system that is super clear but it is a unit to manouevre and it fills out a space. In a tight car park, it can feel big to move around.
This is a pretty simple car to drive but it doesn’t feel as fun as some other EVs I’ve driven. It can even feel sluggish when you accelerate from a full stop and that makes it feel laggy in stop/start traffic.
Once you’re on your way, the acceleration is fairly responsive. You feel confident overtaking on the open road, too.
The car feels connected to the road with minimal shuddering through the steering wheel. The car responds in a timely manner when you have to make sudden moves, which I like.
Sometimes, the lane keeping aids make it feel jerky and I turned it off in some situations.
The regen braking delivers a big physical presence like the EV6 but isn’t as refined and can feel almost ‘bunny hoppy’ at times.
You can customise it up to four levels, zero being low regen and four being the iPedal. I’m not overly fond of the iPedal, so didn’t use it that much this week and kept it at level 3.
You do have to change up how you drive an EV, so this wasn’t that surprising and something I’m sure you’d get used to.
The ride comfort is pretty mixed. Around town, it’s good but there’s quite a bit of passenger movement in this. You kinda feel like you’re bobbing along sometimes, which is jolting.
You also feel the road but the seats are so comfortable, they stop it from feeling too rough.
Surprisingly, the cabin gets very loud with wind and road noise. You can still chat but you won’t forget that it’s there, which is a shame.
I didn’t notice much difference between the drive modes, so it was kept on 'Normal', too.
This is very easy to park! It’s a good size for even a tight car park with a 10.6m turning circle and the reversing camera is super clear, which is great.
However, I would have liked to have seen front parking sensors, as well as the rear sensors. You can get them on the GT-line though.
At the time of writing the new Santa Fe hadn’t been assessed by ANCAP, so it is unrated but it does feature a hefty safety features list that rivals a lot of competitors. It also has 10 airbags which is great for a family car.
Standard items include blind-spot monitoring, LED lights, driver attention alert, leading vehicle departure alert, safe exit assist, rear occupant alert (first two rows only), rear collision warning, forward collision warning, rear cross-traffic alert, lane departure alert and lane keeping aid.
There's also lane following assist, traffic sign recognition, an intelligent seatbelt warning (first two rows only), adaptive cruise control (with start/stop), the 360-degree view camera system and front and rear parking sensors.
It's also nice to see the blind-spot view monitor on the base model, which is a system that pops a video feed of your blind spot onto your dashboard.
However, some of the safety features, like the driver attention monitor and traffic sign recognition, are very intrusive to daily driving. If you could permanently disable the sound alert, it would be a lot more enjoyable to drive.
The Niro EV S has a good list of safety features, with the following being standard: LED daytime running lights, lane departure alert, lane keeping aid, blind-spot monitoring, rear cross-traffic alert, a reversing camera (with dynamic guidelines), rear parking sensors, driver fatigue alert, check rear occupant alert and adaptive cruise control (with stop/go function).
It has auto emergency braking with car, pedestrian and cyclist detection as well as junction turning assist, which is operational from 5.0-85km/h.
The Niro was recently awarded a maximum five-star ANCAP safety rating in 2022. It has eight airbags and that does include the newer front centre airbag.
There are ISOFIX child seat mounts on the rear outboard seats and three top tethers, but two seats will fit best. And while there will be room for a 0-4 rearward facing child seat, it will encroach on front passenger comfort.
The new Santa Fe comes with a five-year/unlimited km warranty, which is a normal term for the class.
You can pre-purchase servicing plans. Three-year or up to 30,000km is $1487 (averaging $495 per service).
Four years or up to 40,000km is $1946 (averaging $486.50 per service) and five years or up to 50,000km is $2405 (averaging $481 per service).
All plans are competitive for the class but servicing intervals are a bit annoying at every 12 months or 10,000km, whichever occurs first rather than the more common 12 months/15,000 period.
The ongoing costs are great on the Niro. It comes with Kia’s ‘better-than-average-for-the-market’ seven-year/150,000km warranty, which also covers the battery.
You get a seven-year capped-price servicing plan and services average $250 per year, which is good.
Servicing intervals are more in line with a petrol car at every 12 months or 15,000km. It’s usual to see those intervals doubled on an EV but it’s still reasonable.