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South Korean automaker Hyundai remains the young kid on the block; most other Asian manufacturers, such as Nissan, Honda and Toyota have been selling cars in North America for decades already, and the wave of fresh, striking luxury brands that swept in from Japan in the early 90s are in fact merely high-end labels for these same manufacturers. Around that same time, Hyundai began to make its first in-roads into American market share with the first-generation Sonata, Elantra and the quirky, strangely (and yet aptly) named Scoupe. These cars couldn’t beat the foreign or domestic competition in performance or quality – only on price point (including some almost insane warranty assurances) was Hyundai able to remain afloat in this country. This led to an ingrained perception of Hyundai being the bargain bin brand, a “get what you pay for” mantra that Hyundai is now spending billions to shed. The most visible part of this effort – the TV ads, the Superbowl spots, and the increasingly noticeable product placement in your favorite shows, is perhaps actually the smallest. Of course, you can’t claim to have quality cars without actually having quality cars, and Hyundai is outright hell-bent in not only proving that, but proving it can beat the competition.
That competition, as Hyundai decided, can seem eclectic if not outright schizophrenic – everything from the lowly yet value and performance-leading Honda Civic to the grand dame of Japanese Luxury, the Lexus LS flagship sedan. And yet the products Hyundai puts out gives that crazy notion all the credibility they need – across the line, Hyundais now look, perform, and feel just like the brands they aim for, and in many cases, better. No single car can claim to be the critical linchpin in Hyundai’s ambitious plans, which goes to show the total commitment they have to quality no matter the price point. But here in the often snowy mountains and muddy plains of Colorado, the affordable and attractive Tucson is likely to be at the tops of most shoppers’ lists. I tested two of the three trim lines available, as provided to me by Donnie of Arapahoe Hyundai located at 9899 E Arapahoe Rd.
The most striking thing about the Tucson, and the entire Hyundai line-up, is its exterior sheetmetal. You could say that there are three phases in the history of Hyundai styling: bland “origami wedges” aping and outright copying the straight, angled lines of the Japanese competition; bizarre, downright weird curves and bug-eyed headlights that characterized Hyundai’s first push to become “upmarket;” and the current “fluidic design” sculpture language that’s turning heads and giving Hyundai that truly upscale touch. The Tucson, an entry-level SUV, looks a little more mainstream-friendly than the Sonata or the full-scale Genesis, but the Sonata’s sweeping lines are still plainly evident. Overall, the car is incredibly sharp looking and suggests a combination of refinement and sportiness not found on other brands, including perhaps the Tucson’s best-looking rival, the Honda CRV. The car’s sculpture, and how it reflects your own tastes, can be toned up or down depending on color selection; bright and vibrant colors enhance the car’s sharp creases and suggest more Tuscany than actual Tucson, while darker colors mute those same body lines and draw attention to the sharp snout, suggesting a muscular and even sinister sports machine. The wheel arches feel a little small for this car, giving it a cheaper, more “econo-feel” and “donut-tire” look than this car should have otherwise. But the Tucson undeniably wears its trappings well, and I see a well-suited canvas for additional styling enhancements from the aftermarket.
The same story is told on the inside by the high-quality materials that drape the Tucson’s cockpit, nailing not just the look but the appropriate feel. Hard and soft plastics feel sturdy, durable, and quite Volkswagon/Audi-like. I tested both the mid-level GLS and the high-end Limited trims, and the ergonomics and quality remained top-notch in both – though I did think the GLS’s leatherette/cloth insert seats were oddly uncomfortable, especially given the rest of the car. The Limited’s full-leather seats did not have this problem, being supportive yet comfortable, and would be at home in a true luxury brand. The GLS comes standard with a leatherette-wrapped steering wheel which felt hard and uncomfortable, while the Limited’s features much softer genuine leather – enough of a difference to make it an outright blast to handle.
The ergonomics of the cabin are pretty standard and will be very familiar to most drivers. The rotary knobs for climate control are a nice touch and require less eyes-off-the-road thumbing to operate. Critical controls are placed within easy reach. The GLS tested came with a navigation with touchscreen and backup-camera. The navigation system’s screen also controls radio and climate, and features voice-activation. Overall, the operation is eerily similar to Microsoft’s highly praised Sync system as featured on Ford cars, the biggest practical difference being in how verbal commands are recognized.
