The facelifted Hyundai Santa Fe TM with the 2.5 T-GDi engine is one of the stronger versions of Hyundai’s two-row midsize SUV from the 2021–2023 period. It combines a turbocharged Smartstream petrol engine, an eight-speed wet dual-clutch transmission, and HTRAC all-wheel drive, giving it a useful blend of family practicality, strong overtaking performance, winter traction, and near-luxury equipment in higher trims.
Its appeal is not just the power figure. The cabin is roomy, the cargo area is genuinely useful, and the safety equipment is competitive for the period. The main ownership question is the driveline: the 2.5 T-GDi is quick and generally robust when maintained correctly, but the wet DCT and some VIN-specific campaigns make service history and recall completion especially important on used examples.
Quick Specs and Notes
- Strong turbo torque, HTRAC AWD, and a wet eight-speed DCT make this Santa Fe feel quicker than most family SUVs in the class.
- Practical five-seat layout, large rear cargo area, and available Limited/Calligraphy equipment give it strong daily-use value.
- Safety equipment is a major advantage, with strong IIHS results and broad Hyundai SmartSense availability.
- Used buyers should verify DCT recall completion, fuel-system campaigns, tow-hitch wiring status, and full service records by VIN.
- Typical Canadian maintenance schedules list synthetic oil and filter service every 8,000 km or 6 months; spark plugs are listed at 72,000 km.
Table of Contents
- Santa Fe TM Turbo AWD Profile
- Santa Fe TM Technical Specs
- Santa Fe TM Trims and Safety
- Reliability Issues and Recalls
- Maintenance and Used Buying
- Driving Performance and Efficiency
- Rival Comparisons and Verdict
Santa Fe TM Turbo AWD Profile
The 2021–2023 Hyundai Santa Fe TM facelift sits in the fourth-generation Santa Fe family, but it is more than a cosmetic update. Hyundai revised the structure, cabin, powertrains, infotainment, safety systems, and trim strategy for the facelift period. In North America, the 2.5 T-GDi replaced the earlier 2.0-liter turbo and became the performance-oriented petrol choice, usually found on higher trims such as Limited and Calligraphy.
This version uses Hyundai’s Smartstream G2.5 T-GDi four-cylinder petrol engine, often associated with the G4KP engine family. It is a transverse inline-four with turbocharging, direct and port fuel injection, dual overhead camshafts, and four valves per cylinder. Output is commonly listed as 277 hp, or 281 PS depending on measurement convention, with 422 Nm of torque. In practical use, the torque matters more than the peak horsepower: the Santa Fe pulls strongly from low-to-mid revs, feels relaxed on highways, and does not need constant downshifts when loaded.
HTRAC AWD is Hyundai’s active on-demand all-wheel-drive system. It normally behaves like a front-biased crossover system, then sends torque rearward when traction, throttle position, steering angle, drive mode, or wheel-speed differences call for it. It is not a low-range off-road system, but for wet roads, snow, gravel lanes, and steep driveways it adds meaningful confidence over front-wheel drive.
The eight-speed wet dual-clutch transmission is central to the driving character. Compared with a dry DCT, the wet-clutch design is better suited to higher torque and heat load. Compared with a conventional torque-converter automatic, it can shift quickly and help efficiency, but it also requires correct fluid, software, and driving habits. Creeping in heavy traffic, repeated hill starts, towing in hot weather, and neglected service can expose roughness or heat-related behavior more than steady highway driving.
As a used purchase, this Santa Fe makes the most sense for buyers who want a comfortable, well-equipped, powerful two-row SUV rather than a three-row family hauler. It offers more cabin space and towing capacity than many compact crossovers, but it is easier to park and live with than larger midsize SUVs. The sweet spot is a well-documented Limited AWD or Calligraphy AWD with completed campaigns, matching tyres, clean fluid history, and no driveline hesitation during a cold and hot test drive.
