Hyundai Tucson returns with higher brand acceptance

A second coming for any product that has bombed the first time is always prone to higher risks. But, the odds are certainly not that bad for the Hyundai Tucson which returns after a long break and after skipping one model generation.

Even though its wasn’t the most appealing crossover even at that time, the Tucson just didn’t get its fair share of the market when it was launched here in 2005; possibly due to two reasons. When the first generation Tucson was launched, it was probably too early for the time – both for the market and for Hyundai. Crossovers and Sports Utility Vehicles (SUVs) weren’t the vehicles of choice back then; and not many were willing to empty their wallets on a premium vehicle from Hyundai.

But brand Hyundai has grown and evolved into a maker of more aspirational cars. The change is reflected in the three consecutive ICOTY awards (Indian Car of the Year) that Hyundai has won. And the change has been driven by an overhaul in the company’s approach to design and quality of its vehicles. The Creta’s success must have played a part in the decision to bring the Tucson back into the Indian market. Now, Hyundai has plugged almost every gap in its portfolio; and the new, third generation Tucson will slot nicely between the Creta and the Santa Fe.

The big change in the current generation Tucson is design. Hyundai had already gained mastery over refinement in the previous gen. But it is in this third generation Tucson that Hyundai has confirmed its understanding of pure design. Bereft of excess, the new Tucson’s lines reflect Hyundai’s Fluidic Sculpture 2.0 design philosophy, and manage to lift up the vehicle’s exterior design to a new level.

The Tucson now presents an aggressive front that makes it look larger than underlying dimensions. The hexagonal grille with its chrome three-slat design and the dual barrel LED headlamps with static bending lamps are striking. The front fender is split by the airdam and framed on either side by the LED DRLs (daytime running lights) and fog lamps. A chrome beltline, a deeply creased body side line, a roofline that slopes sharply down at the rear and asymmetrical wheel arches give it the classic crossover looks from the side. The larger wheel arches at the front break the monotony of the longer overhang.

The rear is more compact, with the lower C-pillar and the power tailgate is almost like that of an estate. The wraparound tail-lamps look like larger versions of the units in the i20, but feature a LED combination array. Twin chrome exhausts at the rear right offer a touch of sportiness to the exterior design.

The new Tucson’s cabin can seem a bit underwhelming at first glance, especially if you are stepping in after admiring the exterior design. It is a good call for the engineering team to have gone with the beige and black theme for the Indian-spec, instead of all-black. The beige does brighten up the interiors, made more important by the smaller greenhouse due to the raised beltline and the absence of a sunroof.

The cabin is extremely well-finished, though it can seem a bit Spartan overall. Quality of soft-touch dashboard plastic is excellent, the knobs and switches feel like they are from a segment above and the leather seats are just perfect for long drives. The 8-inch infotainment system offers both Apple CarPlay and Android Auto connectivity. The 6-speaker audio Arkamys system is good, though not great, especially in reproducing tracks that are high on bass.

The driver’s seat is 10-way power adjustable, but the front passenger seat is all manual and can’t be adjusted for height. The rear bench seat is comfy with enough thigh and lumbar support, and the backrest can also be reclined. The Tucson will be available in three trim levels each for the diesel and petrol engine versions. Depending on the trim level you also get extra bits like an electric parking brake and digital compass on the electrochromic rearview mirror.

The Tucson gets both petrol and diesel engines and both manual and automatic transmissions. The petrol engine is the same Nu 2.0, dual VTVT unit from the Elantra. This 1,999cc engine delivers 155PS of peak power and 19.6 KgM of torque. The engine is mated to either a 6-speed manual or a 6-speed torque converter automatic transmission. The test drive Tucsons offered to us were all automatics. The petrol engine is typical refined at idling, and cruising speeds, but a bit strained at high revs.

The more interesting engine on offer is the new R 2.0 diesel; which we are guessing will still be preferred overall despite the anti-diesel trend in the NCR. This 1,995cc e-VGT diesel engine puts out 185PS and 40.8KgM of power and torque. The engine’s peak torque is available from about 1,750rpm and tapers off by 2,750rpm. Predictably, the diesel Tucson has a strong mid-range. There is only barely perceptible turbo lag, which seems a bit more exaggerated by the delay from the auto gearbox. But, gear shifts are imperceptible, though there are no paddle shifters. Acceleration is strong, especially in Sport mode, and as long as you keep the engine on a mild boil, there is loads of fun to be had on the kind of windy roads we encountered enroute Solan from Chandigarh.

The only minuses are in the handling department; there is the bit of torque steer and the steering wheel, though precise and weighs up nicely at speed, lacks feedback. The suspension is the right combination of firm and plaint, so even big potholes don’t leave the Tucson unsettled. Currently, there are only 2WD variants; an all-wheel drive version could come in next year.

Hyundai has managed to pack quite a bit into the new Tucson. In addition to a raft of auto functions, front and side curtain airbags are standard. The top trim variant also gets a bunch of other safety tech and the segment special programmable power tail-gate. Priced between ₹19 lakh to ₹25 lakh, there is the typical value-for-money element too delivered by Hyundai in the Tucson.

The Tucson comes at a crucial time into the market. When the Honda CR-V is still grappling with the absence of a diesel engine option and competition like the VW Tiguan still a way off, the Tucson has the ability to run riot in the interim. With a loaded package such as this, the Tucson can also be a bigger, more premium alternative to buyers who may have to otherwise settle for an entry-level SUV sporting a German luxury car badge.

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