Driving the Hyundai Tucson 2.0 4x2 A/T

MANILA, Philippines - That people have been lining up for Hyundai‘s new Tucson is no secret. Of course, it’s really no surprise that the new Tucson is commanding this much attention. Its predecessor was a top-seller, thanks to solid performance and dramatically improved reliability compared to Korean cars of just ten years ago. Match those highly valued attributes with drop-dead gorgeous styling and you get lots of buyers eagerly waiting in line for Hyundai’s new looker.

The angry front end is the clincher, thanks to that huge hexagonal grille and mean-looking headlamps. It’s probably the boldest-looking front end in SUV-dom. The extrovert theme is continued at the sides, with curvaceous character lines that run across the fenders and doors and a sharp-looking rear quarter window. The rear is equally head-turning, with huge, slanted taillights, big two-tone rear bumper, a rear spoiler, and one of the most sharply sloped backlights this side of a BMW X1.

I tested the P1,158,000 2.0-liter GLS 4x2 model with the automatic. The impressively smooth motor develops 166 ps at 6,200 rpm and 20.1 kg-m of torque at a rather high 4,600 rpm. There is lots of torque and superb responsiveness at most engine speeds though, thanks to a two-stage Variable Intake System (VIS) and Electronic Throttle Control.

The new Tucson’s timing chain-equipped Theta II engines are lighter and require less maintenance compared to the timing belt-equipped motor of the previous model. The engine is paired with a class-leading 6-speed automatic (with Hyundai’s H-matic Shiftronic manumatic system).

I got an average of 18.3 liters per 100 kilometers on the Tucson’s trip computer. That works out to a nothing-to-tweet-about 5.5 kms. per liter with my admittedly heavy-footed driving. Most drivers will probably achieve 7 to 9 kpl in city driving. Of course, if you want even better fuel economy (and gobs more torque), you can always spring for the common-rail diesel engine versions of the Tucson.

Inside the new Tucson’s much roomier cabin, comfortable fabric-covered seats and other fine touches work with advanced NVH (noise/vibration/harshness) countermeasures for a smooth and quiet drive. Body rigidity is reinforced with extensive use of ultra-high-tensile strength steel. The Tucson scored a five-star rating in Euro NCAP testing for both frontal and side impacts. The cargo area is commodious and features a full-size spare tire.

The dash boasts a futuristic design with silver accents on the controls, switches and on the 4-spoke leather steering wheel (which also features audio controls). Multimedia entertainment is via 6-speaker audio system with CD player and iPod/USB connectivity. Hyundai’s signature blue lighting illuminates all instruments and gauges while a trip computer monitors instant fuel consumption, driving range with fuel onboard, among other things.

The Tucson rides on a MacPherson strut front suspension and a multilink rear suspension. The 2.0 model rolls on big 17-inch alloy wheels wrapped with smooth-riding pavement-biased all-terrain 225/60R-17 tires.

I’d rate riding comfort and handling as excellent if not class-leading. Braking, via four-wheel discs with ABS and Electronic Brakeforce Distribution (EBD), is likewise excellent. Dual front airbags, active headrest, auto light control, LED-type signal lamps on the electric folding outside side mirrors, and safety power windows complete the Tucson’s numerous safety features.

Downsides? First, there is noticeable torque steer when you accelerate hard from a standstill or from low speeds – a bugaboo of torquey front-wheel-driver vehicles; and something that only the substantially more expensive 4x4 version can fix.

Second, the radio antenna has weak reception that auto-scanning for FM or AM stations leaves the tuner scrolling continuously up and down the frequencies. Just two negatives – and ones that I’m sure a vast majority of owners can learn to live with. All things considered, the new Tucson is, once again, proof positive that Korean cars are ready to take on the best of the world.

THE GOOD

• Drop-dead gorgeous styling

• High levels of smoothness, refinement and build quality

• Lots of comfort, convenience and safety features

• Excellent handling and ride quality

• Spacious and versatile cabin

• Advanced drivetrain

THE BAD

• Noticeable torque steer when accelerating hard from low speeds

• Weak radio reception

THE VERDICT

• A four-wheeled case study on how to leapfrog established rivals.