Santa Fe TM Technical Specs
Specifications vary by country, trim, tyre package, emissions equipment, and production date. The figures below describe the 2021–2023 Santa Fe TM facelift with the 2.5 T-GDi petrol engine, HTRAC AWD, and eight-speed wet DCT, using North American and closely related factory data where available.
| Item | Hyundai Santa Fe TM 2.5 T-GDi HTRAC AWD |
|---|---|
| Engine code / family | Smartstream G2.5 T-GDi, commonly associated with G4KP |
| Engine layout | Inline-4, 4 cylinders, DOHC, 4 valves per cylinder, 16 valves total |
| Bore × stroke | 88.5 × 101.5 mm (3.48 × 4.00 in) |
| Displacement | 2.5 L, 2,497 cc |
| Induction | Turbocharged petrol |
| Fuel system | GDI + MPI, direct and multi-port injection |
| Compression ratio | 10.0:1 for this SUV application |
| Max power | 277 hp (207 kW) at about 6,000 rpm; also listed as 281 PS in some markets |
| Max torque | 422 Nm (311 lb-ft) at about 3,500 rpm, with broad mid-range delivery |
| Timing drive | Timing chain |
| Rated efficiency | About 9.8 L/100 km combined, 21/28/24 mpg US city/highway/combined, or about 25/34/29 mpg UK |
| Real highway at 120 km/h | Typically about 9.0–10.5 L/100 km (22–26 mpg US), depending on tyres, temperature, load, and wind |
| Item | Specification |
|---|---|
| Transmission | Eight-speed wet dual-clutch automatic, D8LF1 family, push-button shift-by-wire on many trims |
| Drive type | HTRAC active on-demand AWD |
| Differentials | Open front/rear hardware with electronic traction and stability control intervention |
| Suspension | Front MacPherson strut; rear multi-link independent |
| Steering | Electric power-assisted rack-and-pinion |
| Brakes | Ventilated front discs, about 345 mm (13.6 in) on 2.5T; solid rear discs, about 305 mm (12.0 in) |
| Popular tyre sizes | 235/60 R18, 235/55 R19, and 255/45 R20 depending on trim; 255/45 R20 is common on Calligraphy |
| Ground clearance | About 208 mm (8.2 in) |
| Length / width / height | 4,785 / 1,900 / about 1,705–1,730 mm (188.4 / 74.8 / 67.1–68.1 in), depending on roof rails |
| Wheelbase | 2,765 mm (108.9 in) |
| Turning circle | About 11.4 m (37.4 ft) kerb-to-kerb |
| Curb weight | Typically about 1,840–1,910 kg (4,050–4,210 lb), depending on trim and equipment |
| GVWR | About 2,430 kg (5,357 lb) for 2.5 T-GDi AWD in Canadian documentation |
| Fuel tank | 67 L (17.7 US gal / 14.7 UK gal) |
| Cargo volume | SAE: 1,032 L (36.4 ft³) behind second row; 2,041 L (72.1 ft³) behind first row |
| Towing capacity | Up to 1,588 kg (3,500 lb) braked when properly equipped; about 750 kg (1,650 lb) unbraked in many markets |
| Payload | Approx. 520–590 kg (1,150–1,300 lb), depending on curb weight and trim equipment |
| Item | Typical figure or specification |
|---|---|
| 0–100 km/h | About 6.2–6.6 seconds, depending on test method, tyres, load, and launch conditions |
| 0–60 mph | About 6.0 seconds in independent testing for a 2.5T AWD Calligraphy |
| Top speed | About 210 km/h (130 mph), market dependent |
| Braking distance | About 36 m from 100–0 km/h, or roughly 117 ft from 60–0 mph, depending on tyres and surface |
| Engine oil | 5.8 L (6.13 US qt), API SN PLUS/SP or ILSAC GF-6, SAE 0W-30 full synthetic |
| Coolant | 7.73 L (8.17 US qt), phosphate-based ethylene glycol coolant for aluminum engines; use correct mix for climate |
| DCT gear oil | 3.3–3.4 L (3.49–3.59 US qt), SAE 70W, API GL-4, WDGO-1 specification |
| DCT control oil | 2.45–2.50 L (2.59–2.64 US qt), SAE 70W, API GL-4, WDHO-1 specification |
| Rear differential oil | 0.53–0.63 L (0.56–0.67 US qt), API GL-5 SAE 75W/85 hypoid gear oil |
| Transfer case oil | 0.48–0.52 L (0.51–0.55 US qt) for DCT AWD configuration |
| A/C refrigerant | R-1234yf, about 625 g (22.05 oz) ± 25 g |
| A/C compressor oil | PAG, about 100 g (3.5 oz) ± 10 g for front A/C system |
| Key torque specs | Wheel bolts 107–127 Nm (79–94 lb-ft); oil drain plug commonly about 34–44 Nm (25–33 lb-ft), verify by VIN and pan type |
| System or rating | Notes for 2021–2023 Santa Fe TM |
|---|---|
| IIHS | Strong crashworthiness results across 2019–2023 TM models; 2021 Top Safety Pick with specific headlights; 2022–2023 Top Safety Pick+ applies to vehicles built after July 2021 |
| Headlight rating | Varies by trim, option, and build date; some are Good, while lower or earlier setups may rate lower |
| Euro NCAP / ANCAP context | TM-generation Santa Fe petrol/diesel variants received strong five-star results in earlier assessments, but applicability depends on market and equipment |
| ADAS suite | AEB, pedestrian/cyclist detection on many trims, lane keeping/lane following, smart cruise, blind-spot systems, rear cross-traffic systems, safe exit assist, and parking aids vary by trim |
| Child-seat provisions | Two-row, five-seat layout with ISOFIX/LATCH-type child-seat anchor provisions depending on market |
Santa Fe TM Trims and Safety
For the 2021–2023 period, the 2.5 T-GDi was generally tied to higher equipment levels. In the United States, the naturally aspirated 2.5-liter engine handled lower trims such as SE and SEL, while the turbocharged 2.5 T-GDi was commonly associated with Limited and Calligraphy. In some markets, trim names differ, but the same pattern usually applies: the turbo-AWD version is the more expensive, more powerful, better-equipped Santa Fe.
