The 2021–2023 Hyundai Santa Fe TM facelift with the naturally aspirated 2.5 GDi engine and HTRAC all-wheel drive is the sensible, non-turbo version of Hyundai’s two-row midsize SUV. It is not the quickest Santa Fe from this period, but it combines a roomy cabin, a conventional 8-speed automatic transmission, available AWD traction, strong safety equipment, and lower mechanical complexity than the 2.5T dual-clutch models.
This overview focuses on the North American-style 2.5L Smartstream GDI/MPI gasoline model rated at 191 hp, paired with Hyundai’s HTRAC AWD system. Specifications can vary by country, trim, wheel package, tow equipment, and build date, so VIN-specific service data should always be checked before repairs or purchase decisions.
Quick Specs and Notes
- Naturally aspirated 2.5L four-cylinder with dual GDI/MPI injection is simpler and generally calmer than the turbo 2.5T.
- HTRAC AWD adds useful wet-weather and snow traction, with drive and terrain modes but no mechanical locking differential.
- Cabin space, cargo room, standard safety technology, and ride comfort are major strengths for family use.
- Check recall completion, oil-change history, rear camera operation, windshield recall status, and AWD fluid service on used examples.
- Typical normal-service oil interval is 8,000 km / 6 months in Canadian maintenance data; severe-use owners should service more often.
Table of Contents
- Santa Fe TM AWD Profile
- Santa Fe TM 2.5 GDi Specs
- Santa Fe TM Trims and Safety
- Reliability, Issues and Recalls
- Maintenance and Used Buying
- Driving, Performance and Economy
- Compared With Key Rivals
Santa Fe TM AWD Profile
The facelifted TM-generation Santa Fe sits between compact crossovers such as the Tucson and larger three-row SUVs such as the Palisade. In this 2021–2023 form, it is a five-seat midsize crossover with a broad cabin, a large rear cargo area, and a more premium dashboard layout than earlier Santa Fe models. The facelift brought new styling, revised interior controls, expanded driver-assistance equipment, and a new Smartstream engine family.
The exact variant covered here is the non-turbo 2.5 GDi/MPI gasoline model with HTRAC AWD. In North America, this engine was commonly found on lower and mid trims such as SE, SEL, XRT, Essential, Preferred, and comparable market grades. Higher trims such as Limited and Calligraphy often used the stronger 2.5T turbo engine instead, so shoppers must confirm the engine under the hood rather than relying only on trim names.
The 2.5L naturally aspirated engine produces 191 hp at 6,100 rpm and about 247 Nm / 182 lb-ft of torque at 4,000 rpm. Its main appeal is predictability, not excitement. It uses both direct and port fuel injection, which helps balance efficiency, emissions, and intake-valve cleanliness compared with direct injection alone. It is paired with an 8-speed torque-converter automatic transmission, a major practical distinction from the turbocharged 2.5T version that used an 8-speed wet dual-clutch transmission in this generation.
HTRAC AWD is an on-demand all-wheel-drive system. In normal conditions it can run mostly front-biased for efficiency, then send torque rearward when traction, throttle demand, steering angle, or drive mode requires it. It also includes terrain modes on many trims, usually Snow, Mud, and Sand, plus Comfort, Smart, and Sport drive settings. It is useful for winter roads and loose surfaces, but it should not be mistaken for a low-range 4×4 system.
The biggest advantages of this Santa Fe are comfort, safety equipment, interior space, and a relatively straightforward powertrain. The main compromise is performance. With AWD and the 2.5L non-turbo engine, it is adequate for everyday commuting and family use, but loaded highway passing and mountain driving require more throttle and planning than in the turbo, hybrid, or V6-powered rivals.
