HYUNDAI

THE JUICE ON THE TUCSON… Hyundai Expects Great Things From The Compact Tucson. Andy Enright Assesses Its Chances

Car industry trend spotters have a lot to answer for. Right now, small 4x4s are a definite hot ticket and as such, there’s no shortage of models looking to grab a slice of the action. Each must differentiate itself in one way or another if it’s not to get trampled in this Darwinian melee. Hyundai muscled into this arena with the Tucson, a small 4x4 that offers high levels of equipment and a modern look and feel at decidedly affordable prices. Can it command a niche or will it be carved to shreds?

In order to win ‘conquest sales’ from other manufacturers, the Tucson needs to offer something demonstrably different and this is where it could struggle. It rides on a modified Hyundai Elantra chassis and shares this with Kia’s latest Sportage, a car that has been pitched to undercut it significantly on price. If you’re looking for a compact 4x4 where price is everything, the Tucson isn’t it. What it does represent is a test of how far Hyundai’s stronger brand image can be teased. Exactly how much more are British buyers prepared to pay for a Hyundai over sister company Kia? Hyundai have been feeling around for answers across their range. It’s just that the Tucson campaigns in a savagely label-conscious sector. But enough of the background. The hardware looks enticing enough in a generic sort of way. The Tucson is neatly proportioned but there’s not one exterior feature that grabs you. The lower specification models feature a lot of black plastic exterior cladding a la BMW X3, and the plusher models with body-coloured detailing look a good deal more upmarket. Like the X3, if you are going to buy a Tucson with black detailing, specify the car in a dark colour and its effect is minimised.

"The Tucson campaigns in a savagely label conscious sector"

The Tucson is up against some tough opposition in the shape of the Toyota RAV4, the Nissan X-Trail, the Honda CR-V and the entry-level Land Rover Freelander models and although prices, which range from around £14,905 for the 2WD version up to around £20,000, look competitive, the Tucson needs to bring more than an attractive sticker price to the party. Three engines are available in the UK, starting with a 2.0-litre 140bhp petrol and topping out with a 2.7-litre 173bhp unit. Sandwiched between these two powerplants is a 110bhp 2.0-litre diesel that will doubtless be the best seller. All three engines are fully Euro IV compliant and the diesel features common rail injection. Somewhat surprisingly, the diesel struggles to power the Tucson with any great conviction. There’s not too much low down torque and refinement is not a strong point. You’ll see 60mph tick by in 13.8 seconds and top out at 104mph but thrashing this diesel is not a pleasant experience. Some recompense is gained with a combined fuel economy figure of 39.7mpg and the CO2 emissions of 187g/km coupled with the low upfront price may well turn a few corporate heads. The pick of the engines is without doubt the 2.7-litre V6 petrol, possessed as it is of a magnificent metallic yowl when it’s wound up. Unfortunately you’ll need to do this fairly often to make respectable progress with the consequent effect on fuel consumption. Coupled with the standard four speed automatic transmission, you’ll put the kickdown cable to good use if you want to undertake some overtaking. The ride on all models is surprisingly firm and on smooth roads the Tucson tackles corners with some relish. Throw a bumpy B-road at it and the Hyundai is far less polished, the suspension occasionally getting a little out of phase with what’s going on at the wheels. Many will feel the Tucson’s greatest asset is the sheer user friendliness of its cabin. Although the materials may not be top notch, the styling is neat with no nonsense ergonomics and a decent driving position. Switching the Hyundai from a school run special to a load carrier is simplicity itself, the rear seats folding virtually flat to the floor, the seat back and bases pivoting into place. The front seats can also be folded back to flat, providing an impromptu bed. As with most 4x4s, there are numerous luggage nets, concealed cubbies, takeaway hooks and auxiliary power outlets. The rear glass also opens independently of the tailgate. Equipment levels are strong across the range, as would be expected of a Hyundai. Even the entry-level GSi versions get air conditioning, a CD stereo and a decent complement of safety gear. Trade up to a CDX and climate control and an electric sunroof are included. Space is rarely at a premium in the cabin, the back seats easily capable of accommodating three six-footers with ease. The Tucson is wholly inoffensive, a little bland, but excellent value for money. If dynamic capabilities matter less to you than simple practicality, small monthly repayments and the peace of mind of an industry-leading after-sales package, then the Tucson could well appeal. Our suspicion is that while Hyundai have been working on the practicalities, compact 4x4 drivers have come to expect a little more flair. As ever, the acid test will be in the sales figures. We’d love to be proven wrong.

