Tucson is Hyundai’s crossover utility vehicle (CUV) that is mechanically similar to its family cousin, the Kia Sportage. Following in the footsteps of Hyundai’s larger Santa Fe, the five-passenger Tucson is based on a car platform with unibody construction, transverse engine mounting, and a choice of front-wheel drive or four-wheel drive. The Tucson is available in GL, GLS, and Limited trim levels. All trim levels feature a strong emphasis on safety, with anti-lock brakes, electronic stability control, seat-mounted side air bags, and roof-mounted side curtain air bags all standard. Other standard features include alloy wheels, air conditioning, a CD player, power windows/locks/mirrors, and roof rails.
GL models are powered by a 140-hp, 2.0L four-cylinder engine with a choice of five-speed manual or four-speed automatic transmissions, the latter only available on front-wheel drive models. GLS and Limited models are powered by a 173-hp, 2.7L V-6 with a 4-speed automatic transmission and either front- or four-wheel drive. The four-wheel-drive system uses a Borg-Warner electronic center differential that can divert up to 50 percent of the engine’s power to the rear wheels for increased traction. Unlike most car-based SUVs, however, the Tucson’s center differential can be manually locked into four-wheel-drive mode at speeds below 25 mph, increasing traction for light off-road driving or in slippery road situations.
Tucson is a compact 5-seater SUV from Hyundai. Tucson’s 2.0-liter CRDi engine delivers performance, strength, and frugality of a diesel engine together with quietness and smoothness of petrol engine. The power and torque generated by Tucson are amazing at 112 Ps and 25 kgm respectively at as low as 2000 rpm. The 5-speed transmission of Tucson demonstrates a smooth and dynamic performance and is high on durability and convenient on maintenance.
Tucson has an electronic 4-WD system that runs the car in front wheel drive (2 WD) during regular driving but when the driving condition changes, there is an automatic delegation of up to 50% of power to the rear wheels. This system has superior fuel efficiency as compared to mechanical 4-WD system. The front McPherson Strut Suspension and the Multi Link Rear Suspension of Tucson ensure a smooth ride on bumpy, pot-holed roads.
Launched with just about the perfect engine for India - a 2.0-litre common-rail diesel - the Tucson has plenty of punch and acceptable economy. There is only one variant yet, and it is well equipped and appealing. Fiat pioneered common-rail diesel technology in Europe, but Hyundai deserves credit for having brought it to the Indian masses. Actually, it was here earlier, but was found only in the expensive European cars, which few of us could afford. Then came the Accent CRDi, and common-rail suddenly became the new buzzword. The technologies still expensive, but Hyundai has managed to price the cars well anyway, including the new Tucson, which uses the same engine as the Elantra saloon. This makes it the only diesel soft-roader around, a formidable advantage.
The Tucson comes closest to one’s perception of an SUV, unlike the squeaky-clean CR-V and the estate-like Forester. It is butch, high-set, adequately spacious and bloody practical, and has the sort of ‘go-anywhere’ attitude that an SUV owner wants, even if it is only a harassed mom taking the kids to school. The muscular styling and heavy body armour give it plenty of on-road presence, and though it borrows plenty of styling cues - from the Porsche Cayenne and BMW X3 in particular - it all gels, to give a nice, macho look.
The cabin is full of interesting and pleasing touches. The upholstery is bright and feels good, the dash is generous and handsome with the Cyclops-eye Speedo and silvered central- console brackets, and there is a high-set, purposeful look to the cabin, with a lofty driving position. There are plenty of cubbyholes to keep everything from a hairpin to a 1.5-litre Coke bottle, and the centre console houses bottle/glass holders. The cubby between the front seats is large, and the top cleverly pops up and out to provide a handy armrest.
The seats are well padded and comfortable, but lack under-thigh support. The rear seat backrest can be reclined and is a thoughtful touch, as is the flip-down armrest, which is at the perfect height. Legroom does not match the CR-V’s but is enough to stretch your legs out. The rear seats have a trio of baggage hooks over at the rear, and fold totally flat, to give you a sizeable loading bay.
