Winter White, Limited Technology Package ($2,650 -- includes panoramic sunroof; navigation system with 7-inch touchscreen; Sirius/XM with NavTraffic (90-day trial); premium audio with 360 watts, seven speakers including one subwoofer and external amplifier; LED taillights), Carpeted Floor Mats ($125)
DOHC, 4 valves per cylinder, variable intake + exhaust-valve timing
Compression ration (x:1)
Horsepower (hp @ rpm)
182 @ 6,000
Torque (lb-ft @ rpm)
177 @ 4,000
Six-speed automatic with console shifter
Transmission and axle ratios (x:1)
Best run came with mild power braking, though a simple pedal transition produced nearly identical runs. Very consistent acceleration. Manual shifting not necessary as Drive seems to get the Tucson down the track just as quickly. Won't hold gears at redline.
Pedal feedback is medium soft and remained so throughout testing despite some differences in stopping distance over five runs. ABS activation is obvious but not intrusive during panic stops. Stopping is straight and without drama. Overall, the Tucson's brakes feel safe and reliable in this situation.
Slalom: Stability control is highly invasive here, which forces smooth and slow transitions between the cones. The Tucson does nothing terribly wrong or truly amazing. Feels like it's tuned adequately for 6/10ths driving and not much more, which should serve its buyers well. Skid pad: Heavy understeer is the Tucson's default mode when pushed hard. Its steering is lightly weighted and passes along little information about what the front tires are doing. Balance can't be corrected with lift-throttle -- even with the ESC switched off. This isn't a sports car and it doesn't handle like one, but its tuning feels safe for the segment.