Nissan Ariya vs Hyundai Santa Fe

What's the difference?

I can see how the Nissan Ariya would have changed the game if it launched in Australia back in 2022.

While it is a solid car that’s quiet, comfort-oriented and tech-heavy, there’s now little separating it from the competition apart from the fact it has a Nissan badge and a cracking aftersales package. This is disappointing as we’ve waited a long time for this car to arrive.

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

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.

Back when the Ariya was revealed, it started a new design language for Nissan, but five years later almost every model in the Japanese carmaker’s line-up has taken some element of this car’s design.

What this means is while the Ariya was unique, it now doesn’t stand out from the crowd as much as it once did. This doesn’t help given there are now so many competitors out there.

However, in person the exterior of this car is stunning. I’m particularly a fan of the two-tone copper paint available on the Advance+ and Evolve e-4orce.

At the front there is a slim and striking LED lighting set-up that stands out, plus the gloss black faux grille is an interesting take on the brand’s ‘V-Motion’ grille. It has illuminated sections that are only noticeable in dark conditions.

Around the side the Ariya appears to be a lot more coupe-like than you’d expect. There’s a body line that runs from the A-pillar all the way to the tailgate. It gives the car a floating roof effect, which is a current design trend.

Other notable design elements on the side include the charge flap on the passenger side front quarter panel, aero covers for the alloy wheels, and an extensive use of gloss black around the wheel arches and door sills. It’ll be interesting to see how the latter hold up in the long run.

At the back there isn’t a whole heap going on beyond the large rear spoiler, which is intricately designed and there to improve aerodynamics.

There’s also a full-width LED light bar for the tail-lights, which is sandwiched by a Nissan wordmark badge. These lighting set-ups are so common now that they’re a little cliche.

Inside, the Ariya is befitting of its flagship status for the Nissan brand. In the top-spec Evolve trim with the blue Nappa leather upholstery and suede dash highlights. I don’t think it pairs well with every exterior paint colour, but it still looks great.

This also isn’t to belittle the lesser trims. While they have darker interiors, this is likely more preferable for many buyers as they’re less out there. The materials, at least in the Advance+, are still at a high quality.

The steering wheel is leather-wrapped and feels buttery soft in the hand. While I loathe the fact there are gloss-black covers over the physical buttons on the steering wheel, it’s still a step in the right direction.

Ahead of the driver are dual 12.3-inch screens across the line-up. It took me a while to notice there’s a wave between the screens as it’s covered by the steering wheel rim. The touchscreen is incrementally closer so you can reach it more easily.

Another major element of the Ariya’s interior design is the centre console. In the Advance+ and Evolve it has electric sliding adjustment, allowing you to customise the position to your desire.

The use of the faux wood trim looks premium, especially because you don’t expect there to be haptic buttons on it. This helps for a clean, button-less look.

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.

This car is built on a dedicated electric architecture which theoretically gives it many benefits as there’s no space needed for a combustion engine, nor its transmission or driveline components.

While the Ariya benefits from this by pushing the wheels to the extremities, it underwhelms in others. More on this in a bit.

As standard the driver’s seat is mounted very high. I’m 182cm tall and in the seat's lowest position I was only a few centimetres off my hair tickling the roofliner. While this is nice from a forward visibility standpoint, I instinctively want to sit lower in the cabin.

Despite this, the front seats are deliciously comfortable. They offer plenty of electric adjustability, allowing you to find your desired seating position. Depending on the trim they’re heated and ventilated, which is a treat in fickle Melbourne weather.

As noted before, the steering wheel features physical buttons, which is a major plus. They’re clearly labelled and are easy to understand.

Ahead of the driver the digital instrument cluster is classic Nissan. There are a range of informative pages to cycle through, as well as two layouts to choose from. All of them look high-res.

Moving across, the touchscreen multimedia system is also a classic Nissan unit. Almost every Nissan model has a variation of this touchscreen now, which kind of makes the Ariya feel less special.

Thankfully however, the user interface is clear and easy to understand. It’s hard to get lost and even if you do, there are shortcut buttons on the side of the screen.

As standard there’s wireless Apple CarPlay, which is great if you have an iPhone and almost expected nowadays, however Android Auto is only offered in wired form only. This is disappointing from a high-tech flagship.

I appreciate there are haptic buttons for the climate control under the touchscreen. It’s much better than having these functions built into the touchscreen. However, the seat heating/ventilation and the steering wheel heating is in the touchscreen, but you can program it to an automatic mode so it’ll turn on and off with the climate control.

