SUV Review: 2019 Hyundai Tucson
For those looking for solid engineering without fancy wrapping, look no further than the Hyundai Tucson
Mid-cycle refresh of a popular compact crossover
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 called the 2020 Palisade. Oh, and not to leave out its best-selling crossover in Canada — and second only to the Elantra in overall sales for 2018 — the third-generation Tucson from Group 1 Hyundai 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 ageing looks.
Inside, alterations consist of a new centre stack design. On the features front, there’s standard Android Auto and Apple CarPlay, plus available Qi wireless charging and a second-row USB charger. Safety-wise, 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. The engines now offered consist of the base 2.0L direct-injected four-cylinder with 164 horsepower, and a more powerful, 181-horsepower 2.4L inline-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 the competitive set not fitted with CVTs.
And it matters not a whit. Driving the Tucson’s topline Ultimate trim level powered by the larger 2.4L 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-wheel-drive system, tracking through slip and slop with unruffled purpose. Acceleration is not pulse-quickening, zero to 100 km/h taking about nine seconds, but the engine is moving just 1,645 kilograms — reasonably trim for a compact crossover — 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 sharpening throttle response and steering effort, though the differences between the two modes are not all that 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 to scroll through touchscreen 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-and-three or 10-and-two.
Now, the Tucson’s user-friendliness doesn’t come at the expense of technology designed to placate 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 with technologies such as remote start with climate control, remote door lock/unlock, car finder and enhanced roadside assistance — accessed via buttons on the rear-view mirror or via a smartphone app.
Hitting the power button for the liftgate reveals a very usable 31 cubic feet (878 litres) of cargo space behind the rear seats, expanding to 61.9 cu.-ft. (1,753 litres) when those seats are folded flat.
So, how does the Tucson stack up? OK, it’s true it doesn’t have the same driving verve or performance dynamics as a number of significantly more powerful turbocharged crossovers. Equally, the loaded Ultimate lacks some of the more overt luxury touches found in rival topline models, such as the 2019 Mazda CX-5 Signature or Toyota‘s redesigned RAV4 Limited. Then again, Tucson is also $2,000 to $3,000 less expensive.
Here’s the thing. The Tucson is a player, the fifth best-selling crossover in Canada last year behind the RAV4, Honda CR-V, Ford Escape and Nissan Rogue. It doesn’t do fancy, it doesn’t do complicated. It does simple, and for buyers looking for solid engineering without the fancy wrapping, the Hyundai Tucson does simple effortlessly.
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