2016 Hyundai Tucson
So far, Hyundai has resisted taking a plunge into the rapidly expanding pool of pint-size subcompact crossovers. But, that’s understandable as their quart-size Tucson compact ute delivers a lot more space for about the same price. Well now there’s a new Tucson, and that more for less aptitude just got even bigger.
The Hyundai Tucson has been around long enough to play a major role in Hyundai’s growth, from upstart act to Broadway box office smash.
For 2016, introducing a little more razzle-dazzle to the audience is a good play, and one consistent with most recent Hyundais. The front looks very big and bold for a compact crossover ute, and there are lots of lines flowing from there to the rear.
It very much looks like a scaled down Santa Fe, and when in Limited trim, with 19-inch wheels and LED headlights, it should help reel in those “elusive but highly sought after” younger buyers.
Dimensions have been stretched over last year, it’s both longer and wider; and of course that translates to more room in the cabin for both people and parcels.
Base engine is a 2.0-liter I4 with 164-horsepower and 151 lb-ft. of torque. Up level trims get a smaller, but stronger, 1.6-liter I4 with turbo assistance that spins up 175-horsepower and 195 lb-ft. of torque.
It also adds a 7-speed Dual Clutch Transmission, while the 2.0-liter makes do with a traditional 6-speed auto. Both engines can be had in front and lockable all-wheel drive with active cornering control.
At our test track, our turbo equipped Limited felt spirited, but far from muscular off the line; with trips to 60 taking a mundane 8.4-seconds. Torque is pretty good down low, running out of steam at the high end; but it’s certainly adequate for a compact ute. The ¼-mile pass took 16.5-seconds at 86 miles-per-hour.
As for the DCT transmission, it proved adequate, with some occasional hesitations to get going from a stop. We also got a “high transmission temp” warning during our track day. Braking distances averaged a short 120-feet from 60; but with a long travel from the squishy pedal.
The chassis feels willing and able, with a composed non-floaty feel that’s more firm than plush. But during hard corners, the “traction control monster” awakens easily, keeping you from exploiting that feeling too much.
Taking in the scenery at a more relaxed pace, the ride is surprising enjoyable. It’s noticeably quieter and more compliant than before. The last Tucson was in a word “rough”. So Hyundai’s, increased attention to ride and handling is really paying off.
As for the ever-important drive environment inside, ergonomics are great, as is seat comfort.
The smooth looking IP is dominated by either a 5.0 or 8.0-inch center touchscreen. Hyundai’s infotainment system works well, among the best in the business, and includes a standard back-up camera.
Despite numbers that indicate there’s a bit less legroom for rear seat passengers than before, it felt plenty roomy to us. And it enabled cargo space to go way up; now 31.0 cubic-ft. behind the standard split-folding rear seats, 61.9 cubic-ft. with them folded. That’s 20% more than the average subcompact ute.
Hyundai’s hands free smart lift gate is also available.
Despite the small stature, there’s full size safety here; with an automatic emergency braking system that worked flawlessly in our barrier test. Sudden stops were abrupt enough to leave some skid marks on the pavement.
Government Fuel Economy Ratings are 24-City, 28-Highway, and 26-Combined. So our average of 26.8 miles-per-gallon of Regular was right on. The Energy Impact Score is about average for all vehicles at 12.7-barrels of oil use and 5.8 tons of CO2 emissions yearly.
And now the fine print. Base Tucson stickers for $23,595. That’s a grand more than last year. The top Tucson Limited AWD starts at $32,195.
Those higher admission prices do put a crimp in our rave review, as they are now a good deal more than a comparably equipped subcompact ute, while still less than the bestselling compacts. Still, the Tucson is fresher and better equipped. Star qualities that should impress both the critics and the masses; keeping Hyundai’s marquee shining bright.
Specifications
- Engine: 1.6 liter I4
- Horsepower: 175
- Torque: 195 lb-ft.
- 0-60 mph: 8.4 seconds
- 1/4 mile: 16.5 seconds @ 86 mph
- EPA: 24 mpg city / 28 mpg highway
- Energy Impact: 12.7 barrels of oil/yr
- CO2 Emissions: 5.8 tons/yr
2025 Land Rover Range Rover Evoque
Baby Rover Continues To Evolve
When most people hear “Range Rover” they tend to think of high class, high performance and high dollars. But, Range Rover does the entry-level thing quite well too with this Evoque. It has plenty of posh attitude, along with some recent updates. So, let’s see how the Evoque continues to evolved.
