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 Genesis GV80 Coupe
Genesis GV80 SUV Upstaged By Stylish New Sidekick
These days if you don’t have a coupe version of your luxury SUV, you’re not trying hard enough. And that’s something that Hyundai and their luxury division Genesis could never be accused of. So, let’s go for a spin in the latest oh so stylish GV utility from Genesis.
The 2025 model year brings an updated midsize Genesis GV80 utility, which we recently put to the test. It also brings this sloped roof Coupe cousin along with it, which adds much more than just some athletic proportions to the luxury crossover party.
But, let’s start with the GV80’s already gorgeous styling, which received a new 2-line crest grille and updated lighting for ’25. Naturally this Coupe has a more severely sloped roofline that leads to a hatchback-like tail with an integrated kick-up spoiler.
Adding the final bit of garnish are 20 and 22-inch wheel options that are not available on the standard SUV. It looks fantastic overall; sportier, but still very luxurious, fitting right in with the Bentley’s and Benz’s at the valet line of whatever latest “it” restaurant or hotel you drive up to.
Even more appealing to us is what’s under the GV80 Coupe’s long hood, a new optional twin-turbo 3.5-liter V6 with an e-Supercharger.
This 48-volt power booster is in place to fill in any gaps in power delivery from the turbos as well as feed in a little additional boost, increasing the standard V6 output from 375-horsepower and 391 lb-ft. of torque to 409-horsepower and 405 lb-ft. E-supercharged models come with black painted brake calipers and quad exhaust tips. Power is distributed through an 8-speed automatic transmission to standard all-wheel-drive.
While it mostly shares the GV80’s updated interior, there are a few exclusive details that come with the Coupe. The Nappa leather seats get a unique stitching pattern, and just to emphasis the sporty mission, there’s available carbon-fiber trim to replace the usual wood appliques, a 2-tone flat-bottom steering wheel, and added metal accents on the pedals. Cargo capacity does take a hit, falling nearly 20% from 36.5 to 30.3 cubic-ft., expanding to 62.1 with the rear seatbacks down.
Understeer was minor and well-controllable, allowing us to keep up a good pace through the cones.
To go along with the sportier details and boost in power, GV80 Coupes with the e-supercharger also get an added Sport+ drive mode that dials back stability control intrusion, provides a more aggressive transmission tune, and tightens up steering. Through the handling course at our Mason Dixon Dragway proving grounds, the GV80 Coupe did still exhibit a lot of body roll, but understeer was minor and well-controllable, allowing us to keep up a good pace through the cones.
Checking out that new powertrain was next on the list, and we could indeed feel a little something extra off the line, but then just as quickly, it settled down and we reached 60 in the exact same 5.6-seconds we achieved in the 3.5 twin-turbo GV80 SUV without the e-supercharger.
There was no drop off in power throughout the ¼-mile run however, and shifts were quick but still very smooth. All in all, it was a swift and luxurious 14.2-second trip to the end of the track, at which point we were travelling 100 miles-per-hour and the GV80 Coupe felt like it was just getting started.
In braking runs, that soft suspension did lend itself to some significant nosedive, but there was a surprising amount of feedback through the vehicle, and stops from 60 were stable and steady, averaging a very short 98-feet.
Government Fuel Economy Ratings are slightly improved compared to the GV80 SUV’s V6 at 18-City, 22-Highway, and 20-Combined. But that’s still a slightly below average Energy Impact Score; consuming 14.9-barrels of oil yearly while emitting 7.5-tons of CO2.
Pricing starts at $81,300, which is only $150 more than the top GV80 SUV, opting for the e-supercharged turbo-6, which for now is exclusive to the Coupe, takes it to $87,100.
Genesis continues to stake their claim in the luxury vehicle landscape. Coupe-style SUVs may have limited practicality compared to the SUVs they’re based on, but for better or worse, they’ve not only become an important part of almost all luxury carmaker’s portfolios but are quickly becoming the status symbols of their brands. The Genesis GV80 Coupe is well equipped to be just that for Genesis.
Specifications
As Tested
- Engine: 3.5-liter twin-turbo V6
- Transmission: 8-speed automatic
- Horsepower: 409
- Torque: 405 lb-ft.
- EPA: 18 City | 22 Highway | 20 Combined
- 0-60 mph: 5.6 seconds
- 1/4 Mile: 14.2 seconds at 100 mph
- Braking, 60-0 (avg.): 98 feet
- MW Fuel Economy: 22.9 MPG (Premium)