The facelifted TM-generation Hyundai Santa Fe plug-in hybrid is the most complex version of this Santa Fe line: a seven-seat family SUV with a turbocharged petrol engine, a sizeable high-voltage battery, a front-mounted electric motor, a conventional 6-speed automatic transmission, and HTRAC all-wheel drive. It was aimed at buyers who wanted electric commuting without giving up long-distance flexibility, towing ability, or three-row practicality.
For 2022–2023, the 1.6 T-GDi PHEV sits in a useful middle ground. It is smoother and more efficient around town than the diesel or non-hybrid petrol variants, but it is heavier, more maintenance-sensitive, and more dependent on charging habits than a regular hybrid. The best examples are those with complete service records, completed recalls, healthy 12 V and high-voltage systems, clean brake hardware, and no neglected coolant or drivetrain-fluid history.
Fast Facts
- Strong combined output of 265 PS, or about 261 hp, with smooth electric launch and confident HTRAC traction.
- Useful PHEV setup: 13.8 kWh battery, Type 2/Level 2 AC charging, and typical full charging in about 3.5–4 hours.
- Spacious seven-seat cabin, 571 L VDA luggage capacity with seats up, and 1,350 kg braked towing rating in UK data.
- Ownership caveat: recalls, coolant-loop care, HSG belt service, brake corrosion, and 12 V battery condition matter more than on a simpler petrol SUV.
- Some official schedules call for engine oil and filter service every 8,000 km or 6 months; always follow the market-specific manual for the VIN.
Table of Contents
- Santa Fe TM PHEV Identity
- Santa Fe TM PHEV Specs
- Santa Fe TM PHEV Trims Safety
- Reliability, Issues and Recalls
- Maintenance and Used Buying
- Driving, Range and Towing
- How Santa Fe Compares
Santa Fe TM PHEV Identity
The Hyundai Santa Fe HTRAC AWD 1.6 T-GDi PHEV belongs to the facelifted fourth-generation Santa Fe, known by the TM platform code. The facelift brought more than a nose-and-tail update: it aligned the Santa Fe with Hyundai’s newer electrified powertrain strategy, using the Smartstream 1.6-litre turbocharged petrol engine, an electric motor integrated into the transmission path, a lithium-ion polymer traction battery, and a mechanical all-wheel-drive system.
In European and UK form, this version is usually listed as a 1.6 T-GDi Plug-in Hybrid 6-speed automatic 4WD or HTRAC AWD. Total system output is 265 PS, which is commonly rounded to 261 hp, with 350 Nm of combined torque. North American data may show slightly different horsepower rounding, trim names, and EPA range figures, while UK and European sources use WLTP figures. The physical vehicle is broadly the same, but equipment, warranty terms, tyre packages, towing approval, emissions figures, and service intervals can vary by market.
The powertrain is not an e-CVT hybrid in the Toyota sense. Hyundai uses a 6-speed automatic transmission with an electric motor positioned between the engine and gearbox. That gives the Santa Fe PHEV a more familiar stepped-gear feel than many hybrid SUVs. In low-speed traffic it can glide on electric power, then bring the petrol engine in when battery state, power demand, temperature, or driving mode requires it. When the battery is depleted, it still operates as a hybrid rather than becoming a conventional petrol-only SUV.
The HTRAC AWD system is also worth understanding. Unlike some plug-in hybrid rivals that use an electric rear axle, this Santa Fe uses a front-mounted electric motor and a conventional mechanical AWD layout to send torque rearward as needed. That makes its traction behaviour feel closer to a traditional AWD crossover. It is not designed as a serious off-roader, but it is useful in wet weather, on snowy roads, and when pulling away on loose surfaces.
The main advantage is breadth of ability. With regular charging, short urban trips can be mostly electric. On longer routes, the petrol engine removes range anxiety. The cabin is large enough for family use, and in many markets the PHEV keeps the seven-seat layout. The trade-off is weight and complexity. At just over two tonnes before passengers and luggage, it is heavier than non-plug-in versions, and buyers should treat it as a hybrid system, petrol engine, AWD drivetrain, and high-voltage vehicle all at once.
