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Top issues
13 known problems · 3 high
high
Theta II GDi oil consumption / engine knock and seizure
2.4L Theta II GDi petrol
high
8-speed wet dual-clutch (DCT) shudder, hesitation and failure (facelift)
2.2L R-series CRDi turbo-diesel
high
DPF clogging and EGR / intake carbon fouling
2.2L R-series CRDi turbo-diesel
Recalls
2 on recordREC-005584
2022-12-07
Defect: A manufacturing issue where the seat belt pre-tensioner inflator cap may fracture when deployed in an accident.
Hazard: Fragments could be propelled towards vehicle occupants, increasing injury risk.
Remedy: Contact an authorised Hyundai dealership for a free inspection and repair.
Affected: 7,554 units, Santa Fe (TM), 2020-2022
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-29
REC-005607
2023-01-24
Defect: A programming issue where the transmission 'fail-safe' driving mode may not respond as intended when certain transmission faults are detected.
Hazard: Under certain driving conditions the fail-safe mode may activate, resulting in reduced acceleration followed by a loss of motive power.
Remedy: Contact an authorised Hyundai dealership for a free software update.
Affected: 4,469 units, Santa Fe (TM) and other models, 2020-2022
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-29
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Generations
Best and worst years for the Hyundai Santa Fe →
After: Hyundai Santa Fe MX5 (5th gen, 2024-)
Price (AUD)
$25k-$55k
Body styles
5-door wagon (7-seat)
Drivetrain
Front-wheel drive (2.4 petrol base, 3.5 V6), On-demand AWD (HTRAC, 2.2 diesel and higher 2.4 grades)
Origin
Korea
Built in
Korea
Overview
The fourth-generation Santa Fe (TM, launched in Australia mid-2018) is a roomy three-row monocoque soft-roader that pushed the nameplate noticeably more upmarket - cleaner styling, a much better cabin, and a strong safety story (SmartSense driver aids, 5-star ANCAP). It sold in Active, Active X, Elite and Highlander grades. At launch the Australian range was just two engines: a 2.4-litre Theta II GDi petrol (138kW/241Nm, FWD or HTRAC AWD, 6-speed torque-converter auto) and the 2.2-litre R-series CRDi turbo-diesel (147kW/440Nm, AWD), the diesel being the clear pick of the range for torque and towing. A 3.5-litre Lambda II MPi V6 petrol (206kW/336Nm, FWD, 8-speed auto) was added with the December 2020 facelift, which dropped the 2.4 four-cylinder petrol in Australia. The single biggest used-buyer caveat is the transmission: facelift (late-2020-on) diesels switched from the proven 8-speed torque-converter auto to Hyundai's 8-speed wet dual-clutch (DCT), which can low-speed shudder/hesitate and was the subject of recalls and a US program replacing it with a conventional auto - so verify smooth take-up and recall completion. The Theta II GDi petrol carries the family's documented oil-consumption/engine-seizure reputation (US Theta class actions and a knock-sensor detection update), and the 2.2 diesel needs the usual DPF/EGR vigilance on short-trip cars. Note: the petrol-electric hybrid and 2.5T arrived only with the next-gen MX5 in 2024 - the TM in Australia was petrol-2.4 / diesel-2.2 / petrol-V6 only.
Engines & variants
2.4L Theta II GDi petrol
Engine
2.4L Theta II direct-injection (GDi) petrol I4
Engine code
Config
I4 NA
Displacement
2359cc
Power
138kW @ 6000rpm
Torque
241Nm @ 4000rpm
Drivetrain
FWD or on-demand AWD (HTRAC)
Economy
9.3-9.6 L/100km combined (real-world ~10-11)
Tow (braked)
2000kg
Tow (unbraked)
750kg
Transmission
6AT
Timing chain / belt / gear
Timing chain (no scheduled belt replacement)
Pros
- Conventional 6-speed torque-converter auto - no DCT/CVT risk
- Timing chain, no belt to replace
- Cheapest TM to buy; petrol simplicity (no DPF)
- Available with HTRAC AWD on higher grades
Cons
- Genuinely underpowered for a seven-seat body, especially loaded
- Theta II GDi family has a documented oil-consumption / engine-failure reputation
- Thirsty in the real world for the performance on offer
- Dropped in Australia at the late-2020 facelift, so a smaller/older used pool
Known problems
high
Theta II GDi oil consumption / engine knock and seizure
The Theta II GDi engine family is the subject of well-documented oil-consumption complaints and, in the worst cases, bearing knock and engine seizure - the issue behind US/Korea class actions, extended warranties and a knock-sensor detection software update on related engines. Worn rings or contaminated bearings cause rising consumption, ticking/knock and stalling.
Fix: Check oil level and listen for bottom-end knock on inspection; confirm any knock-sensor/ECU update and oil-consumption service history; insist on strict oil-change discipline. Walk away from any example with low oil and a ticking bottom end.
low
Direct-injection (GDi) intake-valve carbon
As a direct-injection engine with no port-injection wash, the 2.4 can build carbon on the intake valves over time, causing rough idle, hesitation or minor misfire at high km.
