If vehicle classes were music genres, crossover SUVs would be the pop stars of the lot. Designed for mass appeal, CUVs are an amalgamation of several types of automobile — think about the melodies of a station wagon with the bass of a 4×4, mixed with the steady beat of a car platform.
In
recent years, Hyundai
has allotted the bulk of its resources to upscale sedans and economy cars,
somewhat overlooking the CUV segment in favor of reinforcing brand image. But
one in three new vehicles sold in the U.S. is a crossover or SUV, so the Korean
brand must strengthen its ties with the burgeoning market to establish itself
as a global player. To do that, the company has ramped up production and
advertising budgets for the category significantly.
The
dividends of this move have paid out in the stylish 2016 Tucson, which is more
exciting and well-equipped than ever for its third generation. Will it be
enough to take on the CR-Vs, RAV4s, and Mazda CX-5s of the world? I jetted to
the vehicle’s first drive event in Minneapolis, Minnesota, to find out.
First impressions
For a
$1,050 premium over last year’s model, the $22,700 base Tucson has been fitted with a sharp
new body that is more angular, attractive, and geometric than before. My
$31,300 Limited AWD model added 19-inch wheels, LED headlights, and chrome
accents among other things, which caught the eyes of several bystanders outside
our hotel.
“That
is a great-looking car,” one woman said succinctly. I have to agree.
I
shuffled over to my test vehicle through the warm Minnesota air and took a look
inside. The vehicle’s interior was inspired by the sleek and modern Terminal 5
at JFK airport, combining premium elements such as ventilated leather seats and
a huge panoramic roof with a clean, simple layout and attractive controls. It’s
not as bold as the cabin of the larger Santa Fe, but the Tucson’s cockpit is
definitely a comfy place to be.
Hopping
around to the back to stow my things, the hands-free liftgate sensed my key fob
and popped open automatically, a nice touch whether you’re a grocery-carrying
parent or just haven’t had your coffee yet.
I
didn’t need the extra space, but I was pleased to see that the dual-level floor
could be lowered by two inches for tall items like shrubs and furniture. The
Honda CR-V still has more cargo volume though, with 70.9 cubic feet of
seat-down room compared to the Hyundai’s 61.9; the Toyota RAV4 posts even
better numbers with 73.4 cubic feet. The Hyundai’s
passenger volume is rated at 102.2 cubic feet however, which is more than a
well-equipped CR-V or RAV4, but slightly less than the fun-to-drive CX-5.
Does it drive as well as it looks?
Trip
odometer zeroed and drive routes locked in, we were off. A 1.6-liter turbo with
175 horsepower and 195 pound-feet of torque lies under the hood of every Tucson save the base SE trim
(it gets the 164-hp 2.0-liter from last year), and it’s mated to a new 7-speed
dual-clutch that was developed in-house. The engine is smooth but not
particularly impressive from a performance standpoint (it is pulling 3,710
pounds after all). The dry-clutch gearbox is quite adept at finding the optimal
gear, however, and the dual-clutch system gives the car a more sporty
acceleration feel than a continuously variable transmission. Don’t look for
paddle shifters, though, not even on the $26,150 Sport trim.
Crossover
buyers prioritize fuel efficiency, and my AWD tester returned 24 mpg city, 28
mpg highway, and 26 mpg combined. With just the front wheels receiving power,
those numbers jump to 25 mpg city, 30 mpg highway, and 27 mpg combined,
although there is an Eco version ($24,150) with 17-inch wheels, less weight,
and more aero with figures of 26 mpg city, 33 mpg highway, and 29 mpg combined.
On the
road, the Tucson is
comfortable and planted over a variety of surfaces. The AWD system shifts
torque to whichever wheel has the most grip, and we tested its mettle over a
section of loose gravel and dirt. We emerged from the dust cloud covered in a
layer of silt, but we did so confident in the car’s abilities in light
off-pavement conditions. It felt good.
Thanks
to an alloy of high-strength steel, the Tucson’s chassis
is 48 percent stiffer for 2016, yet its multi-link rear suspension and
front-mounted MacPherson struts mitigated Minneapolis’ bumps, potholes, and
other imperfections splendidly. That’s with 19-inch rims, mind you. That said,
it is a crossover. There’s a fair amount of progressive body roll and the
electric steering feels quite numb, but it’s no worse than the other vehicles
in the segment.
More
impressive yet is the cabin noise. Despite the stiffer body and more vertical
windshield, increased sound dampening and insulation mean the Tucson is actually quieter
than the CR-V, RAV4, and Ford Escape.
Tech and safety
According
to Hyundai, the average
Tucson buyer is an active and stylish pre-family customer, a modern demographic
that yearns for infotainment, safety tech, and unique design. In that category,
the Tucson does quite well, though there are a few key elements missing.
Let’s
start with the good stuff. Blind-spot monitoring with cross-traffic alert, lane
departure warning, automatic emergency braking (for vehicles and pedestrians),
a 4.2-inch gauge cluster display, and an 8-inch touchscreen are all available
on the Tucson, the latter of which boasts the Blue Link 2.0 telematics system.
Blue Link includes Google-based point-of-interest searches, navigation, and
collision detection, and with the Blue Link app, customers can start their car,
operate the door locks, flash the lights, call roadside assistance, and locate
the car via smartphone or smartwatch.
As for
the touchscreen, I found it relatively intuitive to use, and it splits down the
middle to display navigation and entertainment functions simultaneously.
Android Auto and Apple CarPlay compatibility should show up a bit later down
the road, but Apple Siri, Pandora, and Yelp are already onboard.
That
said, neither adaptive cruise control nor lane keep assist are available on any
trim. Hyundai admitted
that the sensors for those functions are already in place on the car, but a
$300-$400 increase in price could be detrimental to the car’s value. If they
don’t make it into the 2017 or 2018 model year Tucson, I’d be very surprised.
Conclusion
The
2016 Tucson may very well
be the best-looking car in its class, and it’s nice to see the excellent
aesthetic design spill over into other areas. Compared to the top dog CR-V, it
falls just a hair short. Minor complaints like numb steering and underpowered
engines are forgivable for this type of vehicle, but the lack of adaptive
cruise control and relatively low cargo volume are not.
However,
with its strong value point, refined ride, and bounty of available features,
Hyundai’s striking crossover is without a doubt a strong player in the segment.
And if Hyundai’s upward moves brand-wide are any indication, the automaker’s
entry-level CUV is a good sign of things to come.
Highs
Attractive from every angle
Cheaper than CR-V and RAV4
Quiet ride
Up to 33 mpg highway with FWD Eco model
Optional full-length panoramic roof is
sublime
Lows
Engine lacks grunt
Adaptive cruise and lane keep assist aren’t
available
Numb electric steering
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