Up front, there’s at-hand storage in abundance, two power outlets atop the deep central dash storage bin, and a proper dual-tier covered centre console and armrest. The USB port in the central console bin is, presumably, for data transfer only, as it barely charged my electron-hungry Smartphone, and I needed to use the 12-volt outlet and a USB adapter to juice it up.
In back, a nice wide and long cargo hold is available. A cargo cover helps keep your stuff out of sight, too.
I griped that the 2013 unit had no power tailgate, which it should have at its price, and this time around, the 2016 model-year tester fitted one. An auto-opening feature is included, too: just stand still near the Santa Fe Sport’s rear end for a moment, with the key in your pocket, and it opens itself, sans fumbling for your keys or the button if you’ve got your arms full of shopping and toddler.
(If you’re chatting with a parking lot pal near your Santa Fe, stand beside it or far away, as the system occasionally proves too sensitive, beeping loudly three times and opening the door if you’re hanging out near it).
Today, the cabin design is what we’d probably call average for the segment. There’s a layered look to some of the details and trim, some wood grain accenting for a touch of sophistication, clear and crisp instruments that appear high-tech and vivid, and a large central stack of controls, knobs, and a big touchscreen, top and centre. It’s neat and tidy and pleasingly modern, though numerous competitors have now stepped ahead in terms of design and materials. The Ford Edge looks more cohesive and up to date. The Dodge Journey has a more powerful and intuitive navigation and multimedia system. The Nissan Murano looks more daring and classy. So, Santa Fe Sport hits hardest for functionality, with interior design and atmosphere trailing behind, a little.
To your writer, the driveline and support systems stand out even further as Santa Fe Sport’s strongest assets today. The 2.0L turbo is eager and potent from very low revs, and can be driven under 2,000 rpm with thrust to spare, and barely a peep from the engine bay. There’s a low-rpm effortlessness thanks to the heap of low-end turbo torque, and called upon, the little beast of an engine rockets you along with urgency, even if it’s 265 horses, at full song, are nothing to listen to.
Then, there’s a really good AWD system. Even with extremely light throttle in deep snow, all four wheels are powered. In most situations, four-wheel traction is engaged secretly, as the vehicle comes to rest. Translation? You almost always accelerate from a dead stop with the rear wheels getting at least a little power. Forget so-called slip-and-grip.
Otherwise, when the system deems it necessary, rear wheels receive additional power quickly – within 1 to 2 revolutions of the front wheels. They get a good serving of the engine’s power, too. Hyundai says a fast-acting electro-hydraulic clutch in the rear coupler is to thank.