Facts At A Glance CAR: Hyundai Tucson range PRICE: £14,905-£19,900 – on the road INSURANCE GROUPS: 11 CO2 EMISSIONS: [2.0D] 187g/km PERFORMANCE: [2.0D] 0-60mph 13.8s / Max Speed 104mph FUEL CONSUMPTION: [2.0D] (Combined) 39.7mpg STANDARD SAFETY FEATURES: Twin front airbags, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4325/1830/1730mm

TU-WHEEL-DRIVE When Is A 4x4 Not A 4x4? When It’s A Hyundai Tucson 2WD. Steve Walker Reports…

Why do so many of us want to drive 4x4 vehicles? It’s an established fact that the closest most of them come to mud is when their owners pick-up a bag of compost at a suburban garden centre. Why pay a premium for a car that’s capable of trampling roughshod over Mother Nature’s trickiest terrain when you’re only going to use it for visiting the supermarket and collecting the kids from school? It’s like buying a new four-bedroom house and living exclusively out of a wardrobe in the garage. Of course, there’s more to a 4x4 than its offroad ability. Factors such as looks, practicality and comfort spring to mind, but what if you could have all that without the expensive and largely redundant 4x4 transmission system? With Hyundai’s Tucson 2WD, you can.

People will do some strange things and spend a lot of money if they think it’s going to make them look good and the recent upsurge in 4x4 ownership is proof positive of this. 4x4s give a high driving position that affords a superior view of the road. They are easier to climb in and out of and easier to load than many conventional cars, they cope admirably with speed humps and they make their passengers feel safer. It’s all true enough but far more prominent in the thinking of most 4x4 buyers is the chunky styling and the active image that an offroad vehicle reflects onto its owner. There’s absolutely nothing wrong with this: we all buy cars for what they say about us. If motor vehicles were simply functional objects, we’d all be driving round in identical grey boxes. What the Hyundai Tucson 2WD does is provide the useful offroader features along with those all-important rugged looks without the 4WD mechanicals that you’d probably never use anyway. Ditching the offroad running gear leaves Tucson 2WD customers a full £1,000 richer. That’s the price differential between the entry-level 2.0-litre petrol powered 2WD GSi model and its 4WD equivalent. It means that you can drive away a Tucson 2WD for £14,847, the same sort of money you’d need to part with for a comparatively bland mid-range Ford Focus and significantly less than you’d need to acquire the base models of direct competitors like Toyota’s RAV4 and Nissan’s X-Trail. As tends to be the way with Hyundai products, the Tucson 2WD’s value proposition is a strong one.

"…the two-wheel-drive model is actually the fastest accelerating Tucson there is"

There are other advantages to having just two driven wheels instead of four. The 2.0-litre DOHC petrol engine utilised by the Tucson 2WD can fire it up to 60mph from a standing start in a very respectable 10.4s and that’s nearly a second faster than the same engine can manage when hauling the extra weight of the standard Tucson’s 4x4 transmission. In fact, the two-wheel-drive model is actually the fastest accelerating Tucson there is. It pips the range topping 2.7-litre V6 version to that particular post by the small but decisive margin of 0.1s. Unless you spend your weekends ‘running what ya brung’ at Santa Pod drag strip (and if you do, the Tucson probably isn’t your ideal vehicle) these small advantages in 0-60mph acceleration won’t matter much. At lower speeds, however, the 139bhp engine does feel livelier in the 2WD Tucson. The 184Nm being generated at 4,500rpm, equates to a fair amount of gumption through the mid-range but with peak power at 6,000rpm you’ll have to work the engine hard to make quick progress. The alternative engine is the 2.0-litre CRTD diesel which comes with an automatic gearbox. Here you get a 12.8s 0-60mph sprint but a hefty 305Nm torque rating. Despite the weight saving that the 2WD model holds over the equivalent 4WD Tucson (which, incidentally, measures at some 80kg), official fuel consumption figures are virtually identical for both vehicles. You should, Hyundai claim, be able to average around 35mpg in the petrol car during normal driving and that will fall to approximately 27mpg if most of your journeys are in urban conditions. These figures suggest the Tucson is somewhat thirstier than a typical 2.0-litre family hatchback (it’s reasonable to expect 40mpg from a modern one of those) but they compare favourably with those of other compact offroaders. Go for the diesel and you’ll only get similar economy figures as a result of that automatic gearbox. CO2 emissions of 190g/km for the petrol and 210g/km for the diesel are also pretty good in the Tucson’s market sector. Other than the absence of four-wheel-drive, the Tucson 2WD is practically identical to the 4x4 models further up the range. Buyers get the same heavy-duty offroad suspension with an anti-roll bar to help stabilise the vehicle when cornering. The GSi specification is the only one offered and it includes 16" alloy wheels, front fog lamps, an under-body skid plate (should you ever feel like venturing from the tarmac) and two-tone side mouldings. All these features help to create a look for the Tucson that’s pure 4x4 with imposing front end, pronounced wheelarches and trademark roof bars all present and correct. The side cladding that you get with entry-level models like the 2WD comes in a dark grey plastic and so looks better with darker paint colours. If you want a lighter Tucson, you’d best go for the higher spec derivatives with their body-coloured appendages. Inside, meanwhile, there’s air-conditioning, a CD stereo, a tilt and slide sunroof, electric windows and electric mirrors. It’s a comprehensive specification for a budget model and once you climb behind the wheel, you don’t get that nagging feeling that you’re missing out on something. Many will feel the Tucson’s greatest asset is the sheer user friendliness of its cabin. Although the materials may not be top notch, the styling is neat with no nonsense ergonomics and a decent driving position. Switching the Hyundai from a school run special to a load carrier is simplicity itself, the rear seats folding virtually flat to the floor, the seat back and bases pivoting into place. The front seats can also be folded back to flat, providing an impromptu bed. As with most 4x4s, there are numerous luggage nets, concealed cubbies, takeaway hooks and auxiliary power outlets. The rear glass also opens independently of the tailgate. For the kind of usage to which the vast majority of Hyundai Tucsons are likely to be exposed, the 2WD version is ideal. It’s cheaper and quicker than any other model in the range simply because it shelves the 4x4 drive system that you’ll probably never need anyway. It’s hard to fault the logic and you still get those sought-after 4x4 looks along with the handy elevated driving position. Non four-wheel-drive four-wheel-drives could be the next big thing.

