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By Jonathan Crouch

In MK5 form, the Hyundai Santa Fe Plug-in Hybrid has been revitalised. Jonathan Crouch drives it.

Ten Second Reviewword count: 47

This fifth generation Hyundai Santa Fe Plug-in Hybrid manages to build three seating rows into a package that gives you most of what you get from a really large seven-seat family SUV - for not much more than the price of a mid-sized model in this segment.

Backgroundword count: 127

It wasn't long ago that Hyundai's very biggest SUV, the Santa Fe, was primarily associated with diesel power. Since 2021 though, it's been available only as a Hybrid or a PHEV and that policy has been continued with the fifth generation model we look at in Plug-in Hybrid form here. Like the last generation Santa Fe, the PHEV version of this one benefits greatly from the fact that this car is significantly bigger than most sub-£60,000 family-sized SUVs you could choose. This means that unlike rivals, who often have to forego a third seating row in order to cram in Plug-in Hybrid tech, the Santa Fe PHEV can seat seven and now does so with avant-garde styling that will really get them talking on the school run.

Driving Experienceword count: 459

Not many PHEVs these days (except this model's near identically-engineered Sorento cousin) still retain a battery just 13.8kWh in size: and that really hurts this Hyundai when it comes to EV range - AER-rated at just 33.6 miles. Which is about half what you'd get from the VW Group models in this segment (though admittedly, they can't be had with seven seats). The PHEV comes with mandatory 4WD and gets a power hike over the Hybrid (to 253PS) to compensate for its extra weight, though because the 265Nm torque figure remains the same as the HEV, there's no real performance benefit - rest to 62mph takes 9.3s. With both powertrains, brake regen paddles are provided behind the steering wheel, though the stronger settings aren't that strong. And there's a fascia button to switch between EV and HEV drive for when the battery will stand it (though no option to save EV range until later in your trip). Since air suspension can't be justified at this price point, for car makers, getting the ride quality right in a big SUV at this price point can be problematic; it needs to be supple for ride comfort, but not to the point where the vehicle corners like a Channel ferry in a choppy sea. We think Hyundai's judged the balance pretty well here, though pot holes and speed humps are still quite keenly felt. As is the note of the engine under harsh acceleration. It settles down a lot at cruising speeds though, which makes the Santa Fe a pleasant long-journeying companion, aided by a 'Highway Drive Assist' system that can maintain a set speed while providing steering assistance on curved sections of highway. For that kind of cruising, you'll probably be leaving the car in the most frugal of the three provided 'Drive' modes - 'Eco'; the others are 'Sport' (which perks things up quite noticeably) and a 'MyDrive' setting, basically an auto mode that sorts everything out for you. More 'Terrain'-branded drive modes are available if you've selected an all-wheel drive Santa Fe - 'Snow', 'Mud' and 'Sand'. As with the previous generation model, these work with the 4WD system's 'HTRAC' set-up, which apportions torque in varying quantities between the axles depending on the traction available, at the same time as braking individual wheels in search of better grip. As usual though with a car of this class, there's not really enough ride height to venture anywhere too gnarly, so the 'Terrain' side of the drive mode dial will probably remain largely unused. It might be useful though if you were towing on a slippery surface, though that's an unlikely eventuality with a Santa Fe which, thanks to its hybrid petrol powertrains can tug along just 1,110kgs of braked weight.

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