Hyundai Santa Fe vs Polestar 2 Long Range

What's the difference?

So I asked at the beginning if the Hyundai Santa Fe FWD petrol offered enough for families looking for a large seven-seat SUV and the answer is: YES!

It's practical, has people-mover space and storage and is downright comfortable to drive. There's so much to like here.

This latest update for the Polestar 2 is lovely, but driving the original is a reminder of how solid this car has always been if you overlook the inherent impracticalities of being an EV on a combustion-engine platform.

The fact you still get steady flow of over-the-air software updates bringing new features, plus you can now upgrade to the new Qualcomm processor chip, saving some coin and getting a second-hand model that’s a couple of years old isn’t a bad option at all.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

It's boxy and bold and you certainly won't mistake it for anything else on the road. That's both good and bad.

The front works beautifully; pairing a chunky and square aesthetic with cool H-shaped LED headlights (a running motif throughout the car). The front and sides look like the chiseled face of a Greek hero or the latest Romantasy crush, but the rear is just awkward. It's essentially just a big blank body panel and the only interesting thing about the back are the H-shaped tail lights.

Head inside and the interior is exactly the same as the base FWD hybrid variant - you get an interesting black and grey tartan fabric upholstery across the seats, and enough soft touchpoints scattered throughout to stop you looking too hard at the heavy use of plastics.

The dashboard shares similar chunky proportions with the exterior and you can see lots of H shapes in the air vents and panelling, so it flows pretty well inside.

The highlight is 100 per cent the large curved panel on the dash that houses the dual 12.3-inch displays. They look high-end and instantly lift the cabin from feeling 'basic'.

Joinery is flush, nothing rattles and there's an overwhelming sense of high-build quality inside. It's a cabin you'll be able to spend a lot of time in.

I’ve always been a fan of the Polestar 2’s exterior design and unlike many new cars it has aged like fine wine over the years. You need to remember the Polestar 2 dates back to 2016 when it was first revealed as a Volvo concept.

It still has clean lines, iconic lightning signatures, plus a tough stance that evokes just a touch of muscle car.

While it has taken me a while to come around to the new blanked-out grille insert, it suits the character of this car given it’s an EV. It also aligns with the wider Polestar design language.

For 2026 there haven’t been any major changes to the exterior. There’s a new sandy-like ‘Dune’ exterior paint colour replacing the silver ‘Jupiter’, plus a new 20-inch forged alloy wheel design for the Long range Dual motor Performance.

Inside, the Polestar 2 looks fundamentally the same as it did when it first launched, in the best and worst ways.

I appreciate how traditional car-like the layouts of the steering wheel, digital instrument cluster and touchscreen multimedia system are. Sure it doesn’t scream ultra high-tech anymore like some of its rivals, but there’s still an understated premium feel to it.

The same can be said for the rest of the Polestar 2’s interior. Everything feels purposeful in a minimalist way which helps make for a clean design.

Speaking of purposefulness, the optional Bowers and Wilkins sound system features a prominent tweeter on top of the dashboard. It looks stunning and is functional, helping to create an incredibly punchy and full sound stage in the cabin.

One of the few finishes I dislike in the interior is the glossy piano black on the steering wheel buttons. You interact with these frequently and it doesn’t take long for fingerprints to present themselves.

There’s now a new synthetic leather upholstery finish for those who opt for the $4700 Plus package. It’s quilted which helps emulate a premium puffer jacket-like look.

Although it’s expensive, the $4400 ‘Bridge of Weir’ Nappa leather upholstery is beautiful and required if you want ventilated front seats. You can only get black and white finishes, which is fine, but bringing back a tan or caramel option would be delicious.

I've said it before but I'll say it again. The cabin offers similar, if not the same, level of practicality of a people mover with passenger space and storage solutions.

In fact, Hyundai may have shot their other three-row SUV, the Palisade, in the foot here because I'm not sure why you'd now bother forking out an extra $13,800 on the base Elite grade over out test model. Not when each row will be comfortable for an adult and feature decent amenities.

With seats that don't sit too high and a 177mm ground clearance, the Santa Fe is an easy SUV to get in and out of, even for kids.

The front- and middle-row seats are the most comfortable when it comes to padding and under-thigh support. The powered drivers seat also offers adjustable lumbar support on top of the heat functions that both front seats get.

Storage is top-notch with lots of cubbies to choose from up front with dual gloveboxes, one that can fit a manual and one that will hold smaller items like a wallet, wet wipes etc.

