Now even middle-class sorority girls can shake enough pennies out of their bogus Louis Vuitton bags to make a mini sport-ute entrance. The new V6-powered 2005 Hyundai Tucson slots in just below the larger Hyundai Santa Fe SUV and has all the right stuff to take on its established compact 'ute competition. And it does so without name-brand overhead built into its cost.
Hyundai has spent the last several years molding its image, improving the quality of its products, and providing contemporary technology at an affordable price, and the Hyundai Tucson is another example of what's going right with the Korean automaker.
V6 Power at Bargain-Basement Price
The Tucson along with its Korean cousin, the 2005 Kia Sportage, sets a new standard of reference among the compact SUVs by providing V6 power for about $20,000. This kind of money gets you only an inline four-cylinder in a Toyota RAV4 or Ford Escape XLS.
Power aside, the Tucson provides plenty of additional value with a long list of standard equipment including traction and stability control, dual side-impact and side curtain airbags and a six-speaker stereo system with cassette, CD and MP3 capabilities.
Cute 'Ute
Fortunately, the Tucson doesn't follow the Hyundai family look too closely. It's less stylized than the Santa Fe, and like a classic Coach bag, it won't look outdated as new designs hit the streets.
Function also follows form resulting in a good-sized vehicle that drives more like a car than a truck. In fact, the Tucson and Sportage both ride on the sedan platform that underpins the Hyundai Elantra and Kia Spectra. Parking lot negotiation is a breeze. With a turning radius of 35.4 feet, the Tucson cuts an identical path to that of the RAV4 and Escape, and is only bettered by the Honda CR-V's tight 33.8-foot circle.
Measuring 170.3 inches, the Tucson's overall length is about the same as that of the Escape and RAV4, while the CR-V is substantially longer at 181 inches. Front legroom is nearly identical across the board, while rear legroom is again trumped only by the CR-V. This doesn't mean that rear passengers in the Tucson will suffer any worse fate than typically offered in today's compact sedans. If you can get comfortable in the backseat of the Elantra, you'll be just fine in the Tucson.
Honda uses up most of the CR-V's additional length in the cargo bay, offering nearly 9 cubic feet more than the 22.7 cubes behind the Tucson's rear seat. Still, the Tucson's wasn't a problem during day-to-day errands, and the addition of the 60/40-split rear bench allowed us to quickly specify our preferred configuration. Drop both sections and the Hyundai offers a 65.5-cubic-foot max, the same as the Escape.
Running the Numbers
We spent a week testing the Hyundai Tucson in midlevel GLS trim, driving both the front-drive- (2WD) and four-wheel-drive versions. Parked side-by-side in the garage, these two were distinguishable only by their exterior paint color. Both come standard with a 2.7-liter V6 engine paired with a four-speed automatic transmission. With 173 horsepower and 178 pound-feet of torque, this engine is a worthwhile performer in either setup. For comparison, the CR-V and RAV4 get 160 and 161 hp, respectively, from their 2.4-liter inline fours, while the Escape draws just 153 hp from its 2.3-liter four-cylinder.
The four-wheel-drive Hyundai Tucson doesn't exactly tear your head from your neck, as it takes 10.2 seconds to reach 60 mph, but its V6 does move its 3,548-pound bulk without excessive noise. Because it packs nearly 200 additional pounds than the two-wheel-drive version, the four-wheel-drive Tucson accelerates more slowly, but handles better. It isn't more athletic, but it feels more stable, which gives less experienced drivers added confidence when taking on winding roads.
Although it powers its four tires, don't confuse the Tucson for a real off-roader. Its four-wheel-drive system is really set up as all-wheel drive with no low-range gearing, which is better suited for driving in the snow than climbing rocky terrain.
Acceleration is slightly compromised by the somewhat lazy shifting action of the Tucson's four-speed transmission. It hangs on too long before upshifting out of first gear. While a five-speed automatic would be preferred (the Honda CR-V has one), the Tucson is saved by the fact that its four-speed does offer a manual Shiftronic feature, allowing drivers to work their way through the gears manually at a quicker pace.
Fuel economy might also improve with the addition of a five-speed tranny. EPA figures claim 23 mpg with highway and city combined for the four-wheel Tucson, but we managed just 16 mpg during our test period.
Cruising through the slalom course at 59 mph, the Tucson started out easy to place through the cones, but one glaring deficiency quickly showed through: The power steering couldn't keep up with the driver who could feel it giving up on the second half of the 60-foot slalom run, hindering the Tucson from achieving better times. The steering felt fine, however, during regular day-to-day driving.
Bringing the Tucson to a stop was no cause for concern, neither on the straightaway of our testing facility or on public streets. Pedal pressure was good in both situations, and the Tucson closed the instrumented testing gap of 60-0 seconds in a short 120.5 feet, and braking was confident with minimal front-end dive.
Fashion Victim
Like some discount apparel, the Tucson's interior fabric suffers from the "sprinkle with glitter" method of dressing up on the cheap. Its discotheque pattern is bound to clash with every outfit you own. Hard plastics are present throughout the cabin, and a disappointing cargo cover that at first appears to be a rear shelf turns out to be useless for storing cargo. Since it can't be used as a shelf, we'd much prefer a retractable cover that didn't clunk down on your knuckles when you're loading groceries.
On the upside, there are no irregular gaps between panels or loose-fitting trim, and we have to say that Hyundai does a great job of injecting quality into the overall cabin. Even with the cheap materials, exceptional build quality still shines through.
Bottom Line: Value
With doors that close with a reassuring clunk, seats that latch securely into place, controls that are well placed and easy to use, the Hyundai Tucson is not a Korean car of the past, but a modern-day contender. If you still think you need to buy a Honda or Toyota for the reassurance of name-brand value, don't overlook the benefit of a 10-year/100,000-mile powertrain warranty, a competitive distinction the Hyundai Tucson wears as proudly as a Prada label.