Santa Fe TM 2.5 GDi Specs
The following figures summarize the 2021–2023 Santa Fe TM facelift with the 2.5L Smartstream GDI/MPI gasoline engine, 8-speed automatic, and HTRAC AWD. Some values differ slightly by model year, market, trim, wheel size, and roof-rail equipment.
| Category | Specification |
|---|---|
| Vehicle | Hyundai Santa Fe TM facelift, 5-door SUV, 5 seats |
| Model years | 2021, 2022, 2023 |
| Engine code/family | Smartstream G2.5 GDI; G4KN family commonly associated with 2.5 GDI applications |
| Engine layout | Inline-4, aluminum block/head, DOHC, 16 valves, 4 valves/cylinder |
| Bore × stroke | 88.5 × 101.5 mm / 3.48 × 4.00 in |
| Displacement | 2.5 L / 2,497 cc / 152.4 cu in |
| Induction | Naturally aspirated |
| Fuel system | Gasoline direct injection plus multi-port injection |
| Compression ratio | 13.0:1 |
| Max power | 191 hp / 143 kW at 6,100 rpm |
| Max torque | 247 Nm / 182 lb-ft at 4,000 rpm |
| Timing drive | Chain |
| Recommended fuel | Regular unleaded gasoline |
| Rated efficiency, AWD | About 9.8 L/100 km combined / 24 mpg US / 28.8 mpg UK; EPA-style city/highway about 22/25 mpg US |
| Real-world 120 km/h highway | Commonly about 9.0–10.5 L/100 km / 22–26 mpg US, depending tyres, wind, load, temperature, and terrain |
| Transmission and driveline | Specification |
|---|---|
| Transmission | 8-speed automatic with torque converter, SHIFTRONIC manual mode |
| Transmission code | A8MF1 commonly listed for 2.5L non-turbo applications |
| Drive type | HTRAC AWD, active on-demand |
| Torque distribution | Normally front-biased; can send torque rearward as needed; AWD lock mode targets stronger low-speed split |
| Differential type | Open front/rear differentials with electronic brake-based traction support; no mechanical locker |
| Terrain modes | Snow, Mud, Sand on equipped models |
| Towing pre-wiring | Market/trim dependent |
| Chassis and dimensions | Specification |
|---|---|
| Front suspension | MacPherson strut with stabilizer bar |
| Rear suspension | Multi-link independent rear suspension |
| Steering | Electric power-assisted rack-and-pinion; exact ratio not consistently published in owner data |
| Brakes | Four-wheel discs with ABS, EBD, ESC; front ventilated and rear solid discs |
| Brake diameter | Commonly listed around 325–345 mm front / 305 mm rear, depending specification source and trim |
| Popular tyre size | 235/60 R18 on many 2.5L AWD trims; 235/55 R19 or 255/45 R20 on some higher packages |
| Wheel size | 18 × 7.5J, 19 × 7.5J, or 20 × 8.5J, depending trim |
| Ground clearance | About 208 mm / 8.2 in in North American data; some markets list 176 mm / 6.9 in |
| Length | 4,785 mm / 188.4 in |
| Width | 1,900 mm / 74.8 in, excluding mirrors |
| Height | About 1,705–1,730 mm / 67.1–68.1 in for 4WD, depending roof rails |
| Wheelbase | 2,765 mm / 108.9 in |
| Turning circle | About 11.4 m / 37.4 ft kerb-to-kerb |
| Curb weight | About 1,723–1,796 kg / 3,799–3,960 lb, depending trim |
| GVWR | About 2,380 kg / 5,247 lb for 2.5 GDI AWD in Canadian owner data |
| Fuel tank | 67 L / 17.7 US gal / 14.7 UK gal |
| Cargo volume | SAE: about 1,032 L / 36.4 ft³ behind second row; 2,041 L / 72.1 ft³ behind first row |
| Performance and capability | Specification |
|---|---|
| 0–100 km/h / 0–62 mph | Approximately 9.8–10.3 seconds in AWD 2.5L form |
| 0–60 mph | Independent tests of similar AWD 2.5L models are typically around 9.3–9.6 seconds |
| Top speed | Usually not advertised in North America; expect roughly 190–195 km/h / 118–121 mph where unrestricted |
| 100–0 km/h braking | Tyre and trim dependent; midsize SUV results commonly sit around 39–43 m / 128–141 ft |
| Towing capacity | North American 2.5L models are generally rated up to 907 kg / 2,000 lb when properly equipped |
| Unbraked towing | Market dependent; often lower and must be checked against local owner manual data |
| Payload | Approximately 580–650 kg / 1,280–1,430 lb depending trim and curb weight |
| Fluids and service capacities | Specification |
|---|---|
| Engine oil | 0W-20 full synthetic, API SN PLUS/SP or suitable later standard; 5.8 L / 6.13 US qt drain and refill |