The middle console is huge and has a removable shelf but is also shared with the middle row as the bottom pulls out into a storage drawer for them. This means you can cut out the middle man (AKA the parent) and have a handy place to put any roadie snacks.

The centre console features two phone cradles and a large shelf underneath that easily holds a handbag or Saturday night's takeaway.

There are a total of 12 cupholders (2/6/4) and four drink holders (one in each door storage bin) plus a sunglasses holder and map pockets on the back of the front seats. So, definitely spoiled for choice when it comes to individual storage.

The technology is easy to use and high-quality with display screens that feature crisp graphics and a responsive multimedia touchscreen. The system features wireless phone mirroring for Apple CarPlay and Android Auto, as well as Bluetooth connectivity.

Charging options are good throughout the car with six USB-C ports (2/2/2), and a 12-volt socket and wireless charging pad up front.

Rounding out the cabin is the large boot which offers 642L when the third row is stowed, and up to 1963L when just the front seats are in use.

The loading space is level but you still get a handy under-floor compartment for small items. And the full-size spare tyre and powered tailgate are always practical to have!

This has always been the downfall of Polestar 2 and it remains true.

While it’s pretty and has a cockpit-like design, the cabin can feel compromised in terms of space and storage. This is primarily due to the centre console which angles upwards sharply, aggressively segmenting the driver and front passenger space.

The only storage spots on the centre console include a shallow shelf under the centre console, a wireless phone charger and another uncovered storage nook under the touchscreen.

It doesn’t help that the cupholder situation doesn’t allow for a proper centre armrest. You either have no cupholders and an armrest, one cupholder and your arm barely reaches the armrest, or two cupholders and the centre armrest flops into the backseat space. It’s not ideal.

Gripes aside, there are still positives to the Polestar 2’s front row. The seats are comfortable on longer drives and allow for a large degree of electric adjustment.

Ahead of the driver the steering wheel thankfully has physical buttons, allowing for easy use on the move. I also love how satisfying the indicator stalk thwack is. It’s the little things that count.

The digital instrument cluster has a minimalist look and can be customised with a few layouts. I particularly like the Google Maps layout which shows your navigation when using the in-built app.

Moving across, the Google Built-in software for the multimedia system is still up there as one of the most usable out there currently. It’s easy to navigate, plus if you get lost there’s a convenient home button at the bottom of the screen.

Both screens are now driven by a more powerful Qualcomm processor chip which allows for better responsiveness, smoother performance and higher download speeds for in-car apps.

Although we didn’t get a huge opportunity to stress test this new chip, it’s definitely an improvement on the old one. You can technically upgrade your old Polestar 2’s chip through a Polestar service centre, though it conveniently doesn’t list how much this costs.

While physical switchgear is limited, there’s still enough to get by. Over the years I’ve grown accustomed to using the touchscreen to change the climate control, though some physical dials and buttons would be nice.

Apple CarPlay and Android Auto are available in wired form only, which is surprising as wireless smartphone mirroring is now commonplace. It does mean however that your phone will charge up reliably.

Moving to the second row, it’s arguably where the Polestar 2 is at its worst. At a leggy 182cm I do fit behind my driving position but headroom is tight.

It doesn’t help that there’s a huge transmission tunnel which technically isn’t needed given this car is fully electric. That’s a downside of using a combustion-engine platform.

Second-row amenities include air vents, two USB-C ports, as well as a fold-down armrest with cupholders. Heated outboard seats are optional.

At the back the button to pop the boot is down where the number plate is. It’s not overtly obvious unless you know where to look.

As standard the tailgate is manually operated and you need to get the $4700 Plus pack in order to get it electrically operated. It also gets a hands-free function which is handy if you’ve got your hands full with bags.

Boot space is 407L with the rear seats upright, expanding to 1097L with them folded. This includes a 43L underfloor section which is large enough for some cables. The boot size is fairly standard for a vehicle of this size and type.

There’s also a 41L front boot which can be used for further cable storage or other various storage needs.

The 2026 Polestar 2 starts at $62,400, before on-road costs, for the Standard range Single motor and extends all the way to $85,080, before on-road costs, for the Long range Dual motor with the Plus and Performance packages.

This is more expensive than the similarly premium-pushing Tesla Model 3 ($54,990 to $80,900, before on-roads), as well as the more budget-oriented BYD Seal ($46,990 to $61,990, before on-roads).