Santa Fe TM PHEV Specs
Figures below focus on the 2022–2023 facelift TM Santa Fe 1.6 T-GDi PHEV AWD/HTRAC. Where public data differs by country, trim, tyre, or homologation method, the table notes the most typical UK/European values and flags VIN-dependent items.
| Item | Specification |
|---|---|
| Vehicle code | Santa Fe TM facelift; PHEV AWD/HTRAC; Smartstream G1.6 T-GDi HEV/PHEV family |
| Engine layout and cylinders | Inline-4, 4 cylinders, DOHC, 4 valves per cylinder |
| Bore × stroke | 75.6 × 89.0 mm (2.98 × 3.50 in) |
| Displacement | 1.6 L (1,598 cc / 97.5 cu in) |
| Induction and fuel system | Turbocharged petrol, gasoline direct injection |
| Compression ratio | 10.5:1 |
| Timing drive | Chain; inspect for noise, correlation faults, tensioner or guide wear rather than replacing by routine mileage alone |
| ICE output | 180 PS / 132.2 kW @ 5,500 rpm; 265 Nm (195.5 lb-ft) @ 1,500–4,500 rpm |
| Electric motor | Permanent magnet synchronous motor, single front/transmission-mounted motor, 66.9 kW and 304 Nm (224 lb-ft) |
| System output | 265 PS / 194.9 kW / about 261 hp @ 5,500 rpm; 350 Nm (258 lb-ft) |
| Battery | 13.8 kWh lithium-ion polymer, 360 V |
| Rated efficiency | About 1.6 L/100 km weighted WLTP (about 144 mpg US / 173 mpg UK), trim and test-cycle dependent |
| EV range | Typically up to about 58 km (36 miles) WLTP; EPA-rated examples are lower |
| Real-world highway at 120 km/h | Often around 7.5–8.5 L/100 km (31–28 mpg US / 38–33 mpg UK) in charge-sustaining use; lower if starting with usable battery charge |
| Charging | Type 2/J1772-equivalent AC depending on market; about 3.3–3.6 kW onboard AC; no DC fast charging |
| Typical charge time | About 3.5–4 hours from low to full on a suitable 240 V/AC wallbox; 10–80% is roughly 2.5–3 hours |
| Item | Specification |
|---|---|
| Transmission | 6-speed automatic hybrid transmission; Hyundai TMED-style layout |
| Drive type | HTRAC AWD / 4WD, mechanical rear drive engagement |
| Differentials | Open differentials with brake-based traction control; no locking differential |
| Suspension | Front MacPherson strut; rear multi-link |
| Steering | Motor-driven power steering; 2.62 turns lock-to-lock |
| Turning circle | 11.4 m (37.4 ft) kerb-to-kerb |
| Brakes | Ventilated discs front and rear; 325 mm (12.8 in) front / 325 mm (12.8 in) rear |
| Popular tyre size | 235/55 R19 on 7.5J × 19 wheels for many PHEV trims |
| Ground clearance | About 176 mm (6.9 in), market and tyre dependent |
| Angles | Approx. 17.9° approach / 19.3° departure on related TM data; PHEV trim may vary |
| Length / width / height | 4,785 / 1,900 / 1,710 mm (188.4 / 74.8 / 67.3 in) |
| Wheelbase | 2,765 mm (108.9 in) |
| Kerb weight | 2,005–2,112 kg (4,420–4,656 lb), trim dependent |
| GVWR | About 2,690 kg (5,930 lb) in UK data; some markets list slightly different values |
| Fuel tank | 47 L (12.4 US gal / 10.3 UK gal) |
| Cargo volume | 571 L seats up / 1,649 L seats down, VDA method (20.2 / 58.2 ft³) |
| Item | Specification |
|---|---|
| 0–100 km/h / 0–62 mph | 8.8 seconds |
| Top speed | 187 km/h (116 mph) |
| 100–0 km/h braking | Not consistently published by Hyundai; tyre, load, surface, and brake condition strongly affect results |
| Towing | 1,350 kg (2,976 lb) braked / 750 kg (1,653 lb) unbraked in UK data |
| Payload | About 578–685 kg (1,274–1,510 lb), trim dependent |
| Engine oil | SAE 0W-20, API SN PLUS/SP or ILSAC GF-6; about 4.8 L (5.1 US qt) drain and refill |
| Coolant | Phosphate-based ethylene glycol coolant for aluminium engines; engine loop about 7.31 L (7.72 US qt); use correct antifreeze/water mix |
| Inverter coolant | PHEV loop about 6.67 L (7.04 US qt); Hyundai service documentation warns against using the wrong coolant or water |
| ATF | About 6.0 L (6.3 US qt); Hyundai Genuine ATF SP4M-1 or equivalent listed fluid |
