<div style="page-break-before:always; page-break-after:always"><b>T</b>HE TUCSON HAS BEEN A STAPLE of <b>evo India</b>&rsquo;s long-term test fleet and I&rsquo;ve had plenty of seat time in it, the very first being a drive to the Rann of Kutch. The last memory of that drive was how 800km were dispatched like I was going to shops in the neighbourhood. A year later, I drove it across the breadth of the country from Kashmir to Arunachal Pradesh, tailing a Mercedes-Benz GLC. I was behind the &rsquo;wheel of a car half the price of the Merc, but at no point did I feel like I was being shortchanged. It&rsquo;s a superb mile-muncher. So when Hyundai announced that it was updating the Tucson, I expected all the regular stuff&mdash; new lights, a tweaked nose, and interiors updated to keep with the times. Maybe a DPF to help it meet BS6 norms. What I didn&rsquo;t expect was a significant mechanical change, considering how sorted the package was to begin with. But the spec sheet confirmed otherwise. The new Tucson has a new automatic gearbox.
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<p id="3">Time to make sense of this. I climb into the driver&rsquo;s seat and the dashboard immediately grabs my attention &mdash; there&rsquo;s a new 8-inch screen. But Hyundai hasn&rsquo;t just pulled out the old one and stuck in a new one&hellip; because they couldn&rsquo;t. The old screen was flanked by AC vents, so the whole top half of the dash has been redesigned. It&rsquo;s now a floating screen, much like in the Kona Electric, and the central AC vents sit below it. There are a few other tweaks to the cabin &mdash; a wireless phone charger, a larger storage space in the centre armrest and different buttons for the drive modes. The other big change that you wouldn&rsquo;t notice upfront is the addition of Blue Link. Ever since the Venue got it, every new Hyundai launched in India has gotten it and that single addition gives the Tucson feature&rsquo;s list a massive bolstering. Not that the Tucson needed it &mdash; it gets electrically adjustable seats for both driver and passenger, an Infinity sound system and a panoramic sunroof. Hyundai haven&rsquo;t messed around with the instrument cluster and you still get analogue dials with a small digital MID. If there&rsquo;s anything I missed from the Tucson&rsquo;s cabin, it is ventilated seats. Hyundai should really have figured out a way to include that in here.</p>

<p><img oheight="899&quot;" owidth="1541" src="https://magarticles.magzter.com/articles/4599/554047/5fb52863e58e8/1605708097_loc.jpg" /></p>

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<p id="2">Right then, on the go &mdash; what&rsquo;s changed? The engine is the same, a 2-litre turbo-diesel with a meaty mid-range. It makes 182bhp and 400Nm which is identical to the pre-BS6 Tucson. There&rsquo;s now a diesel particulate filter, a lean NOx trap and an SCR system with a urea tank to ensure it meets BS6 capabilities. There&rsquo;s also an eVGT that replaces the regular VGT, giving the systems better control of how the turbo spools up. From behind the &rsquo;wheel, it doesn&rsquo;t feel like too much has changed though &mdash; there&rsquo;s a slight amount of lag followed by a strong shove once the turbo spools up. It doesn&rsquo;t rev too high with the redline at 4500rpm, but you don&rsquo;t need high revs either. It makes peak torque right from 1750rpm to 2750rpm &mdash; sounds narrow, but that&rsquo;s plenty to hustle you along. I think the responses from the throttle are a bit too dull in Comfort and Eco drive modes and I preferred putting it into Sport mode everywhere, except in the city. The Hyundai diesel was always very refined with minimal vibes and noise entering the cabin, and that remains so.</p>

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<p id="2">Now coming to the transmission. The old 6-speeder can now be found doing duty in the Tata Harrier while the Tucson gets upgraded to the 8-speed unit. First gear is shorter, and the gears are now more closely spaced while the final drive is taller. This means it accelerates marginally quicker off the line, while on the highway it can cruise in top gear at lower revs. Fuel efficiency would have taken a hit due to the BS6 upgrades and this transmission is marginally more efficient, meaning things would have evened out. The changed gearing also means you will save fuel while getting up to speed, or while cruising in top gear.</p>

<p><img oheight="436&quot;" owidth="625" src="https://magarticles.magzter.com/articles/4599/554047/5fb52863e58e8/1605707787772.jpg" style="width: 625px; height: 436px;" /></p>

<p>That aside, ride and handling remains unchanged. The Tucson really rides well over bad roads, absorbing broken patches well and staying planted and confident on the highway. Cornering ability is good too, particularly on this AWD variant. You can get on the gas earlier without overwhelming the front tyres as up to 50 per cent of torque can be sent to the rear. Roll is controlled, though I do wish the steering had more feel and directness to it.</p>

<p><img oheight="262&quot;" owidth="309" src="https://magarticles.magzter.com/articles/4599/554047/5fb52863e58e8/1605707787867.jpg" style="width: 309px; height: 262px;" /></p>

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<p id="3">Changes aren&rsquo;t radical on the styling front &mdash; the Tucson now gets a larger grille, updated LED projector headlamps and reprofiled bumpers. It is a mild nip and tuck to keep it looking sharp before the next generation car arrives.</p>

<p><img oheight="299&quot;" owidth="464" src="https://magarticles.magzter.com/articles/4599/554047/5fb52863e58e8/1605707787815.jpg" style="width: 464px; height: 299px;" /></p>

<p id="4">Now the price. This AWD variant costs &#8377;27.03 lakh and that&rsquo;s a fair amount of money. But the AWD variant is only available on the top-spec GLS variant. Prices for the diesel Tucson start at &#8377;24.3 lakh for the FWD GL(O) and you don&rsquo;t miss out on too much kit. You don&rsquo;t get the new LED headlamps, the automatic tailgate and the front parking sensors. I&rsquo;d be willing to live without all of that, and the all-wheel-drive, and save close to &#8377;3 lakh. Other options in this price bracket include the Skoda Karoq and the Jeep Compass. The Karoq is a more premium experience but lacks the space or a diesel powertrain, while the Compass is certainly more capable off-road but again doesn&rsquo;t have the space or features. The Tucson, then, continues to hold its own if you&rsquo;re looking for an SUV that is capable of long distances, while being convenient in the city and uncompromising in its comfort, so much so that we are looking forward to having it back in the evo fleet.</p>

<p><img oheight="311&quot;" owidth="475" src="https://magarticles.magzter.com/articles/4599/554047/5fb52863e58e8/1605707787838.jpg" style="width: 475px; height: 311px;" /></p>

<p><b>HYUNDAI </b>TUCSON</p>

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<p id="1"><b>Engine </b>In-line 4-cyl, 1995cc, turbo-diesel</p>

<p><b>Power: </b>182bhp @ 4000rpm</p>

<p><b>Torque: </b>400Nm @ 1750-2750rpm</p>

<p><b>Price:</b> &#8377;27.03 lakh (ex-showroom)</p>

<p>+ Comfort, space, refinement</p>

<p>- Steering, price</p>
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Hyundai Tucson 

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