Hyundai Tucson City SX 2007 Review

Road Test

Cars of Korean origin have come a long way in a short period of time. The Tucson City is a case in point.

Looking like its V6-engined 4x4 siblings, the four-cylinder City is nominally the base model of Hyundai's compact all-wheel drive range. But while it retains the softroader's smooth-riding (longer-travel) suspension and high-riding driving position, it is front-wheel drive only.

Eschewing the extra 'softroad' hardware delivers the City's owner a substantial dollar saving though little sacrifice in day-to-day functionality. Indeed, the end result is a variant that is well appointed for the money, and is a competent, comfortable, peppy and economical way to get around.

We were impressed by the City's manners. In town, it performs like a taller hatch and even on gravel, the car's handling, steering and grip proved impressive. In fact, despite a lack of traction control, ESP and other driver aids, the City achieved more and went further than some cars equipped with sundry grip-enhancing gadgets.

Hustling along our regular dirt roads demonstrated that with the correct chassis dynamics many of the electronic interventionist systems aren't really needed in regular day-to-day driving. Like insurance, it's reassuring to have them, but not vital. (Up-spec buyers note: traction control is fitted to the upmarket City Elite and the bigger-engined Tucson V6 models).

All Tucson models get ABS brakes with EBD and on the City the depth of braking capability on steep downhill loose gravel before the ABS was invoked was particularly impressive. Even as a basic model, the City wears a full house of 16-inch alloy wheels and Allroad rubber.

The 1975cc twin-cam, multi-valve, injected four-cylinder engine punts out 104kW and 184Nm -- hardly earth-moving, but adequate for brisk progress and easy cruising around the speed limit. Slightly irritating is the 'electric flywheel' effect that sees engine revs maintained momentarily as the throttle is lifted during gear-changes. (Ed: this effect helps reduce tailpipe emissions and is common on too many cars, in our opinion).

The five-speed manual transmission is one of the slickest, smoothest boxes we've sampled recently with a light clutch and ratios well-matched to the engine's power delivery. There's also an extra-cost ($2000) optional four-speed sequential auto available.

About the size of a RAV4, the Tucson manages to feel like a smaller car -- both front and rear passengers had adequate foot, leg and knee space and there is a good deal of luggage space. Several tie-down points and shopping-bag hooks are provided in the luggage area, but the carpet panel is prone to slithering around with casually placed loads.

Up front, there's the sort of convenience features normally reserved for more expensive rivals -- dual extending sun-visors with illuminated vanity mirrors are a case in point. The driver gets a two-way height-adjustable seat with adjustable lumbar support, a tilt-adjustable steering column, variable-speed intermittent wipers and a generously proportioned left foot rest. There are but two front airbags.

A large lockable glovebox is matched with a good array of storage options, from front door pockets big enough to hold a street directory and a drink bottle to the bi-level centre storage bin -- complete with variable-height armrest.

A cigarette lighter and ashtray may seem anathema to many, but they're a sign that the Tucson isn't a stripped-to-the-bone, base-line loss-leader.

Fitted with 21st century's 'must haves' like electric windows and mirrors and cruise control, the Tucson adds front and rear foglamps -- although the switches for these were inexplicably on either side of the driver. Indeed, the rear lamp switch sits with the rheostat and three (count them!) blank buttons while the front foglamp switch is in the centre-console surround along with the demister and hazard buttons -- and another blank! Call us picky, but this bizarre layout would drive some orderly-minded folk nuts.

Aside from a bad blind-spot behind the driver's right shoulder, visibility is good and the headlamps are particularly good.

Our main criticism is that the City's cabin is noisier than is first apparent. On test, as the vehicle's speed increased, it was necessary to constantly crank up the volume on the sound system. High levels of ambient noise can be tiring on long journeys. During our 700km together it was more an irritation, but owners will quickly tire of the trait.