Facts At A Glance CAR: Hyundai Tucson 2WD PRICE: £14,847-£18,192 – on the road INSURANCE GROUPS: 11 CO2 EMISSIONS: 190-210g/km PERFORMANCE: [petrol] 0-60mph 10.4s / Max Speed 112mph FUEL CONSUMPTION: [petrol] (Combined) 35mpg STANDARD SAFETY FEATURES: Twin front airbags, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4325/1830/1730mm

HYUNDAI’S HOT TAMALE? Hyundai’s South West Theme Continues With The Tucson 2.0D, A Small 4x4 With A Reasonable Price Tag. Andy Enright Reports

It’s little wonder that Hyundai are pouring their budget into producing accessible, friendly 4x4s like the Tucson and the Santa Fe. Vehicles like these are stealing sales from the traditional family saloon/hatch and are quite the hot ticket. The other major growth area is in diesel car sales. Combine a fresh-faced compact 4x4 with a modern diesel engine and you’d be virtually guaranteed a sales hit, especially if it was backed up by bargain pricing right? Well, no. This is a market that’s almost overwhelmingly badge conscious and despite their ‘a car first, a badge second’ promotional message, Hyundai have to face this fact in their quest for sales.

The badge is the first issue. The second is the Hyundai’s rather inoffensive nature. Despite doing nothing particularly badly, the Tucson excels in no particular area either, doing the sort of blandly competent job that Honda were making their own with the Mk 1 CR-V fully seven years ago. The market has evolved significantly since then and products have differentiated themselves into various niches from the sporty Toyota RAV-4, the capable Nissan X-Trail and the aspirational Land Rover Freelander. The tough guy Subaru Forester, the sleek Mitsubishi Outlander and the bargain basement Kia Sportage have all eked out an existence. The Tucson seems to have little to mark it out to buyers. Still, one thing Hyundai have done well – unlike many Asian rivals like Subaru, Mitsubishi and Honda – is diesel engine development and the 2.0-litre CRTD powerplant fitted to the Tucson is a rugged yet modern installation developing 111bhp at 4,000rpm. It’s good for a top speed of 104mph and will cover the sprint to 60mph in 13.5 seconds. The engine seems to lack the midrange shove of most common-rail diesels, almost as if its turbocharger was bleeding away boost, but the flipside of this is a very pleasant linearity of feel that makes it an easy engine to live with day in, day out.

"The diesel engine has a very pleasant linearity of feel that makes it an easy unit to live with day in, day out"