| Rear differential / transfer case | Each about 0.53–0.63 L (0.56–0.67 US qt), API GL-5 SAE 75W-85 hypoid gear oil |
| A/C refrigerant and oil | R1234yf; PHEV front system about 650 g, front + rear about 875 g; POE compressor lubricant about 150 g or 230 g depending system |
| Key torque | Wheel lug nuts: 107–127 Nm (79–94 lb-ft); verify all other fasteners in the service manual |
| Crash ratings | Euro NCAP 2018 Santa Fe: 5 stars, 94% adult, 88% child, 67% vulnerable road users, 76% safety assist; IIHS 2022 Santa Fe: strong crash-test results with headlight variation by trim |
| ADAS | AEB with car/pedestrian/cyclist functions on many trims, adaptive cruise, lane support, blind-spot systems, rear cross-traffic systems, parking aids, and driver attention warning; availability varies by grade |
Santa Fe TM PHEV Trims Safety
Trim names vary by region. In the UK launch structure, the PHEV was offered mainly as Premium and Ultimate, both paired with the 1.6 T-GDi plug-in hybrid system, 6-speed automatic transmission, and 4WD. Other markets used names such as Preferred, Luxury, Ultimate Calligraphy, Limited, or Calligraphy. The mechanical baseline is usually similar, but equipment and calibration details can differ.
The important trim differences are mostly comfort, visibility, driver-assistance, audio, and cabin finish rather than powertrain output. Typical PHEV identifiers include the charging flap on the rear-left side, a fuel filler on the rear-right side, hybrid badging, EV/HEV drive-mode controls, orange high-voltage cabling under the bonnet and floor, and a 13.8 kWh battery listing in build or service data. In markets with seven seats, the PHEV may also have a spare wheel arrangement that differs from some non-plug-in models.
Premium-grade cars often provide the essentials: leather seat facings in some markets, heated front seats, dual-zone climate control, LED lighting, navigation, Bluelink services, smart adaptive cruise, lane and collision-assistance systems, parking sensors, roof rails, and 19-inch wheels. Ultimate or Calligraphy-style grades may add ventilated front seats, driver memory, panoramic roof, head-up display, premium audio, surround-view or blind-spot view functions, rear blinds, higher-grade trim, and additional parking assistance.
From a used-buyer perspective, the best trim is not always the highest trim. Larger wheels and panoramic roofs can add cost and potential repair points. Higher trims are desirable if they add the safety systems, cameras, and seat functions you will actually use, but a well-maintained mid-grade example with completed recalls is often a better buy than a neglected top-spec car.
Safety equipment is a major strength. The TM Santa Fe platform performed well in Euro NCAP testing, and the 2022 Santa Fe also received strong IIHS results in the United States. However, the exact safety result should not be treated as identical across all regions and model years because lighting, ADAS fitment, restraint calibration, and test protocols differ.
Child-seat usability is also good for a three-row SUV. The second-row outer seats typically include ISOFIX/LATCH anchors, and many markets list front-passenger ISOFIX or i-Size compatibility. The third row is best understood as occasional family seating rather than adult long-distance seating. Buyers who regularly carry children should check the actual anchor positions, airbag labels, top-tether points, and seat-belt geometry in the exact vehicle.
ADAS calibration deserves attention after windscreen replacement, front-end repair, wheel alignment work, suspension repair, or bumper removal. Forward-facing cameras, radar sensors, parking sensors, and surround-view cameras may need calibration or function checks. Warning lights, disabled lane assistance, inconsistent adaptive cruise behaviour, or false parking warnings after bodywork should not be dismissed as normal.