Despite this, Polestar currently has some major deals and offers on new 2026 Polestar 2 stock to the tune of up to $13,000 off the drive-away price. This can see you drive away in a brand-new model for as little as $55,763, drive-away, in Victoria, which is around $5000 less than a base Model 3 RWD.

There’s a catch though… options. There is a slew of option packages and singular options available and they add up quickly.

Most notable is the new $3500 14-speaker Bowers & Wilkins sound system that must be bought in conjunction with the 'Plus package' which is $4700 on all trims besides the Long range Dual motor as it’s already standard.

Annoyingly, a heat pump is part of the $1500 'Climate package' which also brings heated rear seats, a heated steering wheel and heated wiper nozzles. So many carmakers now include heat pumps as standard fare in EVs as they help reduce energy consumption during colder months.

Beyond this, there’s a standard base of equipment which is fine for the price point. Highlights include LED headlights, a 12.3-inch digital instrument cluster, 11.2-inch touchscreen multimedia system, wired Apple CarPlay and Android Auto, wireless charger, dual-zone climate control and heated front seats with electric adjustment.

Our Santa Fe is the front-wheel-drive base variant, which features an eight-speed dual-clutch auto transmission and a 2.5-litre four-cylinder turbo-petrol engine that produces up to 206kW of power and 422Nm of torque.

Our model has a braked towing capacity of 2000kg, which is up from its hybrid siblings which can only tow up to 1650kg.

No changes have been made to the Polestar 2’s electric motor set-up for 2026.

Both the single-motor versions have been rear-wheel drive now for a few years and produce either 200kW or 220kW, depending on the battery pack.

The Long range Dual motor adds a front-mounted electric motor bringing total system outputs to 310kW and 740Nm. It’s capable of doing the 0-100km/h sprint in 4.5 seconds.

The $8980 Performance pack (available only on the Long range Dual motor) bumps the total system power output to 350kW. It also reduces the 0-100km/h sprint to 4.2 seconds.

The base petrol Santa Fe has an official combined fuel cycle usage of 9.3L/100km and 67L fuel tank, giving it a theoretical driving range of 740km, which isn’t as good as its hybrid siblings but still sufficient for the odd road trip.

After doing lots of open-roading this week and a good three days of city dwelling, my real-world usage has popped out at 8.7L/100km, which is a solid result for such a large SUV.

Although we didn’t get to drive it at this media launch, the entry-level Polestar 2 Standard range Single motor has arguably received the biggest refresh of the line-up with this MY26 update.

It now has a slightly larger 70kWh lithium-ion battery pack sourced from CATL, replacing the LG Chem-sourced 69kWh lithium-ion battery. As a result there’s 554km of WLTP-claimed range with up to 554km (up from 546km).

Long range versions still have a CATL-sourced 82kWh lithium-ion battery with between 568km and 659km of WLTP-claimed range, depending on the variant. This is good but Tesla has moved the game forward with its Model 3 Long Range RWD which offers up to 750km of range.

We didn’t get a chance to fully test out energy consumption during this media event, but Polestar claims between 14.8kWh/100km and 17.2kWh/100km, depending on the variant. This is much better than when the Polestar 2 first launched.

While the maximum AC charging rate remains at 11kW across the line-up, the Standard range versions can now DC fast-charge at rates up to 180kW (up from 135kW). This means a 10 to 80 per cent charge can now take as little as 26 minutes.

Maximum DC fast-charging for Long range versions is still up to 205kW, allowing a 10 to 80 per cent charge in 28 minutes. Lots of newer rivals offer faster charging now.

The petrol engine definitely has more pep to it than the hybrid variants I've sampled. The power is responsive and you still feel like there’s heaps leftover when you have to overtake or get up a hill without any annoying engine whines.

The steering isn’t too heavy, despite the size of this car but turning off the lane-keeping aid will keep the on-road experience feeling smooth. Otherwise, you sort of ping-pong in your lane as the aid readjusts strongly.

All Santa Fes feel way more nimble than they have any right to in corners. You do get some roll, but our test model is sure-footed, even in heavy wet weather. 

The eight-speed dual-clutch auto transmission is smooth enough and you don’t get any annoying lags when you accelerate from a full stop, which is unusual for such a unit.

Ride comfort is pretty high as well, with suspension that feels forgiving over the worst of the bumps and a cabin that remains quiet, even at higher speeds. 

You have really great visibility in this model because of how big the windows are and the taller driving position helps as well. None of the pillars hindered my vision either from my driving position.