Fix: Walnut-blast / intake clean if symptomatic; quality fuel and regular oil changes slow it.
medium
Service-action software updates (Theta knock detection)
Theta II GDi engines were covered by software updates that monitor for the onset of bearing knock and can illuminate the engine light / enter limp mode to protect the engine before catastrophic failure.
Fix: Run the VIN through Hyundai for any outstanding engine service action / software update and confirm it has been applied.
2.2L R-series CRDi turbo-diesel
Engine
2.2L R-series common-rail VGT turbo-diesel I4 with DPF/EGR
Engine code
Config
I4 turbo diesel
Displacement
2199cc
Power
147kW @ 3800rpm
Torque
440Nm @ 1750-2750rpm
Drivetrain
On-demand AWD (HTRAC)
Economy
6.1-7.5 L/100km combined (real-world ~7-9)
Tow (braked)
2500kg (2000kg pre-facelift)
Tow (unbraked)
750kg
Transmission
8AT (2018-2020), 8-speed wet dual-clutch DCT (facelift, late 2020-2024)
Timing chain / belt / gear
Timing chain (no scheduled belt replacement)
Pros
- Strong low-down torque (440Nm) - the best engine for towing and touring
- Genuinely good real-world economy with long range
- Timing chain on the R-series diesel
- Pre-facelift cars use a proven 8-speed torque-converter auto
Cons
- Facelift (late-2020-on) cars switched to the 8-speed wet DCT, which can shudder/hesitate and was recall-affected
- DPF/EGR problems on short-trip / urban cars
- Piezo injectors are sensitive to fuel quality and expensive to replace
- Noisy R-series valvetrain/chain and known oil-leak tendencies at high km
Known problems
high
8-speed wet dual-clutch (DCT) shudder, hesitation and failure (facelift)
The facelifted diesel replaced the torque-converter 8AT with Hyundai's 8-speed wet DCT. It can shudder or hesitate from a standstill, give rough 1-2 shifts and lose drive; it was the subject of recalls over rough shifting / power loss, and in the US Hyundai moved related models back to a conventional auto. Clutch and mechatronic faults are expensive out of warranty.
Fix: Test low-speed take-up and 1-2 shifts thoroughly on inspection; confirm all transmission recalls/software updates are done; prefer the pre-facelift 8AT diesel if you want to avoid the DCT entirely. Budget for clutch/mechatronic work on neglected facelift cars.
high
DPF clogging and EGR / intake carbon fouling
Short-trip urban use stops the DPF completing regenerations, leading to blockages, forced regens, oil dilution and EGR/intake carbon, with limp mode and warning lights. A signature concern on small-displacement turbo-diesels used mostly around town.
Fix: Do regular highway runs so regen completes; clean EGR/intake as needed; budget for a DPF on a neglected town car. Avoid the diesel for short-trip-only use.
medium
Piezo injector faults and turbo / VGT issues
The R-series piezo injectors are sensitive to fuel quality and can cause rough running, smoke and hard starting; the VGT turbo actuator/vanes can stick with soot, causing boost faults and limp mode at higher km.
Fix: Use quality diesel and keep service history; diagnose and replace failed injectors or clean/replace the turbo actuator. Insist on full diesel service records before buying.
3.5L Lambda II MPi V6 petrol
Engine
3.5L Lambda II multi-point-injection (MPi) petrol V6
Engine code
Config
V6 NA
Displacement
3470cc
Power
206kW @ 6300rpm
Torque
336Nm @ 5000rpm
Drivetrain
FWD
Economy
10.5 L/100km combined (real-world ~11-13)
Tow (braked)
2000kg
Tow (unbraked)
750kg
Transmission
8AT
Timing chain / belt / gear
Timing chain (no scheduled belt replacement)
Pros
- Smooth, strong and effortless - much livelier than the old 2.4 four
- Port (multi-point) injection avoids GDi intake-carbon and oil-burning worries
- Conventional 8-speed torque-converter auto - no DCT/CVT risk
- Timing chain; a simple, robust naturally aspirated V6
Cons
- FWD only in Australia - no AWD traction with the V6
- Thirsty (10.5 L/100km claimed, more in town) and premium-leaning running costs
- Lower 2000kg braked tow than the diesel's 2500kg
- Front-drive torque steer / traction limits when pushed or loaded
Known problems
low
High fuel consumption / running cost
The naturally aspirated V6 is thirsty, especially in town and when loaded with seven occupants - real-world use often runs into the low-to-mid teens L/100km.
Fix: Not a fault; choose the diesel if economy/towing matter, the V6 if you want smoothness and simplicity.
low
FWD traction / torque steer when loaded
With 206kW through the front wheels only, the V6 can scrabble for traction or tug at the wheel on launch and in the wet, and it lacks the diesel's HTRAC AWD security for towing or loose surfaces.
Fix: Quality tyres and gentle throttle help; choose a diesel AWD if you need traction. Not a defect.