If you’re seeking to happen to the proud owner of the latest Hyundai Tucson, it’s more than expected to be front-wheel drive and petrol-powered.In any case, that’s what the overwhelming bulk of buyers are choosing when it comes to Hyundai’s mid-size SUV.
The stats are a real realization for those still under the feeling that diesels rules the world in this category, with a staggering 84 per cent preferring the petrol option over diesel’s paltry 16 per cent take up.
Of the four trim lines offered in the Tucson range (Active, ActiveX, Elite and Highlander) it’s conceivably less surprising to learn the lower grade Active and Active X variants make up 77 per cent of all model sales. And of those, it’s the better equipped Active X proving to be the most popular choice, with 56 per cent of buyers swayed by the partial leather seats, premium steering wheel and shifter, 18-inch alloys, electric folding (and heated) mirrors and illuminated glovebox for just over two grand more comparing auto with auto ($31,590 i.e. 33,28,796Pkr versus $33,650 i.e. 35,45,868 Pkr).
Nevertheless, if you want all-wheel drive and Hyundai’s latest turbo-petrol motor, you’ll require to end up for the Elite or top-shelf Highlander powered by Hyundai’s in-house-developed, 1.6-litre, direct-injection turbo-petrol engine.We know what you’re most likely thinking, ‘a medium SUV powered by a very small 1.6-litre four-cylinder motor – can’t be good, right?
Approved, it’s a small displacement powertrain charged with lugging around almost 1700kg of heft with just 130kW and 265Nm of torque at its disposal. But with surprising ease and flexibility, thanks to its broad torque band – peaking from 1500-4500rpm.
It’s sufficient to get the it away from traffic lights with a fair degree of speed, and without a whole lot of lag, either. And contrasting to the 2.0-litre models which are prepared with either a six-speed auto or manual transmission, the 1.6 turbo-petrol is equipped with a seven-speed double-clutch gearbox exclusively – and it’s not perfect. It’s well pulling away from standstill and cycling through the lower gears, lively even, appreciation to its twin-scroll turbocharger, but it’s often too slow to respond to initial throttle tip-in in third, where it can often linger, before deciding to drop down a gear and accelerate away.
