Hyundai Terracan 2001 Review

Terracan, for those avid students of langauges is a mix of Latin and Turkish. Terra for Earth, and Kahn for king. Say no more. Oh, and it is pronounced "Terrah-Kahn", not Terra-Can.

Hyundai feels such an auspicious and daring name will endow the Terracan with a strong masculine identity and send a challenge to its competitors. And certainly its competition should be worried, because while the Terracan may not be the last word in go-anywhere 4WDs, it brings Hyundai's typically high specification levels and value for money to the medium-large 4WD market.

The Terracan doubles Hyundai's 4WD lineup, sitting above the Santa Fe, and appealing to those looking for a "fully-fledged family offroader".

Built to handle the rough and tumble of the Aussie Outback, the Terracan has been 'civilised' in certain areas to make it easier to live with in everyday life. This may be seen as a cop-out by some, but it's more a truthful acknowledgement that while owners may be buying the 4WD dream, they're unlikely to ever break the city limits.

The Terracan is available in two grades: Terracan and Terracan Highlander. Pricing at launch is $36,990 for the Terracan and $42,990 for the Highlander. Both come with the same military-styled 5-door body, and over the top chrome grille which looks just a little too much like the Jeep Grand Cherokee's.

Physically, the Hyundai Terracan is similar in overall size to the Toyota Prado. It is powered by a 3.5 litre V6 engine, a bored and stroked version of the 3.0 litre V6 we know from the Grandeur. Peak power is 145kiloWatts - slightly more than the Pajero's 140kW and the Prado's 132kW.

Both models come with the choice of 5-sp manual and 4-sp automatic transmissions, though manual stock won't arrive until 2002.

The Terracan is built on a rugged ladder-style chassis which improves off-road performance and wheel articulation while helping to isolate the cabin from bumps and potholes. The downside of a ladder chassis construction over an integrated monocoque approach is that it usually carries a weight penalty.

Hyundai has managed to keep this to a minimum, though the Terracan still tips the scales at a weighty 2030kg compared to the Pajero at 2070kg and the Prado at 1958kg. It features independent double wishbone suspension up front and a lixe (or rigid) rear axle. Hyundai feels this is an ideal setup for those who need a towing vehicle.

The first real difference between the two Terracan models is the 4WD system. The Terracan has a part-time 4WD system with an electronic shift feature which allows the driver to change from 2WD to 4WD high at speeds of up to 80km/h.

The Highlander features a full-time 'on-demand' system with Active Torque Transfer, or ATT. Simply put, this system delivers torque to the rear wheels until it senses slippage, and then re-apportions up to 50percent of the torque to the front wheels.

The Highlander model also gets antilock brakes and electronic brakeforce distribution.

Interior equipment levels are quite high, and compare favourably with the Terracan's immediate competition. Air conditioning, CD player, remote central locking, power windows and mirrors, cruise control and a height adjustable drivers' seat are all fitted standard. The Highlander model adds leather seats, and a woodgrain dashboard and door inserts.

Dual front airbags are de riguer on any serious player these days, and the Terracan is no different, though you'll have to stump up for the Highlander if you want anti-lock brakes. Interestingly, the Terracan has a bigger rear disc brake than the front, quite out of the ordinary considering the front usually does the majority of the braking. It must be said, though, that the Terracan doesn't suffer from any performance anxieties in this department. Repeated high stress applications can induce brake fade, but that is to be expected on such a heavy vehicle with a high centre of gravity.

CarPoint's brief one-day drive of the Terracan showed it to be a very able 4WD with plenty of on- and off-road ability. Its main strength has to be the 3.5 litre V6 engine. Strong and powerful, it's at its best over 2500rpm, and revs eagerly right through to 6000rpm. after that there's very little to be gained.

The four speed automatic we drove is up to the task, with soft, smooth changes, though a little unwilling to kick down a gear on slopes. It requires a commited and well buried foot to encourage it to drop back a cog.

We found the Terracan copes very well on smooth roads, providing a ride that's supple. It's a little soft in the front on turn in, and is prone to body roll in corners, but once lean has been achieved it settles down ably enough. The rear end is very firmly sprung, and doesn't match well to the front, with a tendency to wander over broken surfaces. Hyundai tell us it has been purposely set up this way to cope with towing, but we're not sure of the logic of compromising a vehicle's handling for those who tow the odd horse float or boat. Surely the Terracan will see more use without anything out the back than with.

The Terracan's gravel manners are good. Its quick turn in makes it surprisingly spritely, and fun to drive, though the nervous rear end will keep you busy correcting the steering as it reacts to bumps rather than soaking them up.

The 4WD system has to be one of the easiest we've yet encountered, including Nissan's dashboard-mounted dial-based system. Throw the Highlander's gear selector into neutral and flick the dial between high and low. That's it. And for off-road adventurers, the low range 1st gear is endowed with impressive levels of engine braking for those steep, gravelly descents.

Overall, the Terracan presents an interesting package, and one worthy of consideration, especially given its price advantage over the competition. It's capable, well equipped, and has plenty of power. Had Hyundai spent more time ironing out the too-soft front and too-hard rear suspension, the Terracan could have been an even more serious threat to the Toyota Prado and Mistubishi Pajero.