By Mark Elias
Wednesday, Mar 24th, 2010 @ 12:00 pm

Designed in Germany. Built in Korea. Meant for America. That’s the 2010 Hyundai Tucson, the automaker’s redesigned bread-and-butter compact crossover, which was reborn with the automaker’s largest market in mind.
The new face of Tucson continues with the Fluidic design language as seen on the recently introduced Hyundai Sonata. New and improved in almost every way over the model it replaces, it surprises drivers and passengers with a quality and fit and finish that seems to get better as we go.

A new look
Sporting a new look that, although not aggressive, could definitely be considered assertive, the Tucson has gone from square to shapely. Dumping the rigid and frumpy looks of the outgoing model, the new Tucson features a Coke bottle shape that gives it a more hip, contemporary look that carries over inside as well.

The Tucson is set to go head to head with Honda’s CRV, the Nissan Rogue, Toyota’s RAV4, the Ford Escape, and Subaru’s Forester. All worthy competitors, certainly, but can the market sustain another entry? Hyundai sure seems to think so. And it seems sized right for the current economic times and mileage requirements.

Boasting longer and wider dimensions than the model it replaces, the Tucson is now 38 percent more rigid than its closest competitor, the Nissan Rogue. That in turn translates to lower NVH rates and a quieter ride. A swept-back windshield adds an additional barrier to wind noise, as does the overall aerodynamic shape of Hyundai’s new small CUV. Dynamic dampers placed around the subframe, as well as increased sound deadening, help to bring the thud of buffeting down, which quiets things down inside the cabin.

Oh, and we love the addition of Hyundai’s first panoramic UV-absorbing sunroof.

An all-new Hyundai inside and out
Contemporary design takes over the interior of the new Tucson. Tri-tone color schemes offer up aluminum-look plastics in addition to light and dark tone soft-touch materials on the dashboard that coordinate with the optional leather seating material.

A twin-gauge binnacle houses a tachometer, left, and speedometer. Between the two is a multifunction LCD screen with water temperature and fuel gauge, and a panel for the so-called idiot lights. The binnacle itself offers enough glare protection over the gauges. The same can’t be said of the center stack binnacle that hangs over the navigation screen. With the roof visor in the closed position, it works just fine. Opened on a sunny day, though, and glare prevents viewing the screen from some angles.

We do like the entire navigation/audio/MP3/Bluetooth system’s functionality, at least. Address entry was easy in destination mode as was iPod connectivity using the optional connection cable. Bluetooth pairing was easy after entering a four-digit passcode, and XM radio helped to occupy our time on the twisty roads near Asheville, North Carolina, where Hyundai chose to introduce the Tucson to the media.

Our test model was equipped with two-toned leather, which offered lumbar support and good side bolstering to keep you in place while whipping wheel along challenging roads. Mind you, this isn’t the car to take down to your local SCCA autocross event next Saturday, but it offers good “sit your butt down†capabilities for what it is. The rear seat offers good rear legroom, with its scalloped-out seat backs for added knee comfort. The rear seat folds forward in a 60/40 split and offers 25.7 cubic ft. with rear seats up, as well as 55.8 cubic feet with them folded forward. A cargo cover helps to keep out prying eyes.

After a few miles, we kept having to remind ourselves that we were in a Hyundai. This was the brand that started life as a budget alternative to real cars, later becoming a good copycat. Now, Hyundai absolutely leads the charge for interior comfort, design and perceived quality in this class.

The boiler room
The Tucson is powered by a single offering of the Theta II 2.4-liter DOHC inline four-cylinder engine. At 176 horsepower (26 percent more than its predecessor) and 168 lb-ft. of torque, the new four offers about the same power and acceleration as the outgoing V6 with the added benefit of a 20 percent improvement in fuel economy. The four-banger is mated to a six-speed automatic transmission with Shiftronic for slap-it-yourself gear changes. An optional six-speed manual is also available, a unique feature for the class, but Hyundai expects most buyers will opt for the slushbox. With a curb weight of 3,203 lbs, the EPA rates its fuel economy at 23 mpg city/31 mpg highway with the front driver, while all-wheel-drive delivers 21 city/28 highway. These were midsize sedan numbers just a few years ago. Heck, they still are!

We spent most of our time in the all-wheel-drive version of the Tucson ($1,500 premium), which is more like an on-demand system than anything else. It is lockable, however, through the use of the AWD lock button on the dashboard for full-time four-wheeling. The MacPherson struts in front and the multi-link in back with gas-charged dampers all around, offered a ride that handled every situation we encountered around our drive route with ease. Despite its higher ride height, the Tucson is rather firm and well composed through the turns – better than the average small-sized CUV. We never felt underpowered at all with the oomph produced by the 2.4-liter engine.

Adding features that were traditionally reserved for the cream of the SUV crop, Hyundai offers Downhill Brake Control. Traditionally found in vehicles costing tens of thousands of dollars more (Hello Land Rover), it allows the Tucson to creep down a hill using low gears and braking, while Hillstart Assist Control (HAC) allows you to quickly shift your foot from the brake to the gas while stopped on an inclined surface. It would be just about perfect in a city like San Francisco. We were “test pushing†buttons while at a stoplight in Asheville including the DBC button. When the light turned green we started to move at a normal speed as we approached the downhill grade going under a railroad viaduct. Immediately the Tucson went into downhill mode, creeping its way under the overpass until we realized our mistake. We quickly pushed the button again, and the system instantly restored itself to normal mode.

And we weren’t at all embarrassed by the horn honking of the drivers behind us. Realistically, most drivers won’t see an advantage to the system. But those who do will love it.

Leftlane’s bottom line
Hyundai, that Korean overnight sensation some 20 years in the making, is now at the front of the pack in almost every category. The Tucson draws on Hyundai’s ever growing global presence to create a world-market crossover aimed at the heart of America. By and large, it succeeds and it speaks to the seriousness with which Hyundai eyes the North American market.

2010 Hyundai Tucson base price, $19,995

Words and photos by Mark Elias.

  

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