HONEST SIMPLICITY IN AN APPEALING SUV
For those in search of solid engineering without fancy wrapping, look no further
While not abandoning its core car models, Hyundai, like many manufacturers, is expanding and updating its crossover portfolio — very aggressively, in the case of the South Korean company. Last year saw the addition of the youth-oriented Kona, while 2019 sees a new, fourth-generation Santa Fe, an electric version of the Kona, and later this year, a new flagship: the 2020 Palisade. Oh, and its best-selling crossover in Canada — second only to the Elantra in overall sales for 2018 — the third-generation Tucson receives a mild refresh.
I’ve generally stuck to the theory that the fewer changes made to a vehicle during its life cycle, the better its original design and execution was to begin with. And, in its fourth year, the Tucson’s makeover is fairly mild for a compact-sized crossover competing in a very strong, very crowded segment. Cosmetically, the Tucson gets a new cascading grille and daytime running LED headlights, along with a redesigned rear fascia including the tail lights, and new alloy wheels. A new shark-fin antenna is also standard. The rework complements the Tucson’s gracefully aging looks.
Inside, alterations consist of a new centre-stack design. There’s standard Android Auto and Apple CarPlay, plus available Qi wireless charging and a second-row USB charger. Hyundai adds forward collision-avoidance assist and a multi-view camera system to an already full list of things to keep the vehicle pointed in the proper direction and its occupants unharmed.
Actually, the biggest change for the 2019 model year is what won’t be found under the Tucson’s hood; Hyundai has dropped the troublesome — at least, according to Consumer Reports — 175-horsepower, 1.6-litre turbocharged four-cylinder, along with the seven-speed dual-clutch automatic transmission, reducing powertrain options to two. There’s the base 2.0-L direct-injected four-cylinder engine with 164 hp, and a more powerful, 181-hp 2.4-L in-line four, both coupled to a six-speed automatic transmission with Shiftronic manual shifting and overdrive lock-up torque converter.
There’s an honest simplicity to the Tucson, one that is very appealing. This should not be construed as labelling it old-fashioned or behind the curve, just straightforward, at least in the way it drives and handles. By dropping the turbo-four, the Tucson now relies on normally aspirated engines to power it, seemingly flying in the face of future convention. As well, its six-speed automatic is a couple of gears shy of what, again, is becoming normal for its segment — at least for those not fitted with CVTs.
And it matters not a whit. Driving the Tucson’s topline Ultimate trim level ($37,999) powered by the larger 2.4-L engine is to experience an uncomplicated, get-in-it-and-go motoring experience. My week with the tester encompassed such diverse late-January weather conditions as arctic blasts, 10 millimetres of wet “heart attack” snow, rain, freezing rain and even a day of nothing but bright sunshine and dry roads.
The Tucson handled it all, thanks to its HTRAC all-wheeldrive system, tracking through slip and slop with unruffled purpose. Acceleration is not pulse-quickening — zero to 100 km/h takes about nine seconds — but the engine is moving just 1,645 kilograms, so the Tucson is well able to keep up with the flow of traffic. There are two selectable drive modes: Normal and Sport. The latter sharpens throttle response and steering effort, though the differences between the two modes is not extreme.
Simplicity translates to the roomy cabin as well. The dash layout, including the revised centre stack, is clean and logically laid out, with buttons and controls labelled and easily accessed. Hyundai, in its wisdom, doesn’t demand the driver scroll through touch-screen menus and submenus to access basic conveniences such as activating the heated seats and steering wheel, or adjusting the climate control, navigation or radio functions. Truly, the closest I can come to a complaint is that the heated steering wheel needs some work. The issue: Most of the warmth is concentrated at the eight and four o’clock hand positions, instead of the more desirable nine-andthree or 10-and-two.
The Tucson’s user-friendliness doesn’t come at the expense of technology designed to meet the connectivity needs of perpetually wired younger drivers. The crossover comes with a seven-inch (eight in the Ultimate) display audio system. In addition to Android Auto and Apple CarPlay, BlueLink is standard on the Ultimate, bringing connectivity directly into the vehicle. Technologies such as remote start with climate control, remote door lock/unlock, car finder and enhanced roadside assistance can be accessed via buttons on the rear-view mirror or via a smartphone app.
Hitting the power button for the liftgate reveals a very usable 878 L of cargo space behind the rear seats, expanding to 1,753 L when those seats are folded flat.
So, how does the Tucson stack up? It doesn’t have the same driving verve or performance dynamics as a number of significantly more powerful turbocharged crossovers, and the loaded Ultimate lacks some of the more overt luxury touches found in rival topline models. But the Tucson is also $2,000 to $3,000 less expensive and was the fifth best-selling crossover in Canada last year.
It doesn’t do fancy, and it doesn’t do complicated. It does simple, and for buyers looking for solid engineering without the fancy wrapping, it does it effortlessly.