The Santa Fe well and truly fills out a car space and it was easy to see it in a car park because the butt hangs out a bit, but it’s still easy to park with its very clear 360-degree camera system and parking sensors at the front, side and rear. So while it is big, it doesn't feel big to park.

Overall, the petrol Santa Fe is an simple SUV to drive and will be a forgiving choice for lots of different driving styles.

While outright practicality isn’t the Polestar 2’s strong suit, once you get on the road this melts away almost instantly.

This EV is and has always been a driver’s car that’s engaging and rewarding to steer. It’s a shame that many people’s first experience with it was likely in the second row as a rideshare with a driver that has a bad case of taxi foot.

Surprisingly, during the media launch drive program we had the opportunity to sample the original MY22 Long range Single motor and compare it back-to-back to the MY26 models. It’s rare this kind of thing happen.

This is notable because single-motor versions made the switch from front- to rear-wheel drive back in 2024.

While the MY22 example feels like a bulldog yet still capable of carving up corners, it holds up well if you ignore the odd cabin rattle and creak. You can also feel a marked difference with how the rear guides the latest MY26 Long range Single motor instead of the front when pushed.

This isn’t apparent in calmer, everyday driving situations. If you’re not a car person you likely wouldn’t be able to tell the difference.

The rear-mounted electric motor produces an adequate amount of oomph, allowing you to get up to speed with ease. Like all EVs you get snappy acceleration from a standstill, which is thrilling.

This is dialled up to 11 in the Long range Dual motor Performance. Although the Model 3 Performance is technically faster, it still feels like this Polestar 2 is quick enough.

In the fully loaded all-wheel drive trim you’re able to carve corners enthusiastically. It’s incredibly confidence-inspiring to chuck into corners as there’s grip for days and a bucketload of power to back it up.

Although the regenerative braking system is pretty powerful already, the Performance pack adds chunky Brembo physical brakes for added peace of mind. Perhaps Tesla could take note of this?

The aforementioned Performance pack also adds manually adjustable Öhlins dampers with a ‘Polestar Engineered’ performance chassis. It’s an incredible package with a dialled-in feel, though if you want to adjust the dampers you need to jack up the car.

If you’re not keen on outright performance, the regular Polestar 2’s suspension set-up still holds its own but has an added level of all-around comfort. It’s an improvement from the original which was a little too firm.

Across the line-up the steering is direct and makes this car feel nimble regardless of where or how you’re driving. You’re able to select from different steering feels which increase or decrease the resistance.

Given EVs have no engine noise, they can sometimes have more noticeable road and wind noise out on the open road. Thankfully the Polestar 2’s cabin is quiet enough, that is unless you’re driving on coarse-chip roads.

The Polestar 2 received a maximum five-star ANCAP safety rating based on testing conducted in 2021.

Standard safety equipment includes eight airbags, autonomous emergency braking (AEB), blind-spot monitoring, rear cross-traffic alert, adaptive cruise control, lane-keep assist, lane centering, front and rear parking sensors as well as a surround-view camera system.

This amount of safety tech is pretty standard fare now, but I particularly like how well they are tuned. It’s more noticeable in a world where new cars from new carmakers continually chime at you even though you’re driving normally.

There are ISOFIX child seat anchorages on the two outboard rear seats, plus top-tether points on all three rear seats.

The Santa Fe comes with a five-year/unlimited-kilometre warranty, which isn’t as good as some of its rivals, especially with Nissan now offering a 10-year warranty on its models, albeit conditional.

The pre-paid servicing plans are competitive, though, and the five-year plan averages just $481 per service.

Servicing intervals could get a bit annoying if you do a lot of kays every year as they're at every 12 months or 10,000km, whichever occurs first.

The Santa Fe petrol is a simple gal and enjoys 91RON unleaded petrol and is even E10 suitable.

The Polestar 2 is covered by a five-year, unlimited-kilometre warranty, whereas the high-voltage battery is covered by an eight-year, 160,000km warranty.

While this battery warranty length is standard, a five-year warranty is getting a little short now in the grand scheme of things as many brands are moving to seven-year warranties.

Owners also get five years' of roadside assistance which can be accessed by pressing the ‘Connect’ button on the overhead console. It’s available 24/7 and includes car recovery and alternative transport, if required.

Logbook servicing is required every 24 months or 30,000km, which is standard for EVs. At the time of writing Polestar Australia was finalising service pricing for the MY26 2 and we'll update this review as soon as we receive the details.

There are a total of 23 Polestar service centres around Australia, a number of them shared with Volvo.