Although a hi-tech diesel motor powers the Tucson, it is not very fuel-efficient. However, diesel being cheaper, the Tuck is slightly cheaper to run than its petrol powered competitors. The engine is punchy and responsive - at least once, you get beyond the turbo lag - and allow you to charge through gaps in traffic, making overtaking a hoot. Gear selection in the test Tucson was somewhat vague with first being particularly difficult to find. Perhaps our test vehicle had a problem - office colleagues say that the shift is linear.
It is still the smoothest gearshift of the lot, if not the most precise, and requires less effort than the CR-V and the Forester. The ride on paved roads is quite good and not as harsh as one expects in a vehicle of this sort. You are not bounced around on undulating roads but potholes affect the Tucson’s composure and have it dancing. However, high-speed stability is quite impressive. There is some body roll and this is expected in any vehicle that rides high.
However, it is manageable and poses no problems even when you push hard through corners. The good thing is that the Tucson seems to shrink around you as you drive, and with its light steering and energetic response, it is good fun to hustle. We like luxury to come cheap and our money to go a long way. The Tucson’s reasonable pricing should appeal and its practicality and all-round abilities make it the most logical choice among the three. It has what one looks for in an SUV of this sort and it lives up to most expectations. It has good styling, road presence, a handsome, roomy cabin, quite a few features, and adequate ground clearance. Plus, it has a fair bit of grunt and drives well - and what is most important, it is a diesel at the same price as petrol.
Interior Features
There is nothing cheap or Spartan about the interior of the Hyundai Tucson, although it will not be mistaken for a luxury vehicle. Trim accents are matte black in the GL, bright metallic in GLS and Limited. The GLS comes with brightly colored cloth seats that some people find too gaudy, while others like the pattern as it brightens up the interior. Big radio and climate controls are mounted reasonably high for easy reach, as is the shift lever. The instrument pod contains three gauges with a decent-sized speedometer in the center and a smaller tachometer and fuel gauge off to the sides.
Big storage pockets in each of the four doors contain an indent for a large cup, plus room for several maps or whatever. In addition, there are a couple of cup holders in the center console. It is also nice to see a proper parking brake lever in the center instead of a pedal-operated parking brake. There are no fewer than three 12-volt power outlets; apart from the usual one at the front, there is one in the rear cargo area and one at the back of the center console for use by the rear seat passengers.
Thanks again to Tucson’s long wheelbase, ingress to and egress from the rear seats is good. Once inside, rear-seat passengers will find adequate head and legroom for all but the tallest people. The rear seatback splits 60/40 to fold down with the push of single lever for more cargo space; you do not even have to remove the headrests. The front passenger seat folds flat also, provide room for long objects or a convenient desk for a lone driver.
A solid rear cargo cover/parcel shelf can hide a reasonable amount of rear luggage space. A large washable rubber mat covers a hidden under-floor storage area. The mat also helps protect the flooring, as well as providing a non-slip surface. There are six tie-downs at the side for securing cargo in addition to three grocery bag hooks.
Driving Impressions
We had the opportunity to drive a few different Tucson variants, all powered by the V6 engine. Around town and out on open highways the 173-horsepower V6 delivers adequate power for what is a relatively heavy vehicle for its size. This engine features variable-length intake runners for good power and torque across the rpm band.
The four-speed automatic shifts smoothly. Those who want to be more in command can push the shift lever over to the Shiftronic semi-manual mode. Just a few years ago such an option was only offered on high-end sports cars. The steering felt connected, although a tad light in feel.
The brakes were smooth and stopped the vehicle efficiently. ABS keeps the wheels from locking up and sliding on slippery or uneven surfaces, so the driver maintains steering control even in a panic stop. EBD adjusts the front-to-rear proportioning of braking force according to the load on the wheels and continuously adjusts as the weight shifts forward during a stop. Again, this kind of sophisticated active safety equipment was the exclusive province of expensive cars just a few years ago.