The rear cabin is pretty much the same story as the front – the leatherette/cloth seats of the GLS felt hard and awkward, the leather seats of the Limited felt like supple, solid butter. Rear seat legroom is about what you should expect for this class of vehicle, which is right about adequate in this day and age. Taller individuals might suffer in this department only, as there was plenty of head space, and triple headrests to boot. The back bench also features an elevated fold-down armrest which, unlike other cars I’ve tested, felt sturdy enough to take serious abuse. And of course, it features a pair of cupholders. Cargo space is listed as 25.7 cubic feet with the seats up; Edmunds, Motor Trend and others have noted this is less than some of the competition, but from a practical standpoint this doesn’t seem like much of a bother.
What is a significant bother is the lack of rear quarter visibility out of the practically nonexistent corresponding windows. Prepare to rely on your mirrors extensively for lane changes. I tested the GLS model most extensively, and the hard feel of the leatherette as mentioned somewhat hurt the total driving experience – but not enough to put a smile on my face. The Tucson is surprisingly lithe and springy, especially for an SUV of any size. Body roll was outright disturbing only in its seemingly complete absence. The six-speed transmission has a manual shift feature, like most automatics nowadays, but my advice is to let the car shift itself, it does a much smoother and quicker job. The 2.4 liter 176-horsepower four-cylinder engine (standard on both the GLS and Limited) felt a little more than adequate, but handling is where the Tucson really shines during the driving experience. I tested the Tucson against some local curvy roads as best I legally can and it handled them all – no significant oversteer or understeer was detected, and for the most part it felt almost like riding on rails in these “daily drive” conditions. Angus Mackenzie of Motor Trend complained that the Tucson felt too “mainstream.” Ultimately, he meant it as a compliment, but in my experience, it drives like anything but my mom’s SUV. It certainly seems to be catering more towards a younger, more performance-craving crowd. And I’ll agree with him on one thing – the Tucson’s ride is rough, though not as much as other reviewers have led me to believe.
But perhaps most telling of all about the Tucson’s appeal occurred to me as I waited for my tester to exit the dealer car wash. Waiting with me were two girls who looked to just be exiting high school or entering college, and they left the dealership lot the same way I did – in a Tucson. Hyundai maintains a lower price point than much of its competition, and it still offers that crazy-sounding 10-year, 100,000-mile warranty (nowadays more a statement in their confidence in quality). In its move towards the upmarket, Hyundai still recognizes that at its core, it has mass appeal for those on a tight budget, and Hyundai still delivers new cars for used car shoppers. Now they also deliver new cars for luxury shoppers, enthusiast shoppers, and the middle-of-the-road mainstream shopper, even if it means the price is a little steeper than it was during Hyundai’s early days. And the sharp little Tucson offers something for everyone.
If you’d like see the Hyundai Tucson for yourself, head on over to Arapahoe Hyundai, at 9899 E Arapahoe Rd, and be sure to ask Donnie for a test drive.
Summary Observations:
Specs:
Engine: 2.4 liter DOHC 4-cylinder engine; 176 horsepower; 168 lb-ft torque
Transmission: 6-speed automatic
Options featured: Navigation touch screen, rearview camera
MPG estimates (as listed by manufacturer): 21 city/28 hwy
MSRP (Tucson GLS): $21,995
Hits:
- Great overall styling
- Upscale interior
- Ergonomics
- Navigation/voice command system
- Surprising, very un-SUV-like handling
- Overall price
Misses:
- Standard tires and wheel arches look a bit too small to truly compliment the sculpted, muscular look
- Leatherette seats on GLS model uncomfortable, go against the car’s surprising springiness
- Rear visibility severely restricted
- Higher price point than Hyundais past
Wish List:
- Larger wheel arches and more tire size options
- Higher-output engine options as featured on the Sonata
Safety Summary:
The 2011 Hyundai Tuscon is rated as "Good" in frontal offset crash test results, "Good" in side impact crash test results and "Good" in roof strength test results by the Insurance Institute for Highway Safety. The 2011 Hyundai Tuscon recieved a "Top Safety Pick" award from the IIHS as well. Rollover risk is judged to be less than that of typical SUVs, especially since the Tucson comes with Electronic Stability Control as standard. However, lack of rear-quarter visibility may be disconcerning to some. More safety information about the 2011 Hyundai Tucson can be read here. As always, please practice safe, attentive and sober driving habits no matter how highly rated your vehicle's safety features are.
Conclusion:
The Hyundai Tucson is a great choice for those wishing an almost perfect combination of style, performance, luxury, and most of all, value, in an SUV package that doesn’t compromise being what an SUV needs to be most, with adequate cargo room and seating for four in comfort (five max capacity).
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