A combined fuel economy figure nudging 40mpg is very respectable going for such a spacious vehicle and even around town the Tucson will see over 30mpg. The diesel is moderately capable off road, although anything too arduous will betray its comparative lack of wheel articulation. Even over modest obstacles, the Tucson is prone to lifting a wheel and the four wheel drive system isn’t quite clever enough to realise when one wheel is six inches off the ground and divert drive to the other wheel. Instead it uses a more rudimentary ‘torque on demand’ system that keeps the Tucson in front wheel drive up until that moment when the front wheels’ start slipping. It then transfers a percentage of drive to the rear wheels. Unfortunately it seems a little dull witted when performing this task, allowing the car to sit spinning its front wheels impotently for a few seconds before deciding to switch to all wheel drive. A far better option is to manually switch the system to all-wheel drive (operable at speeds of up to 19mph) via a dash mounted button. At first it looks as if the Tucson’s most likely victim is the next car up in the Hyundai 4x4 hierarchy, the Santa Fe. The newer car is cheaper, has a more adventurously styled interior and features exterior styling that’s a little less wacky. What’s more, it doesn’t give much away to the Santa Fe in terms of interior versatility. Have Hyundai managed to shoot themselves squarely in the foot? In order to win ‘conquest sales’ from other manufacturers, the Tucson needs to offer something demonstrably different and this is where it could struggle. It rides on a modified Hyundai Elantra chassis and shares this with Kia’s latest Sportage, a car that has been pitched to undercut it significantly on price. If you’re looking for a compact 4x4 where price is everything, the Tucson isn’t it. What it does represent is a test of how far Hyundai’s stronger brand image can be teased. Exactly how much more are British buyers prepared to pay for a Hyundai over sister company Kia? The hardware looks enticing enough in a generic sort of way. The styling looks like a scaled down Santa Fe but without the rather odd scalloped sides that, until BMW started adopting the look, made the car look as if it had suffered some light parking damage. The Tucson is neatly proportioned but there’s not one exterior feature that grabs you. The lower specification models feature a lot of black plastic exterior cladding and the plusher models with body-coloured detailing look a good deal more upmarket. If you are going to buy a Tucson with black detailing, specify the car in a dark colour and its effect is minimised. Many will feel the Tucson’s greatest asset is the sheer user friendliness of its cabin. Although the materials may not be top notch, the styling is neat with no nonsense ergonomics and a decent driving position. Switching the Hyundai from a school run special to a load carrier is simplicity itself, the rear seats folding virtually flat to the floor, the seat back and bases pivoting into place. The front seats can also be folded back to flat, providing an impromptu bed. As with most 4x4s, there are numerous luggage nets, concealed cubbies, takeaway hooks and auxiliary power outlets. The rear glass also opens independently of the tailgate. The Tucson 2.0CRTD isn’t a bad car. It’s just not a car that stands out in many ways. Still, when you consider the Hyundai’s well weighted controls, the competitive equipment levels, the well balanced styling, the no-nonsense practicality, the peace of mind of an industry-leading after-sales package and the low upfront price and ongoing running costs, then the Tucson could in many ways nevertheless be considered something of a winner. Doing everything reasonably well isn’t a strategy that snags buyer interest however. The 2.0-litre CRTD is probably the engine that will do the best business for Hyundai but it’s never going to be a knockout.

Facts At A Glance CAR: Hyundai Tucson 2.0-litre CRTD PRICE: £16,895-£18,295 – on the road INSURANCE GROUPS: 10 CO2 EMISSIONS: 187g/km PERFORMANCE: 0-60mph 13.8s / Max Speed 104mph FUEL CONSUMPTION: (Combined) 39.7mpg STANDARD SAFETY FEATURES: Twin front airbags, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4325/1830/1730mm

NOT TOO SOON FOR THE TUCSON Budget Compact 4x4s Have Been A Pretty Woeful Crop. Hyundai’s Tucson Is A Welcome Exception To That Rule. Andy Enright Reports

It’s tough to know exactly who Hyundai’s Tucson is aimed at. Think about it for a moment. The ideal customer would be somebody who’s not so hung up on following trends that a prestigious badge on the bonnet is a necessity, somebody who goes their own way and is practical and free-thinking. The problem is that many practical and free-thinking buyers would never dream of following the growing herd who have made compact 4x4s one of the boom industry segments. Although the marketing proposition may be a little fuzzy, there’s not much wrong with the value proposition.

With prices starting from just £15,847, or £14,847 for the 2WD version, the 2.0-litre petrol engined Tucson is undoubtedly the value pick. If you need your car for heavy duty towing, we’d otherwise recommend the turbodiesel or the V6 models, but otherwise the petrol engined 2.0-litre will be more than enough for most customers most of the time. That £14,847 buys you the entry-level 2WD GSi model, with the 4WD CDX variant topping proceedings at a still hardly stratospheric £17,197. Compare those prices with the diesel version and you’ll save £1,000 model for model. Given that the petrol engined car averages 34.4mpg and the diesel 39.8, this means that over a typical three year/30,000 mile ownership period, you’d spend around £475 more on fuel in the petrol engined car. The residual value of the diesel car is a little better (49 per cent after three years as opposed to 45 per cent for the petrol) which ekes back another £100, but factor in the cost of credit and the petrol-engined car would appear to be the better buy, for the private buyer at least.

"For private buyers at least, a petrol Tucson would appear to be a better bet than a diesel"

