There is no such peculiarity once you’re cruising along on the motorway, despite the fact that, with a steady flow of torque on tap for effortless high-speed passing and sustained hill climbing. We also like the way the Tucson steers, light and easy for suburban duties and tight parking spaces, but enough on-centre weighting for solid tranquility on longer journeys. Just don’t be expecting a lot of feedback, nevertheless. It’s all a bit insensitive in that sector.
The Exterior body feels rigid and well screwed together, No body rolls over the endless roundabouts in suburb either, that’s all very well controlled by the MacPherson strut up front and multilink rear suspension system, however it comes at a price.
Ride comfort is certainly a mixed bag. Right from the outset, we can feel an underlying firmness to the damping. Larger bump absorption is pretty good, but over busted-up, coarse chip surfaces, it can develop into a little too busy, as though there’s more of a skew towards upright tranquility through the bends, rather than a well-cushioned ride.
We could look at the larger wheel and tyre package, provided that Highlander rides on standard 19-inch alloys (18s on the Elite) shod with lower profile Michelin rubber (245/45 Vs 225/55 series), but then again, others may prefer the sportier setup to a comfier ride.
The leather appointed sea are firmer and at the same time as all the major touch points are soft to the feel, there are abundance of cheap-looking hard plastics around the cabin .
There’s good all-round vision, in spite of its relatively high-waisted beltline. Plenty of space to spread out, too – front and back – and that’s head, leg and elbowroom for five adults.