The key mechanical identifier is not just the engine badge. A correct 2.5 T-GDi HTRAC AWD example should have the turbocharged Smartstream engine, the eight-speed wet DCT, AWD hardware, and the higher towing rating when properly equipped. The build sheet, window sticker, VIN decode, and under-hood emissions label are more reliable than exterior badging alone, especially because dealer listings can confuse the 2.5 GDI and 2.5 T-GDi engines.
Limited models generally offer the best value when bought used. They often include leather upholstery, larger infotainment, digital or partly digital instrumentation depending on year and market, smart cruise control, surround-view or enhanced parking aids on some builds, power tailgate, and upgraded driver assistance. Calligraphy adds a more premium interior presentation, Nappa leather in many markets, unique trim finishes, larger wheels, and more convenience equipment. It feels more upscale, but the 20-inch tyres can add replacement cost and may make the ride slightly firmer.
Year-to-year changes are subtle but important. The 2021 model introduced the facelifted design and new 2.5T/DCT combination. For 2022, Hyundai expanded equipment availability and safety-award eligibility improved for vehicles built after July 2021 because of headlight changes. For 2023, equipment packaging and trim availability continued to shift, with some markets adding or repositioning appearance-focused trims, although those were not always tied to the turbo engine.
Safety is one of the Santa Fe’s stronger arguments. The body structure performed well in IIHS testing, and the TM generation received good ratings in major crashworthiness categories. The practical detail for used buyers is that headlight ratings vary. A vehicle with premium LED headlamps and the right build date may qualify for stronger IIHS award status than a lower-trim or earlier-lighting configuration.
Driver-assistance systems also vary by trim and market. Common systems include forward collision-avoidance assist, lane keeping assist, lane following assist, driver attention warning, blind-spot collision systems, rear cross-traffic collision avoidance, safe exit assist, smart cruise control, and Highway Driving Assist on higher trims. After windshield replacement, front bumper repair, radar removal, suspension work, wheel alignment, or crash repair, ADAS calibration should be checked. A Santa Fe that tracks poorly, gives random lane warnings, or shows radar/camera faults may not simply need “a reset”; it may need correct calibration and a documented repair.
Reliability Issues and Recalls
The 2.5 T-GDi Santa Fe is best judged as a modern, high-output turbo family SUV rather than a simple old-school petrol engine. It can be durable, but it rewards clean oil, correct fluids, completed software updates, and gentle low-speed DCT use. A neglected example can become expensive quickly because the engine, turbo, dual-clutch transmission, AWD hardware, and driver-assist systems all require correct diagnosis.