The engine itself will be familiar to those who have driven the Coupe, and uses continuously variable valve timing to generate a plump 140bhp, although it does thrive on revs. Peak power arrives at a nosebleed 6,000rpm and the modest 136lb/ft peak torque arrives at 4,500rpm. This should tell you a couple of things. Firstly, that the petrol engined Tucson isn’t great at the sort of low-down lugging required of ‘serious’ off roaders and secondly that if you want to get anywhere quickly, you’ll make quite a racket doing so. Engine refinement isn’t the best, but the good news is that the powerplant sounds reasonably purposeful. It’s also reasonably brisk in a straight line, getting the Tucson to 60mph in 11.1 seconds and only throwing in the towel at 108mph. Go for the 2WD model and you can get to 60mph in just 10.4s and that makes it quicker than even the 2.7-litre V6 powered Tuscons. In order to win ‘conquest sales’ from other manufacturers, the Tucson needs to offer something demonstrably different and this is where it could struggle. It rides on a modified Hyundai Elantra chassis and shares this with Kia’s latest Sportage, a car that has been pitched to undercut it significantly on price. If you’re looking for a compact 4x4 where price is everything, the Tucson isn’t it. What it does represent is a test of how far Hyundai’s stronger brand image can be teased. Exactly how much more are British buyers prepared to pay for a Hyundai over sister company Kia? Hyundai have been feeling around for answers across their range. It’s just that the Tucson campaigns in a savagely label-conscious sector. But enough of the background. The hardware looks enticing enough in a generic sort of way. The styling looks like a scaled down Santa Fe but without the rather odd scalloped sides that, until BMW started adopting the look, made the car look as if it had suffered some light parking damage. The Tucson is neatly proportioned but there’s not one exterior feature that grabs you. The lower specification models feature a lot of black plastic exterior cladding and the plusher models with body-coloured detailing look a good deal more upmarket. If you are going to buy a Tucson with black detailing, specify the car in a dark colour and its effect is minimised. The Tucson is up against some tough opposition in the shape of the Toyota RAV4, the Nissan X-Trail, the Honda CR-V and the entry-level Land Rover Freelander models and although prices look competitive, the Tucson needs to bring more than an attractive sticker price to the party. The ride on all models is surprisingly firm and on smooth roads the Tucson tackles corners with some relish. Throw a bumpy B-road at it and the Hyundai is far less polished, the suspension occasionally getting a little out of phase with what’s going on at the wheels. Many will feel the Tucson’s greatest asset is the sheer user friendliness of its cabin. Although the materials may not be top notch, the styling is neat with no nonsense ergonomics and a decent driving position. Switching the Hyundai from a school run special to a load carrier is simplicity itself, the rear seats folding virtually flat to the floor, the seat back and bases pivoting into place. The front seats can also be folded back to flat, providing an impromptu bed. As with most 4x4s, there are numerous luggage nets, concealed cubbies, takeaway hooks and auxiliary power outlets. The rear glass also opens independently of the tailgate. Equipment levels are strong across the range, as would be expected of a Hyundai. Even the entry-level GSi versions get air conditioning, a CD stereo and a decent complement of safety gear. Trade up to a CDX and climate control and an electric sunroof are included. Space is rarely at a premium in the cabin, the back seats easily capable of accommodating three six-footers with ease. This is due to the fact that the Tucson is the same height as the Santa Fe and a few millimetres wider. The Tucson shoots at a lot of different targets and for us, it manages to miss many of them. Taken in isolation, it feels reasonably accomplished but it does nothing excellently, and even gets pipped in the value stakes – a traditional Hyundai strength – by Kia’s Sportage. A compact 4x4 without a trendy badge that doesn’t relish off-road work and which isn’t one of the more agile contenders on tarmac has to work hard for sales. A low sticker price helps but will only get buyers so far. As broadly competent as it is, we’re still struggling to imagine the typical buyer for the Hyundai Tucson. One thing’s a cert, though. It’ll make a cracking used buy a couple of years down the road.

Facts At A Glance CAR: Hyundai Tucson 2.0 petrol range PRICE: £14,847-£17,197 – on the road INSURANCE GROUPS: 11 CO2 EMISSIONS: 187-194g/km PERFORMANCE: [4WD] 0-60mph 11.1s / Max Speed 108mph FUEL CONSUMPTION: [4WD] (Combined) 34.4mpg STANDARD SAFETY FEATURES: Twin front airbags, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4325/1830/1730mm

TUCSON ON TOP OF ITS GAME? The Hyundai Tucson is usually a low-key customer in the increasingly image-conscious compact 4x4 sector but the Xenith special edition adds some extra sparkle. Steve Walker reports…

A car’s lifecycle is an intricately stage-managed affair designed to maximise sales and profit but as car buyers, we can sometimes turn the manufacturer’s machinations to our own advantage. The trick is knowing when to pile into your local dealership, foaming at the mouth and brandishing your chequebook and when it play it cool, biding your time until the marketing department makes you a better offer. If you’ve been keeping an interested eye on the development of Hyundai’s Tucson compact 4x4 wondering when to take the plunge, its stock might just have peaked with the Xenith special edition.