Hyundai has spent the last several years molding its image, improving the quality of its products, and providing contemporary technology at an affordable price, and the Hyundai Tucson is another example of what's going right with the Korean automaker.
V6 Power at Bargain-Basement Price
The Tucson along with its Korean cousin, the 2005 Kia Sportage, sets a new standard of reference among the compact SUVs by providing V6 power for about $20,000. This kind of money gets you only an inline four-cylinder in a Toyota RAV4 or Ford Escape XLS.
Power aside, the Tucson provides plenty of additional value with a long list of standard equipment including traction and stability control, dual side-impact and side curtain airbags and a six-speaker stereo system with cassette, CD and MP3 capabilities.
Cute 'Ute
Fortunately, the Tucson doesn't follow the Hyundai family look too closely. It's less stylized than the Santa Fe, and like a classic Coach bag, it won't look outdated as new designs hit the streets.
Function also follows form resulting in a good-sized vehicle that drives more like a car than a truck. In fact, the Tucson and Sportage both ride on the sedan platform that underpins the Hyundai Elantra and Kia Spectra. Parking lot negotiation is a breeze. With a turning radius of 35.4 feet, the Tucson cuts an identical path to that of the RAV4 and Escape, and is only bettered by the Honda CR-V's tight 33.8-foot circle.
Measuring 170.3 inches, the Tucson's overall length is about the same as that of the Escape and RAV4, while the CR-V is substantially longer at 181 inches. Front legroom is nearly identical across the board, while rear legroom is again trumped only by the CR-V. This doesn't mean that rear passengers in the Tucson will suffer any worse fate than typically offered in today's compact sedans. If you can get comfortable in the backseat of the Elantra, you'll be just fine in the Tucson.
Honda uses up most of the CR-V's additional length in the cargo bay, offering nearly 9 cubic feet more than the 22.7 cubes behind the Tucson's rear seat. Still, the Tucson's wasn't a problem during day-to-day errands, and the addition of the 60/40-split rear bench allowed us to quickly specify our preferred configuration. Drop both sections and the Hyundai offers a 65.5-cubic-foot max, the same as the Escape.
Running the Numbers
We spent a week testing the Hyundai Tucson in midlevel GLS trim, driving both the front-drive- (2WD) and four-wheel-drive versions. Parked side-by-side in the garage, these two were distinguishable only by their exterior paint color. Both come standard with a 2.7-liter V6 engine paired with a four-speed automatic transmission. With 173 horsepower and 178 pound-feet of torque, this engine is a worthwhile performer in either setup. For comparison, the CR-V and RAV4 get 160 and 161 hp, respectively, from their 2.4-liter inline fours, while the Escape draws just 153 hp from its 2.3-liter four-cylinder.
The four-wheel-drive Hyundai Tucson doesn't exactly tear your head from your neck, as it takes 10.2 seconds to reach 60 mph, but its V6 does move its 3,548-pound bulk without excessive noise. Because it packs nearly 200 additional pounds than the two-wheel-drive version, the four-wheel-drive Tucson accelerates more slowly, but handles better. It isn't more athletic, but it feels more stable, which gives less experienced drivers added confidence when taking on winding roads.
Although it powers its four tires, don't confuse the Tucson for a real off-roader. Its four-wheel-drive system is really set up as all-wheel drive with no low-range gearing, which is better suited for driving in the snow than climbing rocky terrain.
Acceleration is slightly compromised by the somewhat lazy shifting action of the Tucson's four-speed transmission. It hangs on too long before upshifting out of first gear. While a five-speed automatic would be preferred (the Honda CR-V has one), the Tucson is saved by the fact that its four-speed does offer a manual Shiftronic feature, allowing drivers to work their way through the gears manually at a quicker pace.
Fuel economy might also improve with the addition of a five-speed tranny. EPA figures claim 23 mpg with highway and city combined for the four-wheel Tucson, but we managed just 16 mpg during our test period.
Cruising through the slalom course at 59 mph, the Tucson started out easy to place through the cones, but one glaring deficiency quickly showed through: The power steering couldn't keep up with the driver who could feel it giving up on the second half of the 60-foot slalom run, hindering the Tucson from achieving better times. The steering felt fine, however, during regular day-to-day driving.
Bringing the Tucson to a stop was no cause for concern, neither on the straightaway of our testing facility or on public streets. Pedal pressure was good in both situations, and the Tucson closed the instrumented testing gap of 60-0 seconds in a short 120.5 feet, and braking was confident with minimal front-end dive.
Fashion Victim
Like some discount apparel, the Tucson's interior fabric suffers from the "sprinkle with glitter" method of dressing up on the cheap. Its discotheque pattern is bound to clash with every outfit you own. Hard plastics are present throughout the cabin, and a disappointing cargo cover that at first appears to be a rear shelf turns out to be useless for storing cargo. Since it can't be used as a shelf, we'd much prefer a retractable cover that didn't clunk down on your knuckles when you're loading groceries.
On the upside, there are no irregular gaps between panels or loose-fitting trim, and we have to say that Hyundai does a great job of injecting quality into the overall cabin. Even with the cheap materials, exceptional build quality still shines through.
Bottom Line: Value
With doors that close with a reassuring clunk, seats that latch securely into place, controls that are well placed and easy to use, the Hyundai Tucson is not a Korean car of the past, but a modern-day contender. If you still think you need to buy a Honda or Toyota for the reassurance of name-brand value, don't overlook the benefit of a 10-year/100,000-mile powertrain warranty, a competitive distinction the Hyundai Tucson wears as proudly as a Prada label.
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