| Issue | Prevalence / severity | Symptoms | Likely remedy |
|---|---|---|---|
| Eight-speed wet DCT recall or software issue | Occasional, high severity on affected VINs | Rough upshifts, hesitation, warning lights, loss of motive power, DTCs such as P1C2D03 | Dealer TCU update, inspection, and transmission replacement if required by campaign criteria |
| DCT low-speed shudder or clutch heat | Occasional, medium severity | Judder during parking, hill starts, creeping traffic, or trailer manoeuvring | Software/adaptation check, fluid inspection, correct driving technique, further diagnosis if persistent |
| Fuel pipe or high-pressure fuel system campaign | Rare to occasional, high severity if leaking | Fuel smell, visible seepage, warning light, poor running | VIN-specific dealer inspection and replacement or tightening procedure |
| Tow-hitch harness fire-risk recall | VIN/equipment dependent, high severity | Usually no drivability symptom; risk relates to water intrusion in tow-hitch module | Dealer-installed remedy, fuse and harness/module changes as applicable |
| Rear camera failure on certain 2021–2022 vehicles | Occasional, medium severity | No rear camera image, intermittent display, black screen in reverse | Dealer replacement of affected rearview camera assembly |
| Turbo oil-feed or oil-leak concerns on certain builds | Rare, high severity if ignored | Oil smell, smoke, oil drops, low oil level, turbo noise | Immediate inspection, recall/TSB check, replacement of affected pipe or sealing parts |
| Brake corrosion and rotor wear | Common in salted climates, low to medium severity | Pulsation, grinding, seized slide pins, uneven pad wear | Annual brake service, pad/rotor replacement, caliper service if seized |
| Suspension bushings, wheel bearings, alignment wear | Occasional, medium severity | Road noise, cupped tyres, clunks, steering wander | Inspection of bearings, lower arms, alignment, and tyre condition |
The DCT deserves special attention because it is both a selling point and the most important risk area. When healthy, it shifts quickly and suits the turbo engine well. During a used-car test drive, check for smooth engagement from a stop, clean 1–2 and 2–3 shifts, no harsh clunks when selecting Drive or Reverse, no overheating messages, and no hesitation when pulling away after a stop. Test it cold, then again after 20–30 minutes of city driving. A brief DCT feel difference compared with a torque-converter automatic is normal; repeated banging, flare, or delayed engagement is not.
The 2.5 T-GDi engine itself is not known primarily for timing-chain trouble, but chain noise, correlation faults, or extended-start symptoms should still be diagnosed properly. There is no routine timing-chain replacement interval. Instead, oil quality, oil level, and service interval discipline are the protection. Because the engine uses direct and port injection, it has a better chance of resisting intake-valve carbon buildup than a GDI-only engine, but high-mileage short-trip vehicles can still develop deposits, PCV issues, or injector-related drivability faults.
Cooling-system checks should include the radiator, expansion tank, electric fan operation, intercooler hoses, coolant odor, and signs of dried coolant around hose joints. Turbocharged engines place more heat into the engine bay than naturally aspirated versions. A well-kept Santa Fe should not smell hot, leak coolant, or show oil residue around turbo oil lines.
Recall completion must be verified by VIN, not by model year alone. A dealer service printout is ideal. At minimum, use an official Hyundai or government VIN recall checker and compare the result with invoices. Some campaigns are safety recalls; others may be service actions, software updates, or warranty extensions. A vehicle with an open driveline or fuel-system campaign should be treated as unfinished business until the remedy is documented.
Maintenance and Used Buying
A Santa Fe 2.5 T-GDi HTRAC AWD is not difficult to maintain, but it does need the right fluids and intervals. The most expensive mistakes are using generic DCT fluid, stretching oil changes on a turbo engine, ignoring brake corrosion, and assuming AWD gear oils never need attention. Market schedules differ, so the owner’s manual and VIN-specific service information should always take priority.