Reliability, Issues and Recalls
The Santa Fe PHEV has no single universal failure point that defines the model, but it combines several systems that each need correct care. The safest way to evaluate reliability is by separating common wear, occasional faults, and high-cost risks.
| Prevalence | System | Symptoms | Likely cause | Remedy and cost tier |
|---|---|---|---|---|
| Common | Friction brakes | Grooved rotors, scraping after wet parking, pulsing, uneven pad wear | Regenerative braking means pads and rotors may see light use; corrosion builds in wet or salty climates | Clean/service brakes regularly; replace pads/rotors if corroded or uneven. Low to medium cost |
| Common | 12 V battery | No-start, low-voltage warnings, random electronic faults | Short trips, accessory use, ageing battery, infrequent charging/driving | Battery test, charging-system check, software check. Low to medium cost |
| Occasional | PHEV charging | Interrupted charging, slow charge, charge door/connector issues | EVSE compatibility, damaged cable, charge-port wear, software settings, low temperature | Test on known-good charger; inspect port and cable; update software. Low to medium cost |
| Occasional | Cooling loops | Coolant warnings, low level, overheating warnings, reduced EV operation | Leaks, incorrect coolant, air in system, neglected inverter coolant service | Pressure test, correct coolant, dealer service for PHEV inverter loop. Medium to high cost |
| Occasional | 1.6 T-GDi engine | Rough idle, misfire, oil consumption, check-engine light | Ignition wear, DI deposits, poor oil history, sensor faults, turbo plumbing leaks | Scan, inspect plugs/coils, compression/leak checks if needed. Medium cost |
| Rare but high impact | High-voltage battery or power electronics | Reduced EV range, hybrid-system warnings, failure to enter READY mode | Battery module, contactor, DC–DC converter, onboard charger, or control fault | Dealer diagnostic scan and warranty assessment. High cost without coverage |
The high-voltage battery usually degrades gradually rather than failing suddenly. A healthy used example should still provide useful electric range, but range is highly affected by temperature, tyre type, HVAC use, speed, terrain, and charging pattern. Winter range loss is normal. A dramatic drop, refusal to charge, warning lights, or a large difference between displayed state of charge and usable range needs diagnostic testing.
The 1.6 T-GDi engine uses direct injection and a turbocharger, so oil quality matters. Short-trip PHEV use can be hard on engine oil because the petrol engine may run intermittently and may not always reach long, stable operating temperature. This is one reason conservative oil intervals make sense. Listen for cold-start rattles, check for coolant smell, inspect the turbo hoses, and look for misfire history. Spark plugs are not expensive compared with hybrid components, but neglect can cause drivability problems.
Driveline reliability is helped by the conventional 6-speed automatic. This version avoids the 8-speed dual-clutch transmission used on some non-hybrid Hyundai/Kia models. The transmission should shift smoothly, without flare, clunking, or harsh engagement when switching between EV and hybrid driving. AWD hardware should be checked for leaks, whine, binding on full-lock manoeuvres, and neglected transfer-case or rear-differential oil.
Known U.S. recall themes affecting 2022–2023 Santa Fe PHEV or related Santa Fe hybrid models include fuel-tank inspection/replacement on certain 2022 PHEV vehicles, front seat-belt pretensioner remedy, trailer tow-hitch harness fire-risk remedy on vehicles with affected genuine tow-hitch wiring, instrument-cluster display remedy on some 2022 hybrid/PHEV vehicles, and rearview-camera campaigns affecting some 2022 Santa Fe-related models. Recall applicability is VIN-specific. Always check the official Hyundai or government recall database and ask the seller for dealer invoices showing completion.
Before purchase, request a full diagnostic scan, recall printout, battery state-of-health or hybrid-system report where available, proof of coolant service, oil-service history, brake inspection results, and evidence that any towing wiring recall has been completed. A clean dashboard is not enough; stored hybrid, charging, brake, ADAS, and body-control codes can reveal problems before warning lamps appear.
Maintenance and Used Buying
A Santa Fe PHEV rewards routine maintenance. It can feel low-maintenance because it often drives electrically, but the petrol engine, turbocharger, automatic transmission, AWD system, brake system, coolant loops, and high-voltage equipment all still need attention.