The haptic buttons extend onto the centre console which electrically slides in the Advance+ and Evolve. These ones are for the drive mode and ePedal selection.

Speaking of the centre console, it’s a big bulky unit but it barely offers any storage. Under the centre console lid there’s a wireless charger and a miniscule amount of storage. There’s also a tiny phone-sized slot at the front of the centre console, plus a 12V socket and some USB ports.

It’s disappointing Nissan hasn’t taken better advantage of the flat floor accommodated by the dedicated electric architecture. There’s open space between the driver and passenger, which makes it feel like you’re in dedicated recliners.

As a result of the paltry centre console storage, there are two gloveboxes. One on the passenger side and another in the centre. Both look like they’re sizeable, but that’s just the lid as the actual storage space is a fraction of this.

Moving to the second row I have a decent amount of legroom behind my own driving position. Toe room is negligible however and headroom suffers from the panoramic glass sunroof.

Despite this the second-row bench is still comfortable. It’s laid back, though there’s not much lateral support. This means in the bends you’ll be thrown into the door or into the centre of the car.

There continues to be a flat floor in the second row, plus a minimal hump in the rear bench means you could technically go three-up if you wanted. The limitation at this point is shoulder space.

In terms of amenities there are centre console-mounted air vents, USB-C ports, heated outboard seats (depending on the trim) and a fold-down armrest with cupholders. It’s fairly standard.

From the Advance trim and up there’s a standard hands-free power tailgate. This is handy if you’ve got your hands full.

For the boot space itself, it’s fine but not standout. Two-wheel-drive variants are notably better with 466L of boot space with the rear seats upright. The Evolve e-4orce only has 408L due to the rear electric motor.

As expected there’s no spare tyre at all across the line-up. Instead there’s a tyre repair kit under the boot floor.

No Ariya trim has a front boot.

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!

The Hyundai Santa Fe is offered in three grades, with the base- and mid-spec options now having the option of having a turbo-petrol engine or a self-charging hybrid powertrain.

Our test model is the front-wheel-drive base-petrol grade, which is priced from $53,000 before on-road costs. That makes it the most affordable variant in the Santa Fe line-up, being $2500 more affordable than the base FWD hybrid model.

This positions it in between its three-row large SUV rivals, the Kia Sorento S ($50,680) and even larger Nissan Pathfinder ST-L ($60,220). But the Sorento is still offered with a choice between V6 petrol engine and a four-cylinder turbo-diesel engine, which will entice some.

Our test model is incredibly well-equipped for a base variant and includes features like heated front seats, a powered driver's seat (with adjustable lumbar support), rear privacy glass and LED external lights.

There are great practical items like a full-size spare wheel, a powered tailgate, keyless entry/start, a 360-degree camera system, dual-zone climate control and tyre pressure monitoring.

Technology is also a standout with dual 12.3-inch displays taking centre stage, FM/AM and digital radio, wireless Apple CarPlay/ Android Auto, Hyundai 'Bluelink' app, over-the-air updates, Bluetooth connectivity, a wireless charging pad, six USB-C ports and two 12-volt sockets.

Bluelink connected car services brings features like ‘Automatic Collision Notification’ an emergency call (SOS) function, geo-fencing, valet, speed and time alerts and more.

There are only two electric powertrain configurations available in Australia.

The Ariya Engage and Advance are powered by a single, front-mounted electric motor that produces 160kW of power and 300Nm of torque. The Advance+ bumps the power figure up to 178kW to compensate for the larger battery pack.

The flagship Evolve e-4orce is the only trim with all-wheel drive. It has a dual-motor set-up with total system outputs of 290kW and 600Nm. This trim is claimed to be able to do the 0-100km/h sprint in 5.6 seconds.

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.

There are also two battery pack options in Australia.

The Ariya Engage and Advance come with a 63kWh lithium-ion battery with a WLTP claimed range of 385km. This isn’t much for a car that’s around $60,000.

The Advance+ and Evolve e-4orce, on the other hand, get a larger 87kWh lithium-ion battery. WLTP claimed range is 504km and 487km, respectively, which is much more like it for a vehicle of this size.

All variants have a Type 2 CCS combination charge port on the passenger side front quarter panel with a maximum DC charge rate of 130kW. At this rate this will see the battery charge from 10 to 80 per cent in 35 minutes.

AC charging is offered at rates up to 7.4kW on the Engage, Advance and Advance+ trims. 22kW AC charging is optional on the Advance+ and standard on the Evolve e-4orce.

However, thanks to a launch offer for the first 400 vehicles, all Ariyas are getting standard 22kW AC charging, even the ones that typically don’t get it at all. This is a cool offer and an interesting incentive if you are on the fence on actually buying one.

