![]() ![]() Some of this can be avoided by bypassing the Limited in favor of the SEL Convenience or the Blue trim level, both of which at least have some physical controls: thumbwheels for volume and audio tuning and flipper switches to adjust cabin temperature. Plus and minus touchpoints for audio volume and tuning are never the right answer, and touch controls for temperature and fan speed aren't much better. The two upper trims feature a freestanding digital instrument cluster that doesn't offer a whole lot of configurability but does incorporate Hyundai's helpful blind-spot view monitor.Īlthough the interior looks nice, the center stack's expanse of currently trendy touch-sensitive controls is an ergonomic flop. The climate-control vents are merged into the interior trim, which sweeps from the door panels onto the dash and down the sides of the center stack-a neat touch. The interior design of our top-spec Limited model may not match the finery of Hyundai's ritziest Santa Fe or Palisade models, but it is sleek and attractive. ![]() The cargo volume of 39 cubic feet behind the rear seats and 75 with the rear seatbacks folded is among the most commodious in the segment (and no less than the nonhybrid Tucson). That bigger box makes for 41.3 inches of rear-seat legroom, which surpasses even the spacious CR-V, and a six-footer has plenty of space sitting behind a similarly sized driver. The new Tucson is 6.1 inches longer than before with a 3.4-inch longer wheelbase. Outside of the mechanicals, the Tucson hybrid brings the same impressive packaging as the regular version. We wouldn't go so far as to call this Hyundai's handling engaging-this is no Porsche Macan-although the steering is pleasantly weighted. The hybrid's 0.84 g of grip on the skidpad just fractionally beats the regular Tucson's 0.83 g and also betters the Honda, Toyota, and Ford hybrids. We measured 70 decibels of noise under wide-open throttle, a quiet performance for a compact crossover. The ride is well controlled, and the suspension can mask all but the sharpest bumps. In contrast to its creased and faceted sheetmetal, the Tucson hybrid's driving experience smooths out the rough edges. There is one drawback, though: The Tucson hybrid beeps when reversing, just like a Prius. The hybrid also tows up to 2000 pounds, same as with the base engine. Despite the blending of regenerative and friction braking, there's no weirdness in the brake-pedal modulation. The handoffs between gasoline and electric propulsion are seamless, with the electric motor able to solely power the vehicle even at highway speeds, albeit under very light throttle applications. The Tucson hybrid also avoids other common gas-engine drivability drawbacks. That might sacrifice a measure of efficiency, but it makes for pleasant drivability without the slurred throttle response of a stepless transmission. Unlike its rivals, the Tucson hybrid employs a six-speed automatic transmission rather than a CVT. ![]() LOWS: Annoying touch controls, push-button gear selection, disappointing real-world highway fuel economy. Overall, drivers will find sufficient grunt to pull quickly away from a stop or get up to speed merging down a short on-ramp. Accelerating from 50 to 70 mph took 4.6 seconds here-much quicker the base model's 6.0 seconds. Passing performance is much improved as well. Again, the Tucson hybrid also tops its competitors. In the quarter-mile, it shows similar gains, with the hybrid completing a pass in 15.4 seconds at 91 mph versus 16.7 at 85 mph for the standard model. The Tucson hybrid also beat the 60-mph times of the hybrid RAV4, CR-V, and Escape. Despite weighing 146 pounds more than the base-engine AWD Tucson, the hybrid can eclipse 60 mph in a comparably fleet 7.1 seconds versus a languid 8.8 for the standard Tucson. Its 1.6-liter turbo four pairs with a 59-hp electric motor for a total of 226 horsepower and 258 pound-feet of torque, which betters the standard 2.5-liter by 39 horses and 80 pound-feet. If the fuel-economy argument doesn't win you over, the hybrid's snappier acceleration might.
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