| Item | Typical interval | Notes |
|---|---|---|
| Engine oil and filter | Every 8,000 km or 6 months in Canadian schedule; shorter for severe use | Use 0W-30 full synthetic meeting API SN PLUS/SP or ILSAC GF-6; check level between services |
| Tyre rotation | About every 8,000 km or 6 months | Important for AWD; keep all four tyres matched in size, brand, tread depth, and wear pattern |
| Cabin air filter | Usually every 16,000 km or 12 months | Replace sooner in dusty or pollen-heavy areas |
| Engine air filter | Inspect regularly; replace around 32,000–48,000 km depending on conditions | Dirty filters can affect turbo response and fuel economy |
| Brake inspection and service | Inspect at regular services; service annually in salted climates | Clean/lubricate slide pins and check rear parking-brake function |
| Brake fluid | Typically every 24–36 months depending on market schedule and moisture content | Use DOT-4; test moisture if interval history is unknown |
| Spark plugs | 72,000 km | Use correct heat range and torque; turbo engines are sensitive to worn plugs |
| Coolant | First at 192,000 km or 120 months, then every 48,000 km or 24 months | Use correct phosphate-based coolant; inspect hoses earlier |
| Drive belts | First inspection around 96,000 km or 72 months, then every 32,000 km or 24 months | Replace if cracked, glazed, noisy, or tension is reduced |
| DCT fluid | Inspect per schedule; service earlier under towing, heat, hills, or heavy city use | Requires correct WDGO-1 and WDHO-1 fluids; do not substitute ordinary ATF |
| Transfer case and rear differential | Inspect for leaks at each service; consider 48,000–64,000 km fluid service under severe use | Important for AWD longevity, especially after towing, snow use, or water exposure |
| 12 V battery | Test annually after year three; typical replacement window is 3–5 years | Weak batteries can create misleading electronic and ADAS faults |
| Wheel alignment | Check annually or after tyre impact | Large wheels and AWD tyre matching make alignment more important |
For buyers, service records matter more than mileage alone. A 90,000 km Santa Fe with regular oil changes, completed recalls, fresh tyres, documented brake work, and clean DCT behavior is usually a safer bet than a lower-mileage vehicle with no records and mismatched tyres. Ask specifically for:
- Oil-change invoices showing correct viscosity and date/mileage.
- DCT recall or TCU software update completion where applicable.
- Proof of fuel-system, tow-hitch, rear-camera, or other VIN-specific recall completion.
- Evidence of brake service in cold or salted regions.
- Tyre history showing four matched tyres, not one or two replacements mixed into an AWD set.
- Any transmission, turbo, cooling, or ADAS diagnostic records.
During inspection, look underneath for oil seepage around the pan, turbo area, transfer case, and rear differential. Check the coolant tank for correct level and color. Look for front bumper repairs that may affect radar alignment. Confirm that adaptive cruise, lane centering, blind-spot monitoring, parking sensors, cameras, heated/ventilated seats, tailgate, and infotainment all work.
The best years and trims depend on priorities. A 2022 or 2023 Limited AWD with documented campaign completion is often a strong balance of price, performance, safety, and equipment. Calligraphy AWD is appealing for comfort and finish quality, but inspect the 20-inch tyres and wheels carefully because replacement costs are higher. Avoid any example with unresolved DCT warnings, fuel odor, open safety recalls, poor body repair, water intrusion, or a history of heavy towing without corresponding fluid service.
Long-term durability should be good for owners who treat it like a modern turbo AWD vehicle. That means conservative oil intervals, proper warm-up and cool-down habits, correct DCT fluid, matched tyres, and early attention to small leaks or software updates.
Driving Performance and Efficiency
The 2.5 T-GDi changes the Santa Fe’s character. The naturally aspirated 2.5-liter versions are adequate, but the turbo engine makes the SUV feel much more relaxed and confident. With 422 Nm of torque, it can merge quickly, climb grades without strain, and pass slower traffic with less planning. The engine is smooth for a large four-cylinder turbo, although it does not have the sound or effortless feel of a V6.
The DCT shifts quickly once moving. In normal and smart modes, it tends to upshift early and use the engine’s torque. Sport mode sharpens throttle response and holds gears longer, which helps on winding roads or when merging into fast traffic. The transmission is less natural during very slow crawling, where a torque-converter automatic would be smoother. Owners can reduce DCT heat and wear by avoiding long periods of throttle-controlled creeping on hills, using the brake firmly at stops, and giving the transmission a clear command instead of inching forward continuously.
Ride quality is generally comfortable. The Santa Fe is tuned more for family refinement than sharp handling. On 18- or 19-inch tyres, it absorbs poor pavement well. On 20-inch wheels, the ride is still acceptable but sharper over potholes and broken edges. Body roll is present but controlled, and highway stability is good. Steering is light, accurate, and easy around town, though it does not offer much road feel.
Braking performance is reassuring when the system is in good condition. The larger front brakes fitted with the turbo setup help, but pad compound, tyre choice, and brake service make a big difference. A Santa Fe with pulsing brakes, long pedal travel, or rusty rear rotors needs inspection before purchase.
Real-world economy depends heavily on speed and driving style. In urban use, expect roughly 11.5–13.8 L/100 km, or about 17–20 mpg US, especially in winter or short-trip driving. Mixed use usually falls around 9.8–11.8 L/100 km, or about 20–24 mpg US. A steady highway cruise at 100–110 km/h can return good results for the performance level, while 120 km/h, headwinds, roof accessories, winter tyres, and cold weather can push consumption upward. At a true 120 km/h, about 9.0–10.5 L/100 km is realistic for many drivers.