There’s also a free 22kW AC home charger provided as an additional launch offer. You’ll need to install this unit at your own expense.

For energy consumption it depends on the trim level. It ranges between 18.4 and 20.8kWh/100km. During our testing of the Advance+ we saw an average of 14.2kWh and the Evolve e-4orce we saw an average of 18.0kWh/100km. This would give a theoretical range of 613km and 483km, respectively.

It’s worth noting these average energy consumption figures were according to the trip computer and the driving was on higher speed roads on the outskirts of Melbourne.

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.

We only got to experience Ariya trim levels with the larger 87kWh battery pack at this launch. It’d be interesting to see how trims with the smaller battery pack fare from a comparative standpoint as they’re lighter but offer less range.

With the Ariya Advance+, it has a single electric motor that offers a decent amount of power and torque. It’s probably all that you’d ever need in everyday traffic.

However, it’s far from being a sporty offering – it’s more comfort-oriented – but when you push it, the limitations of it being front-wheel drive become apparent. Traction control cuts power as soon as the corners get too sharp, but thankfully it never feels like this car is out of line.

For more oomph, this is where the flagship Evolve e-4orce comes in with its dual-motor all-wheel-drive set-up. Although 290kW and 600Nm sounds like a lot, it doesn’t provide neck-snapping acceleration. Instead, acceleration intentionally ramps up incrementally to maintain a serene vibe in the cabin.

This isn’t to call this Ariya trim slow, though. It can do 0-100km/h in 5.6 seconds, which is far from a slouch. The way the power piles on though feels nice during rolling acceleration, making it a lovely tourer. If you do lean into the performance this trim offers however, be prepared to pay for it with a higher energy consumption.

There are multiple regenerative braking modes offered in the Ariya. ‘D’ is normal, ‘B’ exaggerates the effects, then ‘ePedal’ is the closest you get to a one-pedal driving mode. All the modes require you to press the brake pedal to come to a complete stop.

Thankfully, there’s no awkward interaction between the regen brakes and the traditional friction brakes. This helps make it feel like a regular car that just happens to be electric.

The steering changes its weight depending on the drive mode. Regardless of this, however, there is a direct feel through the wheel which is confidence-inspiring, especially out on the open road.

As standard the suspension set-up comprises MacPherson strut front and a multi-link rear across the line-up. With the smaller 18-inch wheels across the majority of the line-up there’s plenty of tyre sidewall to play around with, which makes the ride feel composed and comfortable. It balances the line between being too bouncy and too firm nicely.

The top-spec Evolve e-4orce with its larger 20-inch alloy wheels, however, has less tyre sidewall and as a result the ride is much busier. The effects are made worse when you load more people or weight into the car as it becomes very reactive to every road imperfection, especially large bumps.

Lastly in terms of noise, vibration and harshness levels, it’s extremely quiet in the cabin. This is surprising because the lack of a combustion engine typically makes other noises more apparent.

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.

All hybrid Hyundai Santa Fe variants are covered by a maximum five-star ANCAP safety rating from testing done in 2024, but the petrol variants are not, so our test model is currently unrated. It does feature 10 airbags, though, which is excellent for a family SUV and the curtain airbags extend to the third row.

The standard safety equipment includes blind-spot monitoring, LED daytime running lights, driver attention alert, leading vehicle departure alert, safe exit assist, rear occupant alert (first two rows only), rear collision warning, forward collision warning, rear cross-traffic alert, lane departure alert and a lane-keeping aid.

There's also lane following assist, traffic sign recognition, an intelligent seatbelt warning (first two rows only), adaptive cruise control (with start/stop), the 360-degree camera system and front, side, and rear parking sensors.

It's also nice to see the blind-spot monitor on the base model, which is a system that pops a video feed of your blind spot onto your dashboard.

However, some of the safety features, like the driver attention monitor and traffic sign recognition, can be intrusive to daily driving. If you could permanently disable the sound alert, it would be a lot more enjoyable to drive long term.

Like other Nissans, the Ariya is covered by a 10-year/300,000km warranty, providing you service at authorised Nissan service centres when required. If you don't, there's only five years of coverage.

The battery pack on the other hand is covered by an eight-year/160,000km warranty.

There’s also up to 10 years of roadside assistance if you service at authorised Nissan service centres.

Logbook servicing is required every 12 months or 20,000km, whichever comes first, and the first five services are capped at $299 each.

Overall this is a fairly compelling aftersales package, plus it helps that Nissan has a substantial dealer network around Australia.

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.