There’s no better looking crossover SUV on the market than Hyundai’s Santa Fe Sport. With its striking three-slat chromed grille,
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| Photo: Karen Tuggay, Canadian Auto Press |
stylish multi-angled combination headlamps, edgy integrated fog lights, cool aluminum-look front and rear protector-plate bumper inserts, rugged lower body cladding, gracefully upswept greenhouse, sporty rooftop spoiler and gorgeous taillights, it set a styling benchmark when this latest third-generation model debuted in the summer of 2012 as a 2013 model.
Now, three years into its current lifecycle the Santa Fe still looks fresh and cutting-edge. This no doubt aids sales that have seen regular growth since the new model was introduced, 2014’s 27,580 unit tally besting all but one previous years’ total and making the crossover SUV one of the best-selling models in its class.
Figuring
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| Photo: Karen Tuggay, Canadian Auto Press |
out exactly which segment the Santa Fe Sport fits into is another question. Hyundai’s Tucson fills the compact category nicely while the extended-wheelbase Santa Fe XL goes up against the seven-passenger mid-size lot, which leaves the five-occupant Santa Fe Sport a bit shorter than most mid-size models as well as some so-called compacts, Chevy’s Equinox being one, yet wider than every compact competitor, making it look and feel like a mid-size SUV, especially when inside.
That’s where the Santa Fe Sport’s added breadth allows for more shoulder and elbowroom than the rest of the compact lot, and being shorter and slightly narrower than most mid-size models makes it easy to slot through busy traffic and
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| Photo: Karen Tuggay, Canadian Auto Press |
particularly convenient to park. Its popularity proves Hyundai found just the right proportions to go along with its good looks, but of course there’s more to the Santa Fe story than that.
Look around its cabin and you’ll get a good idea of why so many people feel right at home. Plenty of soft-touch synthetic surfaces provide premium-level sound deadening and a nice feel, the Santa Fe’s dash-facing to the left of the steering column and ahead of the front passenger getting the pliable plastic treatment, as do both sides of the centre stack right down to the lower console, not to mention the front and rear door uppers plus the panels just below, while all four armrests are not only comfortably padded but finished in a elegantly stitched leather-like material
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| Photo: Karen Tuggay, Canadian Auto Press |
for a truly upscale look and feel. Hard plastics are used throughout the interior too, and while not as finger friendly they’re nicely textured and ideally matched to the softer stuff for an overall look that’s impressively refined.
Hyundai pushes the styling of its Santa Fe Sport cabin further upmarket by also including a tasteful helping of satin-finish aluminum-look interior accents, embellishing the steering wheel, primary gauges, vent surrounds, centre stack trim and rich looking door panels, and likewise the glossy woodgrain used for the dash trim appears as authentic as this class gets.
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| Photo: Karen Tuggay, Canadian Auto Press |
The entire interior is sophisticated and state-of-the-art, other than my tester’s obvious lack of a modern-day infotainment system.
Hyundai’s main rival Toyota really turned the auto sector upside down by including standard high-resolution full-colour display audio systems with backup cameras in many its latest models, a trend that is starting to show up with others across the auto sector. Therefore the simpler LCD screens Hyundai continues to use for lower trim levels now look tired and dated, with only top-tier Santa Fe trims appearing technologically advanced from an audio-visual perspective.
My tester was far from top of the line as it was kitted out in 2.0T Premium AWD trim, which means that it slots in right around the middle of the Santa Fe Sport line.
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| Photo: Karen Tuggay, Canadian Auto Press |
As an overview the Santa Fe Sport’s bevy of trim levels are as follows: 2.4L FWD, 2.4 Premium FWD, 2.4 Premium AWD, 2.4 Luxury AWD, 2.0T Premium AWD, 2.0T SE AWD, 2.0T Limited AWD, and top-line 2.0T Limited with Saddle Leather, with prices ranging from $26,899 to $39,849, plus $1,795 for freight and pre-delivery inspection no matter the version chosen.
When fitted with its various top-level interiors the Santa Fe borders on premium in look and feel, whereas my mid-grade 2.0T Premium AWD test model was plenty nice for its very approachable $33,199 price point. This particular trim level qualified for a $2,018 no-haggle discount at the time of writing, while discounts of other trims range
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| Photo: Karen Tuggay, Canadian Auto Press |
from $1,313 to $2,466 (the former discount obviously intended to cause superstitious folks to upgrade from base).
The seat fabric on my loaner featured an attractive mesh patterned black insert material with solid black bolsters, and the driver’s seat was extremely comfortable. This Yes Essentials stain-resistant fabric is the same as used on the base model other than colour (base trim gets grey upholstery), and the three-way heatable front seats are carryover from base too. Additional standard items that find their way up to 2.0T Premium AWD trim include air conditioning, tilt and telescopic steering, steering wheel-mounted Bluetooth, cruise and audio controls, the latter connecting through to a six-speaker AM/FM/CD/MP3 display audio system
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| Photo: Karen Tuggay, Canadian Auto Press |
with satellite radio, aux and USB jacks plus iPod/iPhone integration, while the standard menu items continue with a second row that reclines and folds flat via an especially flexible 40/20/40 split that opens up to 2,025 litres (71.5 cubic feet) of available cargo space when all three seatbacks are lowered or more than 1,000 litres (35.4 cubic feet) when upright, while those rear passengers also benefit from privacy glass. Exterior features include LED-enhanced projector beam headlamps, fog lamps, a windshield de-icer, powered and heated side mirrors, chromed door handles, roof rack side rails, a rear spoiler, 17-inch twinned five-spoke alloy wheels on 265/35 all-season tires, and a pre-wiring harness for trailering; its stock tow rating is 907 kilos (2,000 lbs).
