Indeed. This Korean crossover/SUV took over from where its predecessor left off, improving in practically every area and what you see here is a mid-cycle facelift of an SUV that is a top contender in its segment.
It’s a more of a mild cosmetic makeover than anything else: the grille gets slimmer chrome slats; there’s a new light signature with full LED headlights; a tweaked fog light arrangement; the rear gets darker lens clusters; reflectors move higher up the bumper, and exhaust outlets have been restyled. The alloys wheel designs are new too and the interior has a redesigned dashboard sporting a floating seven-inch screen for an infotainment system that offers Apple’s CarPlay.
Well … yes and no. Yes in the sense that some engines are no longer offered – the flagship 1.6-litre Turbo Elite AWD and 1.7-litre CRDi Executive both fall away – leaving a range consisting of the 2.0-litre naturally aspirated engine, the 2.0-litre turbodiesel and the 1.6-litre turbopetrol. In terms of transmissions, all are autos except for the base model 2.0-litre. And the model I drove here has a new eight-speed torque converter gearbox.
Offering 131 kW and 400 Nm, it’s pretty punchy with enough grunt to comfortably handle highway cruising while fully laden. And fully laden it certainly was one weekend thanks to a family camping trip to the Kouebokkeveld. Packed to the rafters with every conceivable piece of camping kit (I’ve become an enthusiastic camper and have always been a total sucker for new kit), the three-hours getting there was accomplished in a canter.
In terms of fuel efficiency – Hyundai states 7.9 litres/100 km on the combined cycle, but around 9 litres would be a more realistic expectation and was what that road trip averaged.
The new eight-speed transmission isn’t the best I’ve encountered though – it tends to hunt a little among the higher ratios at cruising speed and from standstill there is a noticeable delay at pull off. It feels like exaggerated turbo lag, but has more to do with the transmission I suspect. Hyundai has initiated a transmission software upgrade though, which should smooth it all out.
We did, but nothing beyond gravel roads and a mild axle-twisting section to get to the campsite. I must say, I was particularly impressed with the Tucson’s abilities on gravel. Wearing 225/55 rubber on its stylish 18-inch alloys, the Tucson felt stable and composed on the loose stuff with little in the way of surface rumble entering the cabin … a testament to the chassis and body’s excellent damping materials and solid build quality.
In two words … a lot. As has long been a big selling card for the Tuscon, you do get plenty in the way of standard features for your money. This Elite-spec model may be R590,000 but for that, you get such amenities as keyless entry and push-button start, leather seats with electric seat adjustment for the driver and passenger, climate control, and a panoramic sunroof.
As mentioned earlier, the dash has been redesigned, with a focal point on the centre console the seven-inch floating audio system screen. There’s a more upmarket feel to the interior too with quality soft-touch material and a double stitching line of the new upper dashboard.
In terms of safety features, you get driver, passenger, side and curtain airbags, along with Electronic Stability Programme and Vehicle Stability Management, Blind Spot Detection for side mirrors, and Cross Traffic Alert detectors at the rear.
If you’re in the market for a family SUV, definitely. There’s a reason the Tucson has been duking it out with Toyota’s RAV4 as SA’S most popular SUV/crossovers in this segment. The vehicle offers a build quality that not only matches its immediate rivals but challenges some of the European luxury brands.
This top-of-the-line Elite model may not be cheap, but the list of standard features is impressively high, plus you get Hyundai’s excellent 5 year/90,000 km service plan and 7-year/200,000 km warranty and roadside assistance for 5 years or 150,000.
