Used Hyundai Santa Fe buying guide (2001 to 2024): which one to buy and what to check

Which used Hyundai Santa Fe should you buy?

The 2.2 CRDi diesel is the Santa Fe to buy, because no known fault names it in the 2010 to 2018 cars, and there's a serious one against every other engine listed for those years. The 2.0 and 2.4 Theta II petrols can seize when debris left in the crankshaft oilways destroys the rod bearings, the 1.6 GDi's timing chain tensioner can fail, and the 1.6 and 1.7 CRDi diesels can lose their turbos to blocked oil feeds.

First-generation cars from 2001 to 2006 have their own weak spots. The pipe unions between the diesel's high pressure pump and its common rail can crack, manuals have had a lot of clutch and dual-mass flywheel trouble, and the rear wheel bearings are a weak point that only comes as a complete hub. There were recalls too, for corroding suspension trailing arms on 2001 to 2003 cars and for fuel pipes that could split and leak.

In the 2006 to 2012 car, the V6 petrol isn't worth hunting down: it's an ordinary engine tied to a dated four-speed automatic, so a 2.2 diesel is the one to look at. Its underslung spare wheel is a target for thieves, and several reports describe the cruise control cutting out intermittently on 2010 R-Type 2.2 diesels, so check both before you hand over any money.

The 2018 to 2024 Santa Fe has no known faults against it, but there's little evidence either way. One owner's December 2018 car had its DPF and catalytic converter replaced, along with pressure pipework, within five months, then went back with a tailgate stuck shut and auto wipers that ignored the rain.

Which Santa Fe engines and gearboxes are the safe choices?

The 2.2 CRDi diesel is the one to go for, since it isn't named in any known fault. With the R-Type 2.2 from 2010, the six-speed manual is a better gearbox than the six-speed automatic. On the original 2006 to 2009 diesel it's the other way round: the five-speed manual has a wide gap between second and third, so the five-speed auto suits it better, and there have been reports of that engine's high pressure fuel pump leaking.

Don't treat the 2.0 or 2.4 Theta II petrol from 2010 to 2018 as safe. Debris left in the crankshaft oil passages during manufacture can wreck the rod bearings, and the engine can seize or catch fire, with trouble showing between 60,000 and 120,000 miles. It's chain driven, and dirty oil from worn bearings quickly wears the chain guides. If you still want one, it has to run without a knock that climbs with the revs, and without stalling or a flashing engine light.

The 1.6 GDi petrol and the 1.6 and 1.7 CRDi diesels have serious known faults too. The GDi's timing chain tensioner can fail between 60,000 and 100,000 miles, letting the chain skip teeth and damage the engine, so listen for a rattle from cold. The CRDi diesels can lose their turbo between 70,000 and 120,000 miles when carbon from skipped oil changes clogs the feed pipes and strainers, so don't buy one without oil-change receipts.

Skip the V6 petrol in the 2006 to 2012 car: it's nothing special and it's paired with an old four-speed auto. On first-generation diesels from 2001 to 2006, the unions on the pipes running from the high pressure pump to the common rail can crack, and manual cars have had a lot of clutch and dual-mass flywheel failures.

What should you check when viewing a used Santa Fe?

A knock that speeds up as the revs rise is the sound to listen for on a 2010 to 2018 Theta II petrol, along with stalling or a flashing engine light, as they're the signs of rod bearing failure. On a 1.6 GDi, listen for a rattle from a cold start. On a 1.6 or 1.7 CRDi, a whine or siren noise from the turbo, lost power or blue smoke means trouble.

On a 2006 to 2012 car, check the full-size spare's still in its cage under the back, because thieves take them: one owner lost two in four days. Underneath, look for rust on the engine subframe, which failed one owner's 2010 car on its MoT. On a 2010 or 2011 R-Type 2.2 manual, look for clutch fluid leaks, as two owners had the clutch master cylinder fail.

Try the cruise control on a 2010 R-Type diesel, since several reports describe it cutting out intermittently. On the test drive, feel for judder through the drivetrain or a thump from the rear axle: one owner's judder was traced to the rear differential on its way out, and a 2014 car's AWD decoupler gave out at 45,000 miles. Make sure the electronic handbrake releases every time, because the one on a 2012 car kept sticking on.

Ask for proof that the first-generation recalls were done: one dealt with corroded suspension trailing arms on 2001 to 2003 cars, and the other with fuel pipes that could split and leak. On any diesel, ask for receipts for DPF or EGR work. Owners have reported DPF regeneration trouble on a 2014 automatic and a new DPF on a 2018 car, and a 2010 R-Type auto that dropped into limp mode had a gummed-up EGR valve.

Paste the advert into the free check and it runs these against the listing, the MOT history and the DVLA record before you travel.

Is a used Hyundai Santa Fe (2010 to 2018) a good buy?

It's a good buy with the 2.2 CRDi diesel, which no known fault names, and it earned a five star Euro NCAP rating. The other engines listed for these years are the problem: the Theta II 2.0 and 2.4 petrols can suffer rod bearing failure between 60,000 and 120,000 miles, the 1.6 GDi's chain tensioner can fail between 60,000 and 100,000 miles, and 1.6 and 1.7 CRDi turbos can starve of oil between 70,000 and 120,000 miles.

Several owner reports on this car concern the drivetrain. A 2014 car's AWD decoupler failed at 45,000 miles, and its replacement cost the owner £1,150. A 2013 manual's gearbox and transfer case gave up while towing a caravan, a 2017 car's clutch went at 14,000 miles with a leak found near the clutch damper, and another owner's judder, first blamed on mismatched tyres, came from the rear differential.

The other reports are one car each, but they tell you what to try on a viewing. A 2013 car's heater matrix was replaced five times under warranty, a 2012 car's electronic handbrake kept sticking on, and a 2013 car snapped its front nearside coil spring. A 2015 2.2 CRDi had worn through its brake discs and pads on both axles by 15,000 miles, with the rear discs wearing unevenly, so look at them, and don't ignore a jolt from the rear axle.

What does a used Hyundai Santa Fe cost to run?

What do Santa Fe owners like about them?

Adults can sit in all seven seats of the 2018 to 2024 Santa Fe, so the back row isn't only for children, and there's plenty of flexibility in how you use the cabin. The driving position's high and commanding, giving you a clear view out.

The 2012 to 2018 car is impressively refined, so it's a calm, quiet place to spend a long journey. That carries on in the 2018 to 2024 car, whose 2.2 CRDi diesel is smooth and quiet on the move, and reasonably economical too.

• The powered tailgate is a useful feature, but requires unlocking the car before approaching with a bike rack.
• The Santa Fe achieved a four-star NCAP crash test rating in 2003, indicating good safety performance for occupants.
• Hyundai vehicles generally showed below-average warranty repair costs in the 2003 Warranty Direct Reliability Index.
• Hyundai ranked third in the Reliability Index, combining low average repair costs of £315.78 with few failures per 100 policies.
• The model achieved 15th place in the 2005 JD Power/What Car Survey, with an 82.7% satisfaction score from owners.