| Interval | Service items | Notes |
|---|---|---|
| Monthly | Tyre pressures, exterior lights, coolant level check, washer fluid, visible leaks | Check pressures cold; PHEV weight makes tyres sensitive to underinflation |
| Every 8,000 km / 6 months in some schedules | Engine oil and filter, tyre rotation, brake inspection, steering/suspension inspection | Use 0W-20 API SN PLUS/SP or ILSAC GF-6 full synthetic oil |
| Every 16,000 km / 12 months | Cabin filter, brake service where required, A/C and refrigerant inspection, brake lines and hoses | Replace cabin filter sooner in dusty or polluted environments |
| Every 32,000 km / 24 months | Air cleaner filter in many schedules; inspect belts, hoses, fuel system, AWD components | Short trips and dusty use justify earlier filter replacement |
| Every 48,000 km / 24 months in some markets | HSG belt replacement or inspection/replacement depending local manual | Hybrid starter-generator belt condition is important for hybrid-system reliability |
| Every 56,000 km / 36 months | PHEV inverter coolant replacement in some schedules | Use the exact specified coolant; wrong coolant can damage electrical components |
| Every 80,000 km | Spark plugs | Use correct heat range and specification |
| Every 96,000 km | Automatic transmission fluid in some schedules | Earlier service is sensible for towing, hills, heat, or severe city use |
| First 200,000 km / 120 months, then every 40,000 km / 24 months | Engine coolant in some schedules | Confirm against the VIN-specific manual; hybrid coolant loops may have separate rules |
| Every 3–5 years | 12 V battery testing or replacement window | A weak 12 V battery can mimic serious electronic faults |
Fluid specifications should be treated seriously. The engine oil capacity is about 4.8 L, and the recommended viscosity is 0W-20. The automatic transmission uses SP4M-1-type ATF, while the transfer case and rear differential use API GL-5 SAE 75W-85 gear oil. Brake fluid should meet DOT-4 LV / ISO 4925 Class 6-type requirements where specified. The PHEV inverter coolant is not a generic top-up item; use the official fluid and procedure.
For a used purchase, inspect the car in three states: cold, fully warmed, and charging. Cold-start behaviour can reveal rattles or misfires. Warm running can show coolant, fan, and transmission issues. Charging confirms the port, cable, onboard charger, charge scheduling, and battery display. During the test drive, use EV mode, hybrid mode, Sport mode, reverse, parking cameras, adaptive cruise, lane assistance, and a full-lock low-speed turn.
Check the underside for corrosion around suspension arms, subframes, brake lines, exhaust hangers, jacking points, and rear driveline components. Look for oil misting at the turbo area, coolant residue near reservoirs, and impact damage around the battery undertray. Inside, check third-row folding mechanisms, rear climate vents if fitted, panoramic roof operation, infotainment updates, seat ventilation, power tailgate, and all USB/charging points.
Recommended examples are those with documented Hyundai dealer or hybrid-qualified service history, regular oil changes, completed recalls, clean charging behaviour, and tyres of matching size and quality. Avoid cars with unexplained warning lights, missing service records, repeated coolant top-ups, uneven AWD tyre sizes, accident repairs around ADAS sensors, or an aftermarket tow-hitch wiring installation with no recall proof.
Long-term durability should be good when maintained, but ownership risk is higher than on a regular petrol Santa Fe because more systems are expensive to diagnose and repair. Warranty status matters. In some markets, the high-voltage battery warranty is long enough to be a major buying advantage, but coverage terms differ by country and first-use date.
Driving, Range and Towing
The Santa Fe PHEV drives like a comfortable family SUV first and an efficiency vehicle second. Its strongest dynamic trait is smoothness. In town, electric drive gives quiet pull-away, easy parking manoeuvres, and less vibration than a diesel. The petrol engine joins reasonably smoothly, although the transition is more noticeable under heavy throttle, low battery, or cold-weather operation.
The 6-speed automatic gives a conventional rhythm to acceleration. It is not as seamless as some e-CVT hybrids, but many drivers prefer the normal gear changes. Throttle response is best with battery charge available because the electric motor fills in the low-rpm torque before the turbocharged engine is fully on boost. With a depleted battery, performance remains adequate, but the car feels more like a heavy hybrid SUV than a quick plug-in.
Ride comfort is generally good, especially on smaller wheels or tyres with more sidewall. On 19-inch wheels, the Santa Fe remains composed but can feel firm over sharp broken surfaces. Steering is light and predictable rather than sporty. The chassis is stable at motorway speed, and the long wheelbase helps it feel settled with passengers aboard. Cornering balance is safe and front-led; push hard and the weight is obvious.
Braking feel is one of the main hybrid-specific points to test. Hyundai blends regenerative and friction braking, and the pedal should feel consistent in normal use. If the car judders, scrapes, pulls, or needs unusual pressure, inspect the discs and pads. PHEVs that do many short electric trips can have rusty rotors despite low mileage.