These days, it just isn’t the done thing to throw everything into the ring at the launch of a new model. Market-savvy manufacturers prefer a slow burning approach where a limited range is introduced at first with the model’s more desirable engines and upmarket trim levels introduced incrementally over time. This way, public interest can be better maintained over a longer period. Throw in a mid-life facelift or two and maybe some specification upgrades to stoke the fire after a few years and strong sales can be prolonged right up to a model’s eventual replacement. For buyers, the key is to pounce when the value proposition is at its most compelling, its zenith if you will. It’s not always easy to tell when that is but Hyundai has kindly dropped us big hint with the Xenith special edition of its Tucson 4x4. The Tucson has become a familiar component of the Hyundai range, if not a particularly strong-selling one, since its launch in 2004 but with the compact 4x4 sector growing increasingly competitive, the decision was obviously taken to spice things up a bit. That’s why the Xenith special edition arrives on the scene packing an equipment list as long as your leg and every conceivable styling accessory included as standard. Now, the Tucson isn’t much of a head-turner in conventional guise, a significant drawback in such a image-conscious sector, but by the time the Xenith has introduced its body-coloured side mouldings and bumpers, rear privacy glass and 19" multi-spoke alloys, it’s taken the Tucson’s modest road presence to another level. Inside, there’s more of the same. Starting with black maple wood effect trim, aluminium pedals and stainless steel door entry guards before culminating with the upmarket leather and Alcantara upholstery on the seats with further Alcantara touches on the instrument cluster, steering wheel, door inserts, handbrake and armrest.

"The affordable Hyundai’s strengths lie in its spacious interior, its generous equipment and its reliable, offroad-capable mechanicals"

That little lot is valued by Hyundai at some £3,000 and in the Xenith, it comes in addition to the range-topping CDX specification that runs to heated front seats, remote central locking, climate control, cruise control, electric windows and an electric sunroof plus quite a lot more. Priced at £20,692, just £2,500 more than an equivalent CDX, the Tucson Xenith toes the usual Hyundai line of offering big specifications at small prices in convincing fashion. Only the Tucson’s 2.0-litre common-rail diesel engine is offered with the Xenith special edition but it’s the unit that the vast majority of buyers choose anyway. Somewhat surprisingly, this 138bhp engine struggles to power the Tucson with any great conviction. There’s not too much low down torque and refinement is not a strong point. You’ll see 60mph tick by in 13.8 seconds and top out at 104mph but thrashing this diesel is not a pleasant experience. Some recompense is gained with a combined fuel economy figure of 39.7mpg and the CO2 emissions of 187g/km. This certainly isn’t a 4x4 that the green lobby will be able to guilt trip you for driving and coupled with the low upfront price, the reasonable running costs may well turn a few corporate heads. Many will feel the Tucson’s greatest asset is the sheer user friendliness of its cabin. Although the materials may not be top-notch, the styling is neat with no nonsense ergonomics and a decent driving position. Switching the Hyundai from a school run special to a load carrier is simplicity itself, the rear seats folding virtually flat to the floor, the seat back and bases pivoting into place. The front seats can also be folded back to flat, providing an impromptu bed. As with most 4x4s, there are numerous luggage nets, concealed cubbies, takeaway hooks and auxiliary power outlets. The rear glass also opens independently of the tailgate. Space is rarely at a premium in the cabin, the back seats easily capable of accommodating three six-footers making the Tucson one of the best compact 4x4s around when you have a full complement of passengers. Ordinarily, the kind of buyers who turn to the compact 4x4 as a trendier alternative to the conventional family hatchback may not have looked twice at the Tucson. The affordable Hyundai’s strengths lie in its spacious interior, its generous equipment and its reliable, offroad-capable mechanicals. It isn’t usually particularly plush or a fashion statement in that way that more sophisticated rivals like Land Rover’s Freelander2, Toyota’s RAV4 or even Honda’s CR-V can be. The Xenith adds something of this image to the Tucson’s armoury, strengthening the value proposition significantly along the way. Whether it’s enough to convince armies of urban trendies of the Tucson’s lifestyle credentials is doubtful but it’s a step in the right direction. The Xenith is a good-looking, great value compact 4x4 and more importantly for buyers who’ve been observing from the sidelines, it could be about as good as the Tucson gets.

Facts At A Glance CAR: Hyundai Tucson Xenith Special Edition PRICE: £20,692 - on the road INSURANCE GROUP: 11 CO2 EMISSIONS: 187g/km PERFORMANCE: 0-60mph 13.8s / Max Speed 104mph FUEL CONSUMPTION: (Combined) 39.7mpg STANDARD SAFETY FEATURES: Twin front airbags, ABS with EBD WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4325/1830/1730mm

SHOW PONY Hyundai’s Tucson Limited is designed to raise awareness in their compact 4x4. Steve Ghosley checks out what the attraction is?

Despite the bad press that 4x4 vehicles seem to generate, the SUV is still one of the most popular vehicles seen on our roads today with sales by manufacturers breaking all records. It is not surprising then, that Hyundai are attempting to cash in on this market with the launch of their latest Tucson Limited special edition.