HTRAC AWD is useful but not magical. It improves launch traction and stability on slippery surfaces, yet tyre quality remains the deciding factor in snow and ice. The Santa Fe’s Snow or terrain-related modes adjust throttle, shift strategy, and AWD behavior, but winter tyres transform the vehicle far more than drive modes do. The AWD lock function can help at low speeds on loose or slippery surfaces, but this is still a unibody crossover without low-range gearing.
For towing, the 2.5 T-GDi has enough torque for a small camper, utility trailer, or pair of recreational machines when properly equipped. Stability is good if the trailer is loaded correctly and tongue weight is within limits. Fuel use rises quickly with frontal area and speed; a moderate trailer can add 20–35 percent to consumption, and more if driving into wind or climbing grades. Transmission temperature, brake condition, and tyre pressure should be taken seriously before any long tow.
Rival Comparisons and Verdict
The Santa Fe 2.5 T-GDi HTRAC AWD is strongest against rivals when judged as a powerful, comfortable, high-equipment two-row SUV. It is not the most fuel-efficient choice, not the sportiest, and not the largest, but it combines useful space, strong acceleration, broad safety equipment, and good value on the used market.
| Rival | Strength versus Santa Fe | Where Santa Fe has an edge |
|---|---|---|
| Kia Sorento 2.5T AWD | Available third row, similar powertrain, slightly different packaging | Santa Fe has a simpler two-row layout and often better rear-seat/cargo usability for five occupants |
| Subaru Outback XT | Excellent AWD reputation, wagon-like cargo access, good bad-weather image | Santa Fe feels more SUV-like, has a more premium cabin in upper trims, and avoids CVT character |
| Honda Passport | V6 smoothness, wider cabin, strong durability reputation | Santa Fe is usually more efficient, more modern inside, and often better equipped for the money |
| Mazda CX-5 / CX-50 Turbo | Sharper steering, premium-feeling driver controls, smaller footprint | Santa Fe offers more rear-seat room, cargo space, and relaxed family comfort |
| Toyota Venza / RAV4 Hybrid | Much better fuel economy and strong hybrid reliability appeal | Santa Fe is quicker, stronger for towing, and roomier than many compact-based alternatives |
| Ford Edge 2.0 AWD / ST | Broad cabin, conventional automatic, available sporty ST model | Santa Fe has a newer interior feel, stronger safety-tech integration, and better value in many trims |
The Kia Sorento is the closest mechanical relative. It offers similar turbo performance and, in some trims, a third row. That third row is useful for occasional children but not a replacement for a larger SUV. Buyers who do not need seven seats may prefer the Santa Fe’s more straightforward five-seat packaging.
Toyota’s hybrid crossovers are better for fuel economy and low-drama ownership. They are the rational choice for high-mileage commuting where acceleration and towing matter less. The Santa Fe counters with much stronger passing power and a more substantial feel. Mazda’s turbo SUVs are more engaging to drive, but the Santa Fe is roomier and more relaxed for family use. The Honda Passport is tougher-feeling and V6-powered, but used prices can be higher and fuel use is not necessarily better.
The final verdict is positive but conditional. A well-maintained 2021–2023 Hyundai Santa Fe TM 2.5 T-GDi HTRAC AWD is a strong used SUV with quick acceleration, good safety credentials, a practical cabin, useful towing ability, and a high equipment level. Its advantages are clearest in Limited and Calligraphy trims, where the powertrain and comfort features feel well matched.
The conditions are important: verify the exact engine and AWD configuration, confirm recall completion, inspect the DCT carefully, and avoid neglected examples. When those checks are satisfied, this Santa Fe is one of the more compelling turbocharged two-row SUVs from its period.
References
- 2022 Santa Fe Specifications 2022 (Specifications)
- 9. Maintenance 2021 (Owner’s Manual)
- Gas Mileage of 2023 Hyundai Santa Fe 2023 (Fuel Economy)
- 2021 Hyundai Santa Fe 2021 (Safety Rating)
- VIN Validation 2022 (Safety Recall)
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, or inspection. Specifications, torque values, maintenance intervals, software updates, recall status, and repair procedures can vary by VIN, market, production date, and equipment. Always verify details against official service documentation and consult a qualified Hyundai technician before carrying out repairs or making purchase decisions.
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