Our involvement with the Land Rover Range Rover Evoque’s evolution began when this small utility first arrived for 2012. It looked more Spice Girl than Tough Mudder, but it packed a surprising amount of capability into its subcompact dimensions. This second gen arrived for 2020, and has gained recent updates at the most likely midway point in its lifecycle.
Intrigued but not necessarily enthused could probably best describe our history with the Evoque, but Land Rover always has a way of drawing us in with very tasteful designs. They pretty much got this one right back in 2020, so styling revisions are largely limited to new Pixel LED headlights and a reshaped front fascia. There’s also new super-red signature lighting in back, all of it done to bring the Evoque more in line with the rest of the Range Rover family.
And like all of its siblings, all-wheel drive is standard and it does have Terrain Response 2 with specific off-road modes, but no one’s expecting to see a lot of Evoques out on the trail, unless there’s a new Lululemon Outlet at the other end of it having a killer sale.
Land Rover has once again taken the P300 296-horsepower version of the Evoque’s 2.0-liter turbo-four out of the lineup, leaving just the standard 249-horsepower version under the clamshell hood. No complaints from us, its 269 lb-ft of torque is more than adequate to move this 3,900 lb. ute around.
And at Mason Dixon Dragway, it moved us to 60 mph in 7.7 seconds. There was plenty of traction off the line, and while not overwhelming, power feels plentiful, staying very consistent down the track. Gearchanges in the Evoque’s nine-speed automatic transmission were quick and smooth, barely a blip in the process as we finished the quarter-mile in 16 seconds flat at 85 mph. Plenty quick for a compact utility with luxury intentions.
[It maneuvered] with a substantial presence that not too many small utilities have.
It felt quite good through our handling course too, with a substantial presence that not too many small utilities have. The Evoque uses selective braking to torque vector power between all four wheels, and it enabled us to cruise through the cones quickly without any excessive understeer or oversteer. There was some nosedive during our panic braking test, but the brakes were very responsive and strong enough to bring us to a halt in a short 115 feet from 60.
But, it’s the inside experience that really matters with any luxury vehicle, particularly in a Range Rover. And here things look more high-end Swedish than Tudor or Victorian, with a minimalist cabin design that’s way more visually appealing than practical. There’s real leather covering just about everything, and what appears to be just a tablet stuck in front of the dash is a new 11.4-inch touchscreen. Not only are the inner workings much faster than the previous infotainment setup, but the entire interface of this Pivi Pro system is vastly better than the split screen approach of before.
The center console that leads up to it appears much less cluttered and frees up some additional space for storage. The shifter is still here, but it has gotten much smaller. Front seat space and comfort remain high, though rear seat room is still very tight for adults. Cargo space is not bad for a small utility, with room for 21.6 cu-ft. of gear in the hold, which expands with 40/20/40 split-folding seatback flexibility to 50.5 cu-ft.
Government Fuel Economy Ratings are 20 City, 27 Highway, and 22 Combined. That’s an average Energy Impact Score, using 13.5 barrels of oil annually, with CO2 emissions of 6.6 tons.
Land Rover has been paring things down in the Evoque lineup for years, no longer offering a two-door version or the convertible, and now have simplified things even further to just the P250 available in only two trims: S, which stickers for $51,175, and Dynamic SE, which starts at $56,375; but you can add just about every package available and still come in right around $60,000.
Luxury-minded utility vehicles are coming at us from all angles these days, but the 2025 Land Rover Range Rover Evoque is a bit unique in that it remains as sort of a cheat code for sneaking you into the Range Rover VIP experience. You’ll feel like you’re getting away with something every time you drive it.
Specifications
As Tested
- Engine: 2.0-liter turbo-four
- Transmission: 9-speed automatic
- Horsepower: 249
- Torque: 269 lb-ft
- 0-60 mph: 7.7 seconds
- 1/4 Mile: 16 seconds at 85 mph
- Braking, 60-0 (avg): 115 feet
- EPA: 20 City | 27 Highway | 22 Combined