The Tucson is never likely to be top of the list for a potential buyer because despite doing nothing particularly badly, it excels in no particular area either, doing the sort of blandly competent job that Honda were making their own with the Mk 1 CR-V fully seven years ago. The market has evolved significantly since then and products have differentiated themselves into various niches from the sporty Toyota RAV-4, the capable Nissan X-Trail and the aspirational Land Rover Freelander. The tough guy Subaru Forester, the sleek Mitsubishi Outlander and the bargain basement Kia Sportage have all eked out an existence. The Tucson Limited therefore has its work cut out to make a significant impression in this very competitive market. So what has the Tucson Limited got going for it? Based on the generously equipped CRTD CDX, the Limited adds body coloured bumpers, body coloured side mouldings, privacy glass and a special black interior. Two colours are offered – Warm Silver and Ebony Black. Hyundai’s Torque on Demand system is also featured on the car, allowing it to be switched automatically between two-wheel-drive and four-wheel-drive as and when required. One other thing it does have on its side, however, is the latest high-powered Euro IV 2.0-litre CRTD diesel engine that is a rugged yet modern installation developing 138bhp and 225 lb/ft of torque. It’s good for a top speed of 104mph and will cover the sprint to 60mph in 13.8 seconds. The engine seems to lack the mid-range shove of most common-rail diesels, almost as if its turbocharger was bleeding away boost, but the flipside of this is a very pleasant linearity of feel that makes it an easy engine to live with day in, day out.

"One other thing it does have on its side, however, is the latest high-powered Euro IV 2.0-litre CRTD diesel engine."

A combined fuel economy figure nudging 40mpg is very respectable going for such a spacious vehicle and even around town the Tucson will see over 30mpg. The diesel is moderately capable off road, although anything too arduous will betray its comparative lack of wheel articulation. Even over modest obstacles, the Tucson is prone to lifting a wheel and the four wheel drive system isn’t quite clever enough to realise when one wheel is six inches off the ground and divert drive to the other wheel. A far better option is to manually switch the system to all-wheel drive (operable at speeds of up to 19mph) via a dash mounted button. In order to win ‘conquest sales’ from other manufacturers, the Tucson needs to offer something demonstrably different and this is where it could struggle. It rides on a modified Hyundai Elantra chassis and shares this with Kia’s latest Sportage, a car that has been pitched to undercut it significantly on price. If you’re looking for a compact 4x4 where price is everything, the Tucson isn’t it. What it does represent is a test of how far Hyundai’s stronger brand image can be teased. Exactly how much more are British buyers prepared to pay for a Hyundai over sister company Kia? The hardware looks enticing enough in a generic sort of way. The styling looks like a scaled down Santa Fe but without the rather odd scalloped sides that, until BMW started adopting the look, made the car look as if it had suffered some light parking damage. The Tucson is neatly proportioned but there’s not one exterior feature that grabs you. Many will feel the Tucson’s greatest asset is the sheer user friendliness of its cabin. Although the materials may not be top notch, the styling is neat with no nonsense ergonomics and a decent driving position. Switching the Hyundai from a school run special to a load carrier is simplicity itself, the rear seats folding virtually flat to the floor, the seat back and bases pivoting into place. The front seats can also be folded back to flat, providing an impromptu bed. As with most 4x4s, there are numerous luggage nets, concealed cubbies, takeaway hooks and auxiliary power outlets. The rear glass also opens independently of the tailgate. The Tucson Limited is a nice try by Hyundai but it’s just not a car that stands out in many ways. Still, when you consider the Hyundai’s well weighted controls, the competitive equipment levels, the well balanced styling, the no-nonsense practicality, the peace of mind of an industry-leading aftersales package and the low upfront price and ongoing running costs, then the Tucson Limited could, nevertheless, be considered something of a winner. Being a limited edition means that only a relative few of these trusty steeds will be available in the UK which may help to promote its image and shift them out of the showrooms. The excellent 2.0-litre CRTD engine will also help its cause.

Facts At A Glance CAR: Hyundai Tucson Limited PRICE: £18,392 – on the road INSURANCE GROUPS: 10 CO2 EMISSIONS: 187g/km PERFORMANCE: 0-60mph 13.8s / Max Speed 104mph FUEL CONSUMPTION: (Combined) 39.7mpg STANDARD SAFETY FEATURES: Twin front airbags, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4325/1830/1730mm

TUCS COMPANY Models Covered: 5dr Compact 4x4 (2.0, 2.7 petrol, 2.0 diesel [2WD, GSI, CDX])

BY ANDY ENRIGHT

When Hyundai sat down to discuss product plans for their 4x4 line up, the Tucson had to be a no-brainer. A compact 4x4 that could slot in below the existing Santa Fe model would surely be just the thing to mop up sales in a fast growing sector. While that may well be the case in other markets, two things conspired against the Tucson over here. One was its cheaper sister car, the Kia Sportage, and the other was the notorious badge consciousness of British buyers. As a result, the Tucson has been a modest seller, although it probably makes a cleverer used buy than it does new. Here’s how to track down a decent one.