| Coolant | Phosphate-based ethylene-glycol coolant for aluminum radiator; 7.1 L / 7.5 US qt; typical 50/50 mix unless climate requires otherwise |
| Automatic transmission fluid | Hyundai Genuine ATF SP-IV or approved equivalent; 6.5 L / 6.87 US qt |
| Rear differential oil, AWD | API GL-5 SAE 75W/85 hypoid gear oil; 0.53–0.63 L / 0.56–0.67 US qt |
| Transfer case oil, AWD automatic | API GL-5 SAE 75W/85 hypoid gear oil; 0.62–0.68 L / 0.66–0.72 US qt |
| Brake fluid | DOT 4, as required |
| A/C refrigerant | R-1234yf, about 625 g / 22.05 oz for front A/C system |
| A/C compressor oil | PAG oil, about 100 g / 3.5 oz for front system; higher with rear A/C where equipped |
| Wheel bolt torque | 107–127 Nm / 79–94 lb-ft |
| Oil drain plug torque | Common service reference around 39 Nm / 29 lb-ft; verify by VIN and plug type |
| Safety and assistance | Specification |
|---|---|
| IIHS | 2021 Top Safety Pick with specific headlights; 2022–2023 Top Safety Pick+ depending build/equipment |
| NHTSA | U.S.-market Santa Fe received strong 5-star overall safety results in this generation |
| Euro NCAP | No directly equivalent Euro NCAP rating should be assumed for this North American 2.5 GDI AWD specification |
| Airbags | Typically 6 airbags in Canadian data: front, front side, and side-curtain airbags |
| Child-seat anchors | Two complete rear LATCH/ISOFIX positions plus a center tether provision in IIHS-type data |
| ADAS | Forward Collision-Avoidance Assist, lane keeping, lane following, adaptive cruise, high-beam assist, driver attention warning; blind-spot and rear cross-traffic systems by trim |
Santa Fe TM Trims and Safety
Trim structure varies between the United States, Canada, and other markets, but the 2.5L non-turbo AWD version generally sits in the practical half of the Santa Fe range. In the U.S., SE, SEL, and XRT commonly used the 191 hp 2.5L engine, with AWD optional or included depending trim and package. Limited and Calligraphy more often brought the 2.5T turbo engine, so a buyer looking specifically for this non-turbo model should inspect the window sticker, VIN equipment listing, or engine bay.
In Canada, the comparable layout included Essential and Preferred grades with the 2.5L engine, with HTRAC AWD available or standard depending configuration. The Preferred AWD trim is especially relevant because it combined the naturally aspirated engine with AWD and more daily-use convenience equipment. Hybrid and turbo variants shared the same basic body but used different transmissions, cooling layouts, and maintenance considerations.
Key identifiers include the “2.5” engine designation, the absence of “Turbo” badging, an 8-speed automatic rather than the wet dual-clutch transmission, and trim equipment such as 18-inch wheels on many lower and mid grades. Inside, 8.0-inch infotainment with wireless smartphone projection appeared on many lower trims, while 10.25-inch navigation, premium audio, surround-view cameras, Blind View Monitor, and a digital instrument cluster belonged to higher or package-equipped versions.
Mechanically, the biggest trim-related differences are not engine tuning but wheel size, tyre type, brake specification, towing equipment, lighting, and driver-assistance content. Larger 19- and 20-inch wheels sharpen initial response slightly but can add tyre cost and reduce ride compliance. The 18-inch package is usually the most comfortable and economical to maintain.
Safety equipment is one of this Santa Fe’s strongest points. Forward Collision-Avoidance Assist with pedestrian, cyclist, and junction-turning detection was widely available and standard in many North American configurations. Lane Keeping Assist, Lane Following Assist, Driver Attention Warning, High Beam Assist, rearview camera, stability control, downhill brake control, and tyre-pressure monitoring are also central parts of the package.
The headlight story is important. Some 2021 lower trims had weaker IIHS headlight ratings, while later 2022–2023 reflector LED headlights improved to acceptable in IIHS testing and projector LED units on higher trims rated good. For night driving, rural roads, and older drivers, the better projector LED headlamps are worth seeking.
