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Review 2010 Hyundai Tucson Gl
Even though I have been reviewing new cars and trucks for a couple of decades, I still find the various ways automakers approach the restyling of existing product lines to be endlessly fascinating. Cautious or bold, placate the existing customer base or seek out a new niche, the final decision can make or break the model — and sometimes the company.
Hyundai is definitely in a bold phase, with successive iterations of its lineup seeing dramatic improvements in looks, powertrain, handling and reliability. And its new, second-generation Tucson sport-ute is just the latest example. While the original model broke ground in the compact SUV/crossover segment for the company — winning the Automobile Journalists Association of Canada's Best New Crossover Vehicle award for 2005 in the process — it was conventionally styled, designed to fit in with its competition, not stand out.
The same cannot be said of its European-penned replacement. The 2010 Tucson loses its predecessor's pug face and bar-of-soap shape, gaining sharp creases in its sheet metal, the Hyundai family hexagonal front grille, assertive lower air intake, swept-back headlights, wraparound tail lights and more. Beyond the design esthetic, it also gains a roomier, high-styled cabin and increased cargo space.
By far the greatest change occurs under the hood, with the new Tucson gaining the Theta II 2.4-litre DOHC four-cylinder engine. At 176 horsepower and 168 pound-feet of torque, Hyundai says the Theta II delivers about the same amount of power and acceleration as the previous model's venerable 2.7L V6, with 20% better fuel economy than the lumpy old 2.0L four-cylinder engine.
In day-to-day operation, the new four-banger has more than enough oomph to handle the GL AWD model's 1,529-kilogram curb weight. The engine is quiet and unobtrusive at a constant speed, responding to a prod of the gas pedal with a quick kick-down — the tester's six-speed manumatic is light years improved over the old four-speed — and the required acceleration. It can get a little gruff at high rpm, but, then again, high rpm is seldom needed. As for fuel economy, I averaged 10.9 litres per 100 kilometres during the week, higher than Transport Canada's combined rating of 8.3 L/100 km, but about the same as I've recorded in most other four-cylinder compact SUVs tested over the past few months.
For what it's worth, Tucsons with automatic transmissions come with an Eco Indicator nestled between the speedometer and tachometer — the green LED lights up in accordance with fuel-efficient driving behaviour. Hyundai claims fuel savings in the range of 15% to 17% are achievable.
Still on the frugal fuel consumption front, the tester came with Kumho low-rolling-resistance silica tires. Laudable as that is, their stiff sidewalls exacerbate an already firm suspension setup, contributing to a rather bumpy ride over rougher surfaces.
Speaking of suspensions, the Tucson employs MacPherson struts up front, a multi-link rear and larger stabilizer bars at both ends, with all four wheels controlled by coil springs and gas-charged dampers. As a result, the SUV displays a fairly flat attitude when cornering.
Hyundai has upped the standard safety technologies for the 2010 Tucson, adding Downhill Brake Control (DBC) and Hillstart Assist Control (HAC) to a list that also includes four-wheel disc brakes with ABS, electronic brake-force distribution, electronic stability control and traction control.
All-wheel-drive models now come with an advanced electronic system that automatically distributes the power equally. Under normal driving situations, power is sent only to the front wheels; a driver-selectable AWD lock allows for a 50/50 torque split between the front and rear wheels for off-road and very slippery conditions.
The Tucson's electric rack-and-pinion power steering is firm at low speeds, unlike most other similar systems, and it doesn't lighten up at higher speeds, remaining heavy as well as slightly dead on-centre. I'd rather have this than an over-boosted, numb system, but it wouldn't kill Hyundai's engineers to dial in a little more assist for parking manoeuvres.
As much as the new Tucson's exterior makes its predecessor's look dowdy, it's the high-tech interior layout that really surprises and impresses. Yes, there is still too much hard plastic, but at least it's textured. Plus the cabin's two-tone colour scheme and tasteful use of satin trim (primarily on the steering wheel, centre stack and vents) goes a long way in mitigating any cheapness. And I love the cat's-eye shaped tachometer and speedometer in the instrument panel, the signature blue lighting (very easy on the eyes) and the well-marked and properly situated knobs, buttons and controls. The cloth-covered front seats offer proper support for long drives and have sculpted backs so taller rear-seat passengers gain just a little extra knee room. That said, even with the added wheelbase, it can be a tad tight for six-footers in the back if the front-seat occupants are of similar dimension. Disappointments? Only one, really. At $26,699 for the GL AWD, heated seats should be standard on this trim level.
The Tucson's new overt styling gives it the visibility to stand out among the competition in a well-populated segment that is forecasted to grow at a rate above the overall industry average. And under that bold sheet metal is an inherently decent and well-engineered crossover runabout that is ideal as a day-to-day urban/suburban commuter.
Standard features: Air conditioning with cabin air filter, AM/FM/CD/MP3 audio system with auxiliary plug-in and six speakers, Bluetooth hands-free phone system, power door locks, power windows with driver's side auto-down, power heated outside mirrors, tilt steering wheel, rear spoiler, cloth seats and interior trim, carpeted floor mats, map lights, rear window defroster, rear window washer/wiper, roof-mounted antenna, bucket front seats with adjustable headrests and lumbar support, split-folding rear seats with adjustable headrests, storage tray, three 12-volt outlets.
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About the Author
I have lower springs and adjustable shocks, but my car bottom out sometimes. What should I do?
I have neuspeed springs on kyb agx, I would like my car to be stiffer so it wont bottom out anymore. Will increasing my damper rate fix this? it is currently on setting 1 of 4 for both front and rear. Or will I have to buy new springs with stiffer ratings?
make them as stiff as possible, and if it still bottoms out, then either:
A. you drive too fast
or
B. they aren't stiff enough to suit your needs
The 2010 SLS AMG - The Gullwing Super Sports Car From Mercedes-Benz and AMG
MULGRAVE, AUSTRALIA – July 29, 2010: Automotive fascination and high-tech at the highest level: the new Mercedes-Benz SLS AMG, makes its Australian debut.
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