Has Hyundai done enough with its new Tucson for it to remain competitive despite pricing pressures?
Whether badged Tucson (2005 to 2010) or ix35 (2010-2016), it’s clear from monthly sales figures that Hyundai’s compact SUV entrant has played both a telling role in shaping the landscape of this popular segment, and has had a hand in significantly elevating its Korean maker’s profile and reputation within our fiercely brand-loyal market. Indeed, an indication of this popularity (as well as notable durability) is surely just how many of the more than 22 000 original models sold in South Africa are still visible on our roads. This fact should help Hyundai SA navigate the somewhat awkward backtrack in naming strategy and resultant return of the Tucson badge to our market.
Along with the (Seoul-decreed) revival of the Tucson name comes an all-new vehicle aimed at building on the strength of both its namesake and the ix35 range it replaces. The new vehicle is 65 mm longer and 30 mm wider, yet lower than the ix35. Making the most of this increased length is a corresponding 30 mm stretch in wheelbase that, in turn, translates to greater legroom, most notably for rear-seat passengers.
Available in three specification levels, it’s only the range-topping Elite AWD model tested here that gains dynamic-looking 19-inch alloy wheels to complement the otherwise broadly agreeable, well-proportioned lines of the new Tucson. Where the other variants in the five-model range don either 17- or 18-inch alloy wheels, Hyundai SA once again offers generous levels of standard specification throughout, ensuring that, despite unavoidable pricing challenges, the new Tucson range feels appreciably premium when compared with its rivals.
Unfortunately, the continued unavailability of Hyundai’s latest-generation infotainment technology in our market remains a frustration. While some will welcome the familiarity and relative ease-of-use of the standard Bluetooth-enabled audio system (with its small display screen), others will criticise the optional (R15 000) satellite-navigation-linked touchscreen unit as a slightly fussy temporary substitute for the neat and intuitive, full-factory-sourced, system bound to eventually be offered here.
While some hard plastics are present in the cabin, they are mostly out of reach and, like the rest of the fittings within an otherwise well-appointed compartment, appear to be solid and hard-wearing. Whether manually or electrically operated (depending on specification), there’s a broad level of seat adjustment, complemented by rake-and-reach movement on the steering column that ensures a comfortable driving position for all shapes and sizes.
As mentioned, rear-passenger leg- and headroom in the new Tucson is impressive and comfort levels in this row is further enhanced by the presence of dedicated climate-control air vents, as well as a recline function on the 60:40-split backrest. Where its direct rivals best the new Tucson in usable luggage space (the Ford Kuga offers 376 dm3), the Hyundai’s 296 dm3 worth of luggage space should prove adequate for most family applications.
The familiar 115 kW/196 N.m naturally aspirated 2,0-litre petrol engine may have been carried over from the ix35, but this newly developed turbocharged unit powers two range-topping variants. Offering 130 kW at 5 500 r/min, this direct-injection Gamma engine delivers 265 N.m of torque (from 1 500 r/min) exclusively to the front wheels when mated with a six-speed manual transmission (in Executive spec), or to all four wheels once paired with a seven-speed dual-clutch option, as tested here.
Able to shift up to 50% of available torque to the rear wheels once a loss of traction is detected, the top-of-the-range Tucson’s all-wheel-drive system can be locked into this split at speeds below 40 km/h. We did, however, note a transmission temperature warning while negotiating particularly loose sand.
While Hyundai’s in-house-developed DCT transmission (even with its eco and sport driving mode options) is not the most resolved dual-clutch gearbox we’ve sampled to date, it nevertheless affords the Tucson a welcome level of refinement, both in and round town and on the open road. It remains somewhat peculiar then that this transmission option is offered only in this lone Elite model.
Indeed, a closer look at the model line-up reveals Hyundai SA may have missed an opportunity to include an Executive spec model (front-wheel driven and fitted with more cosseting 18-inch wheels and tyres) fitted with the aforementioned, commute-friendly DCT transmission. The new Tuscon’s extensively revised suspension setup copes admirably with the unforgiving nature of low-profile rubber, however, it’s the 18-inch examples (as sampled on the local launch) that offer the better compromise between enhancing the vehicle’s looks and delivering potentially class-leading levels of ride comfort, including on gravel. Plus, the 70 kg saved by not including the Elite model’s standard AWD system would both add spring to the step and positively affect overall fuel consumption. On that note, the AWD Tucson 1,6T-GDi returned a still-impressive fuel route figure of 9,4 L/100 km.
With ground clearance remaining the same (172 mm) regardless of drivetrain configuration, the new Tucson offers a welcome blend of on-road compliance and sure-footedness, while successfully managing the body roll and lean often associated with a raised driving position. Although revised to offer greater response and accuracy, the Tucson’s electric power-assisted steering setup remains largely devoid of feel, a trait fortunately unlikely to deter city-bound buyers in this segment.
