We had the opportunity to drive a few different Tucson variants, all powered by the V6 engine. Around town and out on open highways the 173-horsepower V6 delivers adequate power for what is a relatively heavy vehicle for its size. This engine features variable-length intake runners for good power and torque across the rpm band.The four-speed automatic shifts smoothly. Those who want to be more in command can push the shift lever over to the Shiftronic semi-manual mode. Just a few years ago such an option was only offered on high-end sports cars.
The steering felt connected, although a tad light in feel.
The brakes were smooth and stopped the vehicle efficiently. ABS keeps the wheels from locking up and sliding on slippery or uneven surfaces, so the driver maintains steering control even in a panic stop. EBD adjusts the front-to-rear proportioning of braking force according to the load on the wheels and continuously adjusts as the weight shifts forward during a stop. Again, this kind of sophisticated active safety equipment was the exclusive province of expensive cars just a few years ago.
A brief drive along a rocky dirt track showed that the Tucson can manage some light off-highway duty. Without low gearing and aggressive off-road tires it was not able to climb a really steep slippery slope. But judging from the old skid marks we found, it didn't look as though many other vehicles had managed to get up that particular slope, either.
A downhill stretch of smooth, slippery, muddy gravel road nearly afforded an opportunity to test the electronic stability control system. But then we eyed the high crown in the middle of the road, and the deep ditches on either side, and decided that this was not the place to try to induce a slide. We did, however, proceed at a reasonably brisk pace, and not once did we feel our Tucson begin to slip. So perhaps the stability control was working so transparently that we did not realize it had engaged.
We drove both four-wheel-drive and front-wheel-drive models on pavement, and somewhat to our surprise found that we liked the ride and handling of the 4WD versions slightly better. This might seem counterintuitive, but it was probably because the 4WD models pack a little more weight over their rear wheels, making them better balanced overall, even though they are slightly heavier. What's more, the 4WD models didn't spin their front wheels on wet and slippery roads, as the FWD models tended to do. All told, the 4WD option is worthwhile and we recommend getting it.
The four-wheel-drive system is a part-time setup, but once engaged it operates more like full-time all-wheel-drive, automatically routing power to the end of the vehicle that can use it best. (Unlike all-wheel drive, traditional part-time 4WD, the kind associated with older pickup trucks, does not alter the torque split according to conditions.) Most of the time the electronic brain sends most of the power (up to 99 percent) to the front wheels. Then as road conditions change the system diverts up to 50 percent of the power to the rear wheels. Called Electronic InterActive Torque Management, Tucson's Borg Warner system is essentially the same system Hyundai installs in the AWD Santa Fe, except that Tucson provides an additional mode that allows the driver to lock in a 50/50 torque split for really slippery conditions. The lock automatically disengages above 20-25 mph, or when the ABS is activated.
We did not have the opportunity to drive the base GL model with a four-cylinder engine. This is a relatively sophisticated power plant, with four valves per cylinder and Hyundai's continuously variable valve timing (CVVT). Still, it produces only 140 horsepower at 6000 rpm, and 136 pound-feet of torque at 4500. Judging from the modest performance of the V6-powered Tucson, we expect anemic acceleration from the four-cylinder, especially when harnessed to an automatic transmission or four-wheel drive. Possibly for this same reason (or because the demand isn't there), Hyundai does not offer the combination of automatic and four-wheel drive with the four-cylinder. It wouldn't be able to get out of its own way. If you're willing to do your own shifting, then the four-cylinder GL with a five-speed manual promises more reasonable performance.
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