Hyundai have introduced the all-new Tucson in India from Rs 18.99 lakh (ex-showroom, Delhi). We were in Chandigarh to drive it.
What is it?
Hyundai’s new mid-size crossover that sits between the Creta and the Santa Fe.
What do you mean it’s back?
Hyundai brought in the Tucson 11 years ago. It was the first-generation model and it too had a 2.0-litre four-cylinder turbo-diesel engine, but with 112 PS and 245 Nm.
What did you drive?
The top-end Tucson CRDi AT GLS. Or, the top-end automatic diesel variant. This one is priced at Rs 24.99 lakh (ex-showroom, Delhi).
What does it get?
With a Fluidic 2.0 sculpted and LED treated exterior, the new Hyundai Tucson is instantly beheld as one of the most contemporary-looking cars today. The “double-barrel” LED headlamps lend it a piercing glare, while the Santa Fe-ish grille make it look more purposeful and premium. This is certainly no extra-large Creta, rather, it’s a Santa Fe one size smaller. The shoulder line and rear quarter-panel design further this idea. The LED tail-lamp cluster looks sharp and is accompanied by a smooth light signature.
How’s it on the inside?
The interior is typically Hyundai and feels well put-together and nicely laid out. However, the feel is uncannily familiar if you happen to have spent time with new-generation Hyundai cars. The key fob, the material on the dash, the steering wheel, buttons and other controls are evidently sourced from the same parts hold. Not too much of a bad thing. Familiarity and a hint of comfort-zone is not always bad.
How’s the seating?
The Tucson is a five-seater. While the driver gets a 10-way power-adjustable seat, the passenger makes do with a manual four-way adjustable one. At the rear, you have a reclining second row, which can also be split 60:40; a nice addition indeed.
What does the equipment look like?
There’s an 8.0-inch touchscreen infotainment and navigation system, and Arkamys ‘Sound Mood’ with a choice of connectivity options: USB, Aux, Bluetooth, even SD card. And this is all standard across all variants. Hyundai have clearly focused on the interior here. Comfort and goodies are all there regardless of which variant you choose. Some technological bits, however, are restricted to the GL and GLS trims.
What are those, then?
The GL gets a smart key, to start things off, and an electric parking brake, replacing the old yank-to-engage handbrake. You also get the 10-way adjustable seat, drive modes, front parking sensors, a rear-view mirror with a digital compass, side and curtain airbags, leather upholstery, rear air vents with a cluster ioniser, and 18-inch diamond-cut alloy wheels with 225/55 R18 rubber. The MT models make do with 225/60 R17s on 17-inch alloys, nonetheless.
What driveline does this new one pack?
The engine is a new R-series 2.0-litre common-rail-direct-injection motor with a potent 185 PS and a hefty 400 Nm of torque. Hyundai were happy to announce the power-to-weight ratio of 112 PS/tonne. What’s impressive is that they’ve managed 92.7 PS/litre and 200 Nm/litre – on par with some premium European offerings. The gearbox is still the six-speed automatic, whereas, in the UK, this 185-PS 2.0 is paired to a state-of-the-art seven-speed dual-clutcher with all-wheel-drive. We don’t get either. However, this is not something to sulk about. The diesel is a potent car, and we found that out.
So how does it get on?
It can sprint in a straight line and overtake with ease. Changes of direction are handled with ease and the Tucson feels quite reassuring when a sudden lane-switch is demanded. The brakes, too, are fantastic. Of course, all trims get ABS with EBD, yes, but the GLS gets brake assist, stability control and vehicle stability management, not to mention hill-start assist as well as downhill assist. Opt for the GL, at least, won’t you? Sorry, manual takers, you don’t get any of this apart from the standard ABS and EBD.
The Tucson is resilient and comfortable in most cases and behaves very well, at least until a long sweeping bend arrives. There is body roll, and then when you think it’s collected itself, it rolls a bit more. Thankfully, the tyres grip and the strut front and multi-link rear suspension put the wheels down firmly and absorb the bumps very well. Honestly, it’s a big car. You shouldn’t be showing it corners north of 80 km/h. On the straights, it’s perfectly fine.
With no 4×4 option and a 172-mm ground clearance, the Tucson is not going to attack trails, but it doesn’t mean it can’t handle the rough stuff. We found a dirt road and it took on the terrain without any scratches or contact. The front and rear parking sensors are a big help here, as are the skid plates and the rounded overhangs. I can’t help but wonder if there will be an all-wheel-drive some time next year, of course, given the demand for one.
Story & Photography: Jim Gorde