A brief drive along a rocky dirt track showed that the Tucson could manage some light off-highway duty. Without low gearing and aggressive off-road tires, it was not able to climb a steep slippery slope. But judging from the old skid marks we found, it did not look as though many other vehicles had managed to get up that particular slope, either.
A downhill stretch of smooth, slippery, muddy gravel road nearly afforded an opportunity to test the electronic stability control system. Then we eyed the high crown in the middle of the road, and the deep ditches on either side, and decided that this was not the place to try to induce a slide. We did, however, proceed at a reasonably brisk pace, and not once did we feel our Tucson begin to slip. So perhaps the stability control was working so transparently that we did not realize it had engaged.
We drove both four-wheel-drive and front-wheel-drive models on pavement and somewhat to our surprise found that we liked the ride and handling of the 4WD versions slightly better. This might seem counterintuitive, but it was probably because the 4WD models pack a little more weight over their rear wheels, making them better balanced overall, even though they are slightly heavier. What’s more, the 4WD models did not spin their front wheels on wet and slippery roads, as the FWD models tended to do. All told, the 4WD option is worthwhile and we recommend getting it.
The four-wheel-drive system is a part-time setup, but once engaged it operates more like full-time all-wheel-drive, automatically routing power to the end of the vehicle that can use it best. (Unlike all-wheel drive, traditional part-time 4WD, the kind associated with older pickup trucks, does not alter the torque split according to conditions.) Most of the time the electronic brain sends most of the power (up to 99 percent) to the front wheels. Then as road conditions change, the system diverts up to 50 percent of the power to the rear wheels. Called Electronic Interactive Torque Management, Tucson’s Borg Warner system is essentially the same system Hyundai installs in the AWD Santa Fe, except that Tucson provides an additional mode that allows the driver to lock in a 50/50 torque split for slippery conditions. The lock automatically disengages above 20-25 mph, or when the ABS is activated.
We did not have the opportunity to drive the base GL model with a four-cylinder engine. This is a relatively sophisticated power plant, with four valves per cylinder and Hyundai’s continuously variable valve timing (CVVT). Still, it produces only 140 horsepower at 6000 rpm, and 136 pound-feet of torque at 4500. Judging from the modest performance of the V6-powered Tucson, we expect anemic acceleration from the four-cylinder, especially when harnessed to an automatic transmission or four-wheel drive. Possibly for this same reason (or because the demand is not there), Hyundai does not offer the combination of automatic and four-wheel drive with the four-cylinder. It would not be able to get out of its own way. If you are willing to do your own shifting, then the four-cylinder GL with a five-speed manual promises performance that is more reasonable.
Technical Specifications
| Dimension & Weight | Overall Length(mm) | 4325 |
| Overall Width(mm) | 1830 | |
| Overall Height(mm) | 1730 | |
| Wheel Base(mm) | 2630 | |
| Tyre Size | 215/65R16 | |
| Engine | Type | Turbocharged CRDI |
| Fuel | Diesel | |
| Power | 112@4000 | |
| Max. Torque (Kg-m@rpm) | 25@1800-2800 | |
| Transmission | Drive System | Full time 4-WD |
| Suspensions | Front | Macpherson strut with Coil Spring |
| Rear | Dual Link | |
| Shock Absorbers | Pneumatic assisted hydraulic double acting type | |
| Brakes | Ventilated Disc, Front | S |
| Disc, Rear | S | |
| Antilock Braking System | S | |
| Traction Control System | S |
| Styling | Roof Rails | S |
| Dual Muffler | S | |
| Side Garnish | S | |
| Two Tone Body Colour | S | |
| Chrome Rear Garnish | Chrome | |
| Underbody Skid Plate | S | |
| Digital Clock | S | |
| Utility | Audio MP3 Function | S |
| Front Passanger Seat Folding (Forward) | S | |
| Front Center Console Storage Box | S | |
| Front Armrest | S | |
| Fog Lamps | S | |
| Battery Saver | S | |
| Rear Seat Back Hooks | S | |
| Shopping Hool | S | |
| Cargo Side Pocket | S |
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