After windshield replacement, bumper repairs, front camera work, suspension alignment, or collision repairs, ADAS calibration matters. Cameras and radar sensors can appear to function after a repair but still be slightly misaligned. A pre-purchase inspection should confirm that no warning lights are present, lane-centering tracks cleanly, adaptive cruise follows smoothly, and the rear camera display works every time the transmission is shifted to reverse.
Reliability, Issues and Recalls
The 2.5 GDi AWD Santa Fe has a more conservative ownership profile than the 2.5T version because it avoids the turbocharger and wet dual-clutch transmission. That does not make it maintenance-free, but it does reduce the number of expensive high-load components. For used buyers, condition and history matter more than mileage alone.
| Area | Prevalence | Severity | What to watch |
|---|---|---|---|
| Oil level changes or consumption | Occasional | Medium | Low dipstick level, oil smell, owner reports of long intervals |
| DI-related deposits | Occasional | Medium | Rough idle, misfire codes, reduced response; dual injection helps reduce risk |
| 8-speed automatic fluid neglect | Occasional | Medium | Harsh shifts, delayed engagement, poor service history |
| AWD transfer/rear diff fluid neglect | Common on neglected cars | Medium | Binding, humming, fluid seepage, no fluid-service record |
| Rear camera failure recall | Known recall area | Low/medium | Intermittent or blank reverse camera display |
| Tow-hitch harness fire risk | VIN/equipment dependent | High | Dealer-installed or factory tow harness with incomplete campaign |
| Windshield bonding recall | VIN dependent | High | Recall not completed, signs of windshield replacement |
| Suspension/brake corrosion | Climate dependent | Low/medium | Rust-belt cars, seized calipers, noisy links, pitted rotors |
The engine uses a timing chain, not a scheduled timing belt. The chain is not normally replaced at a fixed mileage, but it should be investigated if there is cold-start rattle, cam/crank correlation faults, metal debris in oil, or persistent timing-related diagnostic trouble codes. Regular oil changes are the best protection for the chain, tensioner, and variable valve-timing components.
Oil consumption complaints on modern Hyundai/Kia gasoline engines should be handled carefully. Some oil use can be normal, especially during break-in or sustained high-speed use, but a used Santa Fe should not arrive with a low dipstick, blue smoke, fouled plugs, or a history of ignored oil checks. Short-trip city use can also increase fuel dilution and moisture in the oil, which is one reason severe-use service intervals are sensible for many owners.
The A8MF1-style 8-speed automatic is generally smoother in daily use than the 2.5T dual-clutch unit, but it still benefits from fluid service in severe use. A “filled for life” attitude is risky for vehicles used in heavy traffic, heat, mountains, towing, or winter stop-and-go driving. Shift flare, clunks when selecting Drive or Reverse, or repeated gear hunting should be diagnosed before purchase.
HTRAC AWD is useful but needs clean fluids and matching tyres. All four tyres should be the same size, type, and similar tread depth. Mismatched tyres can stress the AWD coupling and traction-control logic. Listen for rear-end hum, binding on tight turns, and clunks from the prop shaft or rear coupling.
Known recall areas for this generation include rearview camera failures on certain 2021–2022 vehicles, windshield bonding on some 2020–2021 vehicles, occupant-detection issues on certain 2021 vehicles, and tow-hitch harness fire-risk campaigns on some Santa Fe models equipped with affected harnesses. Turbo fuel-line and dual-clutch transmission campaigns should not be automatically applied to this non-turbo 2.5 GDI 8-speed automatic, but a VIN check is still essential because campaigns are build- and equipment-specific.
Before buying, request service records, recall proof, oil-change invoices, any transmission or AWD fluid records, and evidence of proper collision repair. A dealer VIN inquiry is worthwhile because Hyundai service campaigns can include software updates that do not always appear in a generic used-car report.