The Tucson first appeared in British dealers in August 2004. Hyundai re-jigged their Santa Fe line up, deleting the lower specification models to give the Tucson a little breathing room but it was always a finely pitched pricing decision. With the MK2 Kia Sportage mopping up sales of buyers looking for a new compact 4x4 at the minimum price, the Tucson was very much an exercise in seeing how far Hyundai’s brand equity would stretch. Not very far was the answer. Tucsons are still relatively rare in this country and despite the introduction of a budget front wheel drive variant, sales haven’t perked up significantly. If you can overcome the badge prejudice, you’ll find a very capable car. That, however, is easier said than done in this sector of the market.

The hardware looks enticing enough in a generic sort of way. The styling looks like a scaled down Santa Fe but without the rather odd scalloped sides that, until BMW started adopting the look, made the car appear as if it had suffered some light parking damage. The Tucson is neatly proportioned but there’s not one exterior feature that grabs you. The lower specification models feature a lot of black plastic exterior cladding a la BMW X3, and the plusher derivatives with body-coloured detailing look a good deal more upmarket. Like the X3, if you are going to buy a Tucson with black detailing, try to find a car in a dark colour and its effect is minimised. The Tucson is up against some tough opposition in the shape of the Toyota RAV4, the Nissan X-Trail, the Honda CR-V and the entry-level Land Rover Freelander models and although prices are competitive, the Tucson needs to bring more than an attractive sticker price to the party. Many will feel the Tucson’s greatest asset is the sheer user friendliness of its cabin. Although the materials may not be top notch, the styling is neat with no nonsense ergonomics and a decent driving position. Switching the Hyundai from a school run special to a load carrier is simplicity itself, the rear seats folding virtually flat to the floor, the seat back and bases pivoting into place. The front seats can also be folded back to flat, providing an impromptu bed. As with most 4x4s, there are numerous luggage nets, concealed cubbies, takeaway hooks and auxiliary power outlets. The rear glass also opens independently of the tailgate. Equipment levels are strong across the range, as would be expected of a Hyundai. Even the entry-level GSi versions get air conditioning, a CD stereo and a decent complement of safety gear. Trade up to a CDX and climate control and an electric sunroof are included. Space is rarely at a premium in the cabin, the back seats easily capable of accommodating three six-footers with ease. This is due to the fact that the Tucson is the same height as the Santa Fe and a few millimetres wider.

The Tucson’s curious predicament is exemplified by the fact that the model you’d expect to mop up a good percentage of all sales, the entry level 2.0-litre petrol, is by far the rarest. Perhaps sales were poached by Kia in this sub-niche. If you want to spend a little more, you’ll find a steady stream of 2.0-litre diesels and 2.7-litre V6s available. Prices for both cars tend to mirror each other, with little difference between the GSi and CDX trim levels as well. £11,000 should be enough to pick up a well looked after 54-plated version of any of these cars. Somewhat oddly, all Tucsons are rated at Group 11 for insurance purposes.

There haven’t been any reported issues with the Tucson to date. When buying, do inspect the underside for evidence of enthusiastic off-roading. The tyres should betray no symptoms of wonky tracking and the wheel arch liners and exhausts should be in tiptop condition. The interiors don't wear as well as some rivals but other than that, you should be able to buy with confidence.

(Approx - based on a Tucson 2.7) Consumables for the Santa Fe are reasonably priced, an air filter retailing at around £11, a fuel filter costing around £21 and an oil filter £7.50. Spark plugs are £3 each and a new cam belt adds up to approximately £60.

Three engines are available, starting with a 2.0-litre 140bhp petrol and topping out with a 2.7-litre 173bhp unit. Sandwiched between these two powerplants is a 110bhp 2.0-litre diesel that has proved to be the best seller. All three engines are fully Euro IV compliant and the diesel features common rail injection. Somewhat surprisingly, the diesel struggles to power the Tucson with any great conviction. There’s not too much low down torque and refinement is not a strong point. You’ll see 60mph tick by in 13.8 seconds and top out at 104mph but thrashing this diesel is not a pleasant experience. Some recompense is gained with a combined fuel economy figure of 39.7mpg and the CO2 emissions of 187g/km coupled with the low upfront price may well turn a few heads. The pick of the engines is without doubt the 2.7-litre V6 petrol, possessed as it is of a magnificent metallic yowl when it’s wound up. Unfortunately you’ll need to do this fairly often to make respectable progress with the consequent effect on fuel consumption. Coupled with the standard four speed automatic transmission, you’ll put the kickdown cable to good use if you want to undertake some overtaking. The ride on all models is surprisingly firm and on smooth roads the Tucson tackles corners with some relish. Throw a bumpy B-road at it and the Hyundai is far less polished, the suspension occasionally getting a little out of phase with what’s going on at the wheels.

The Tucson makes a lot of sense if you’re secure enough not to care how much clout your car’s badge carries in the golf club car park. It’s an honest little 4x4, with compact dimensions and a raised ride height making it particularly good in urban conditions. Don’t subject it to anything more than gentle green laning and it should be well up to the mark. The front-wheel drive version makes an attractively pragmatic choice if you never plan to get the undersides muddy.