Efficiency depends almost entirely on charging discipline. With regular overnight charging and short commutes, petrol use can be very low. In mixed use, expect EV-only range to vary widely. Mild-weather city driving is where the Santa Fe PHEV does best. Cold weather, motorway speeds, hills, winter tyres, roof boxes, and heavy HVAC use reduce EV range. Once the battery is depleted, charge-sustaining fuel economy is closer to that of a heavy hybrid SUV, commonly in the mid-6s to mid-8s L/100 km depending route and speed.
Charging is simple but not fast by modern EV standards. The onboard AC charger is around 3.3–3.6 kW, so a higher-output public AC post will not charge it much faster. There is no DC fast charging. That is acceptable for home charging, workplace charging, and daily top-ups, but it makes public charging useful only when the car will be parked for several hours.
HTRAC AWD adds confidence on wet or loose surfaces. Snow and terrain modes help throttle mapping and traction control, but tyre quality matters more than the badge. A Santa Fe PHEV on worn all-season tyres will not match a simpler front-drive car on proper winter tyres. For towing, the 1,350 kg braked rating in UK data is useful for light trailers, small caravans, or utility loads, but it is not a heavy-duty tow vehicle. Expect fuel consumption to rise sharply when towing, and watch coolant temperature, brake condition, tyre pressure, and trailer nose weight.
How Santa Fe Compares
The closest rival is the Kia Sorento PHEV, which shares much of the underlying powertrain strategy but has different styling, cabin packaging, trim mix, and market positioning. The Sorento can feel slightly more premium in some trims and may offer a stronger third-row/cargo compromise depending market, but the Santa Fe often counters with Hyundai’s own equipment balance and a more understated cabin.
Against the Toyota RAV4 Plug-in Hybrid, the Santa Fe offers more cabin size and, in many markets, three-row flexibility. The Toyota is usually quicker and more efficient, with a very strong reliability reputation, but it is not the same kind of large family SUV. If seven-seat usability and a larger cabin matter, the Hyundai is more directly suitable. If maximum efficiency and simplicity of ownership are the priority, the Toyota has the advantage.
The Mitsubishi Outlander PHEV is another relevant comparison. It has a long PHEV history and, in newer form, a strong electric-drive character. The Hyundai feels more conventional because of its stepped automatic transmission and mechanical AWD layout. The Outlander can be appealing for drivers who want a more EV-like feel, while the Santa Fe suits those who want a traditional SUV driving style with plug-in capability.
Diesel or regular hybrid alternatives also deserve consideration. A diesel Santa Fe may suit high-mileage motorway users who rarely charge, depending local emissions rules and fuel prices. A normal hybrid is simpler than the PHEV and avoids charging hardware, but it cannot cover the same short trips on electric power. The PHEV makes the most sense when it can be charged at home or work several times per week.
The Santa Fe PHEV’s advantages are its space, refinement, traction, usable electric range, familiar driving feel, and strong safety credentials. Its disadvantages are weight, relatively modest AC charging speed, limited braked towing compared with some non-PHEV SUVs, and higher diagnostic complexity. It is a good used buy when the service history is complete and the price reflects its condition. It is a poor buy when the seller cannot prove recall completion, fluid maintenance, brake care, or hybrid-system health.
References
- New SANTA FE – pricing spec and tech 2021 (Manufacturer Technical Data) ([Hyundai News][1])
- Hyundai Owners Manuals 2026 (Owner’s Manual Index) ([Hyundai][2])
- Euro NCAP | Hyundai SANTA FE 2018 (Safety Rating) ([Euro NCAP][3])
- 2022 Hyundai Santa Fe 2022 (Safety Rating) ([IIHS Crash Testing][4])
- Part 573 Safety Recall Report 23V-181 2023 (Recall Database) ([NHTSA][5])
Disclaimer
This article is for informational purposes only and is not a substitute for professional diagnosis, repair, inspection, or official Hyundai service information. Specifications, torque values, service intervals, software actions, recall applicability, procedures, and fluid requirements can vary by VIN, market, trim, production date, and equipment. Always verify details against the official owner’s manual, service documentation, dealer records, and recall database for the exact vehicle.
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