Maintenance and Used Buying
For this Santa Fe, the best maintenance plan is conservative rather than extreme. The factory schedule provides the baseline, but many vehicles live in severe service without owners realizing it. Frequent short trips, freezing winters, hot summers, dusty roads, mountain driving, towing, heavy traffic, and long idling all justify shorter intervals.
| Service item | Practical interval |
|---|---|
| Engine oil and filter | Factory normal schedule commonly 8,000 km / 6 months in Canadian data; many severe-use owners choose 5,000–6,500 km / 3,000–4,000 miles |
| Tyre rotation | Every 8,000–10,000 km / 5,000–6,000 miles, or with oil service |
| Cabin air filter | Every 12 months, sooner in dusty or pollen-heavy areas |
| Engine air filter | Inspect yearly; replace around 24,000–48,000 km / 15,000–30,000 miles depending conditions |
| Brake inspection | Every service; clean/lubricate slide pins in rust-prone regions |
| Brake fluid | Test regularly; replace about every 2–3 years if moisture content is high |
| Coolant | Follow factory schedule; inspect level and concentration at least yearly |
| Spark plugs | Typically long-life iridium; inspect/replace around 96,000–160,000 km / 60,000–100,000 miles depending market schedule and symptoms |
| Drive belt | First major inspection around 96,000 km / 72 months; then periodic inspection |
| Automatic transmission fluid | Replace around 96,000 km / 60,000 miles under severe-use guidance |
| Rear differential and transfer case oils | Inspect regularly; replace around 48,000–96,000 km / 30,000–60,000 miles for AWD severe use |
| Wheel alignment | Check annually or after pothole impacts, uneven wear, or steering pull |
| 12V battery | Test from year 3 onward; many last 3–5 years depending climate |
Fluid choice matters. The non-turbo 2.5 GDI specifies 0W-20 full synthetic engine oil in the North American owner data, with 5.8 L / 6.13 US qt listed for drain and refill. The automatic transmission calls for ATF SP-IV-type fluid, not dual-clutch fluid. AWD rear differential and transfer case units use GL-5 SAE 75W/85 hypoid gear oil in the published Canadian owner data.
For a used inspection, start cold. Listen for startup rattle, check the exhaust for smoke, and confirm the idle settles smoothly. During the road test, include gentle starts, heavy throttle, steady 80–120 km/h cruising, low-speed parking turns, and a hill if possible. The 8-speed automatic should shift cleanly without a heavy bang into Drive or Reverse.
Look underneath for oil pan seepage, coolant staining, damaged undertrays, cracked exhaust hangers, and signs of impact near the rear differential or transfer case. On rust-belt vehicles, inspect brake backing plates, subframe edges, rear suspension arms, caliper hardware, and fuel/brake line areas. Surface corrosion is normal in salted climates; swelling seams, flaking structural metal, and seized brake components are more serious.
The most desirable examples are usually mid trims with HTRAC AWD, 18-inch wheels, full safety equipment, documented oil changes, and completed recalls. Very large wheels, missing service history, unresolved warning lights, cheap mismatched tyres, and tow-hitch wiring with unknown campaign status should push the price down or justify walking away.
Long-term durability should be solid when the vehicle is serviced correctly. The body, cabin, and chassis are well suited to family use, and the 2.5L non-turbo drivetrain avoids some of the complexity found in the faster turbo model. The ownership verdict depends heavily on maintenance discipline, especially oil, ATF, AWD fluids, tyres, and software/recall completion.
Driving, Performance and Economy
The 2.5 GDI HTRAC AWD Santa Fe drives like a comfort-focused family SUV. Its strongest impressions are space, quietness, visibility, and stability rather than sharp acceleration. The steering is light and predictable, the suspension absorbs rough urban roads well, and the body remains composed enough for highway travel. It is not sporty, but it feels secure.
The naturally aspirated engine is smooth at light throttle and works well in city driving when the vehicle is lightly loaded. The issue is torque. Peak torque arrives at 4,000 rpm, so the engine needs revs for hills, merging, and passing. The transmission usually tries to keep revs low for economy, then downshifts when more power is requested. This makes the Santa Fe relaxed most of the time but noticeably louder when pushed.
Compared with the 2.5T, the non-turbo model feels much slower. That is not a flaw for every buyer. The torque-converter automatic is easier to live with in crawling traffic and parking manoeuvres, and it avoids the low-speed clutch engagement feel that can appear in dual-clutch designs. For owners who value smoothness and lower complexity over acceleration, the 2.5 GDI is the better match.
Ride quality is best on 18-inch wheels. Larger wheels fill the arches nicely and can sharpen turn-in, but they also add tyre cost and transmit more impact harshness. Cabin noise is well controlled for the class, although coarse pavement, roof racks, winter tyres, and crosswinds can raise highway noise. Braking feel is progressive, and the vehicle is stable under moderate braking, but repeated hard stops with a full load will expose its weight.