Standard
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| Photo: Karen Tuggay, Canadian Auto Press |
safety features include traction and stability control improved on by Vehicle Stability Management (VSM), as well as ABS-enhanced four-wheel disc brakes with electronic brake-force distribution and emergency brake assist, plus all the expected airbags including one for the driver’s knees.
Moving up through the line, my test model also received items from the second-rung 2.4 Premium models, including a heatable leather-wrapped steering wheel and leather-wrapped gearshift knob, a 12-way powered seat with four-way powered
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| Photo: Karen Tuggay, Canadian Auto Press |
lumbar, dual-zone automatic climate control with a clean air ionizer, automatic headlights, rear outboard seat heaters, second-row window sunshades, and rear parking sensors.
Features specific to my 2.0T Premium AWD model include proximity-sensing keyless access with pushbutton ignition, a full-colour high-resolution electroluminescent Supervision primary gauge cluster with a TFT LCD multi-information display at centre, and twin-tipped chrome exhaust outlets.
Of course I’m leaving out one of the best reasons to opt for 2.0T Premium AWD trim, its more powerful 2.0-litre twin-scroll turbocharged direct-injection engine; this model being the least expensive way to move up from the base 2.4-litre four. There’s nothing wrong with the 2.4, mind you. It features direct-injection and dual continuous
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| Photo: Karen Tuggay, Canadian Auto Press |
variable valve timing just like the smaller displacement turbocharged unit, and its five-cycle EnerGuide fuel economy rating is slightly better at 12.5 L/100km in the city, 9.3 on the highway and 11.1 combined compared to 12.9 city, 9.8 highway and 11.5 combined (incidentally the base 2.4 with FWD is good for a claimed 11.7 city, 8.7 highway and 10.3 combined), but there’s no disputing which engine is more fun to drive.
The base 2.4 is hardly embarrassing as it pulls away from standstill, the 190 horsepower mill having 181 lb-ft of torque to make sure takeoff is smooth and steady if not particularly sporty, but the turbocharged 2.0T’s 265 horsepower and 269 lb-ft of twist is downright exciting while ramping up speed, the little four feeling more like the big six offered in the larger XL model, while sipping away at regular unleaded like the base four as noted.
Part
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| Photo: Karen Tuggay, Canadian Auto Press |
of the fuel economy equation comes down to the Hyundai’s choice of transmissions, all Santa Fe Sports coming with a smooth shifting six-speed automatic that includes Shiftronic manual mode for quick, immediate gear changes when trying to get the most out of either engine on the freeway or winding backcountry road, or for that matter while casually driving through city traffic.
In Canada a snowstorm can hit anywhere almost anytime, which makes the addition of all-wheel drive a lifesaver in certain situations and a confidence inspirer the rest of the time. The Santa Fe Sport’s optional AWD is a sophisticated design that incorporates Active Cornering Control, a technology that adjusts inside wheel speed during a turn to improve stability no matter the road surface conditions.
And
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| Photo: Karen Tuggay, Canadian Auto Press |
yes, with or without all-wheel drive the Santa Fe Sport is nimble through the corners, feeling more like an agile compact than a mid-size CUV. No doubt its wider stance helps in handling, its fully independent suspension always composed and controllable, even at high speeds over rough patches of pavement. Braking is strong too, the Santa Fe Sport’s sizable discs scrubbing speed off quickly when required, and always smooth and controllable. It’s a comfortable highway cruiser as well, where it will glide along all day long in premium-like silence, its taut build quality and ample sound deadening measures helping it to feel more luxury-like than many of its peers. Around town its tall ride height benefits outward visibility while a shorter turning circle than mid-size rivals allows for great maneuverability in crowded traffic, narrow lanes and abbreviated parking spots. It’s certainly an easy SUV to drive, and even easier one to live with.
Rear
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| Photo: Karen Tuggay, Canadian Auto Press |
seat roominess is good, the front seatbacks cut out for extra legroom and fitted with nice leather-like pockets for an upscale look plus a place to store reading materials or what have you. The flip-down centre armrest is beautifully finished and incorporates pullout cupholders for drive-through convenience.
I’ve already mentioned the ample size of the cargo hold and flexibility of the rear seatbacks’ 40/20/40 split configuration, but thought I should point out a set of stowage bins under the cargo floor, the front one separated into compartments for hiding smaller items away from prying eyes and the rear one used for the jack and tire changing kit plus extra storage. The folding cargo floor above is solidly constructed in the same impressive fashion as the rest of the SUV.
I’m sure
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| Photo: Karen Tuggay, Canadian Auto Press |
you’ll feel much the same as I do about the Santa Fe Sport after spending some time with it. It’s as quality-built as it’s good looking, while boasting one of the more advanced powertrains in its class with strong performance and excellent fuel economy, loads of standard and optional features, 5-star NHTSA and the best “Good” IIHS crash test ratings, plus an enviable reliability record. The Santa Fe Sport is style and substance wrapped up in a value-added bundle, an impressive contender that’s worthy of its popularity. Without doubt you should consider it.
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