Real-world efficiency is reasonable rather than outstanding. In city use, expect roughly 10.5–12.5 L/100 km / 19–22 mpg US depending traffic and temperature. At steady highway speeds around 100 km/h / 62 mph, the Santa Fe can often return around 8.0–9.2 L/100 km / 26–29 mpg US. At 120 km/h / 75 mph, a more realistic figure is 9.0–10.5 L/100 km / 22–26 mpg US. Cold weather, winter tyres, roof boxes, short trips, and remote-start warmups can worsen consumption noticeably.
HTRAC AWD improves confidence on wet and snowy roads, especially with quality tyres. In Snow mode the throttle and torque distribution become more cautious, which helps smooth starts on slippery surfaces. Sport mode makes the powertrain more responsive and can send more torque rearward, but it does not transform the Santa Fe into a performance SUV.
For towing, the 2.5L AWD Santa Fe is best limited to light trailers, small utility loads, bikes, or compact recreational gear. The 2,000 lb rating is useful, but power reserves are modest. Under load, expect longer passing distances, higher fuel consumption, and more transmission activity on grades. Good trailer brakes, correct tongue weight, and fresh transmission/AWD fluids matter more than peak power.
Compared With Key Rivals
The 2021–2023 Santa Fe 2.5 GDI HTRAC AWD competes with two-row midsize SUVs and larger compact crossovers. Its closest rivals include the Honda Passport, Toyota Venza, Subaru Outback, Ford Edge, Kia Sorento, Nissan Murano, Mazda CX-5/CX-50, and Volkswagen Tiguan in some markets. It also overlaps with Hyundai’s own Tucson and Palisade.
Against the Honda Passport, the Santa Fe is more efficient and usually less expensive, but the Passport’s V6 offers far stronger acceleration and towing confidence. The Honda is the better choice for heavy loads and frequent mountain driving. The Hyundai is easier to justify for commuting, family errands, and buyers who want strong safety tech without a large SUV footprint.
Compared with the Toyota Venza, the Santa Fe 2.5 GDI is roomier and more conventional, while the Venza hybrid is far more efficient. The Toyota suits buyers who prioritize fuel economy and long-term hybrid smoothness. The Santa Fe offers more cargo flexibility and a less specialized ownership experience.
The Subaru Outback is a strong alternative for rough-weather regions. It has standard AWD, excellent ground clearance, and wagon-like cargo practicality. The Santa Fe counters with a taller seating position, quieter cabin feel, and a more SUV-like interior. The Subaru’s base engine is also modest, so neither vehicle is quick unless upgraded.
The Ford Edge offers stronger turbocharged torque in many versions and a broad cabin, but its interior and infotainment experience vary heavily by year and trim. The Santa Fe feels newer inside during this period and generally provides a more polished safety-equipment package.
The Kia Sorento is mechanically related in places but packaged differently. It offers three-row seating in a similar footprint, which can be useful for occasional extra passengers. The Santa Fe is better if the priority is second-row comfort and cargo space rather than a small third row.
The most important internal comparison is with the Santa Fe 2.5T and Santa Fe Hybrid. The 2.5T is much quicker and feels more premium in higher trims, but it brings turbo and DCT complexity. The Hybrid is more efficient and often more responsive around town, but used prices can be higher and hybrid-specific checks apply. The 2.5 GDI HTRAC AWD is the straightforward option: not exciting, but roomy, safe, comfortable, and easier to own when properly maintained.
References
- 2. Vehicle Information and Reporting Safety Defects 2022 (Owner’s Manual)
- 9. Maintenance 2021 (Owner’s Manual)
- 2023 Hyundai Santa Fe 2023 (Fuel Economy)
- 2023 Hyundai Santa Fe 2023 (Safety Rating)
- Hyundai – Recalls 2026 (Recall Database)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, inspection, or service documentation. Specifications, torque values, service intervals, fluids, procedures, recalls, and equipment can vary by VIN, market, trim, build date, and installed options. Always verify critical information against the official owner’s manual, service manual, dealer records, and VIN-specific manufacturer data before maintenance, repair, towing, or purchase decisions.
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