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
2024 Honda Ridgeline TrailSport
It Does Truck-Like Things Better Than Ever
Honda brought something truly unique to the pickup truck scene when their mid-size Ridgeline debuted for 2006. In 2017, it moved towards becoming a little more true truck-like, both in form and capability, now with yet another step in that direction for 2024. So, let’s see if the Ridgeline is really hitting its stride.
For 2024, it’s all about making this Honda Ridgeline better than ever. There are styling tweaks outside, along with tech and functional improvements inside, but the biggest news is the Ridgeline has now joined Honda’s TrailSport family of off-road inspired vehicles. This more-true-trucklike, second-gen Ridgeline been around since 2017, receiving periodic updates over the years; but joining the TrailSport family is the biggest leap yet.
Primarily, the TrailSport transformation includes General Grabber all-terrain tires, mounted on new Pewter Gray 18-inch wheels, steel underbody protection, and retuning the strut front, and multi-link rear suspension for added wheel articulation. And while we always appreciate the additional traction of off-road tires, the Ridgeline’s standard i-VTM4 all-wheel drive, with Intelligent Traction Management and snow, sand, and mud settings, was already quite capable of handling all but the most extreme off-roading, ground clearance of just 7.6 inches being it’s only real hinderance.
A 3.5-liter V6 remains under the hood as it has since the Ridgeline debuted for 2006; the current version outputs 280 horsepower and 262 lb-ft of torque, plenty enough muscle to handle its 5,000-lbs. towing capacity. A nine-speed automatic transmission with paddle shifters and bevy of push and pull buttons on the console replaced the six-speed automatic back in 2020.
In addition to adding TrailSport capability, a big focus for this update was making it more user-friendly inside, starting with the central touchscreen growing from 8 to 9 inches. It also gets faster processing speeds, menus have been simplified, and the native navigation system is improved with better graphics. It’s accompanied by a new digital instrument cluster, along with an upgraded center console with more storage space. Unique TrailSport touches include heavy duty floormats, leather-trimmed seats, orange stitching throughout the cabin, and orange ambient lighting.
The Ridgeline continues to offer things available nowhere else in the pickup truck market.
Exterior styling doesn’t exactly shout “macho big rig coming your way,” but the more vertical face and larger grille that arrived for 2021, along with this year’s added TrailSport elements, do continue to toughen up the Ridgeline’s image. The 5’4” bed remains highly functional with no large wheel well intrusions, multiple tie-downs points, lighting and even speakers. And of course, the Ridgeline continues to offer things available nowhere else in the pickup truck market, like the dual-action tailgate, and large, lockable, drainable, underbed storage. Not to mention being able to drive around in true car-like comfort, something we took full advantage of on our way to our Mason Dixon Dragway test track.
There was great grip off the line, with full power arriving smoothly but quickly, helping us to get to 60 in 7.0 seconds flat, a tenth quicker than the last Ridgeline we tested. That power delivery stayed fairly consistent the whole way down the track, barely interrupted by the nine-speed automatic’s smooth shifting. Our best quarter-mile run was 15.5 seconds at 90 mph.
The revised suspension and knobbier tires didn’t really seem to add or detract from handling prowess, as it felt as solid, nimble, and car-like as it always has through our cone course. Perhaps a little less stiff than before, but good feedback, tight steering, and minimal body roll for a pickup, made for a very confidence inspiring experience. In our braking test, we stopped in a respectable average of 123 feet from 60, with only moderate amounts of nosedive and good feel through the pedal.
There is, however, a slight reduction in Government Fuel Economy Ratings with the all-terrain tires; 18-City, 23-Highway, and 20-Combined, our average, right on, at 20.4 mpg of Regular. That’s a slightly below average Energy Impact Score of 14.9 barrels of yearly oil use, with CO2 emissions of 7.4 tons.
TrailSport pricing falls in line just under the Ridgeline’s top Black Edition trim with a starting price of $46,375, about five grand over a base Ridgeline Sport.
So, whether you consider the Honda Ridgeline to be a “real” truck or not, this ruggedly smooth 2024 TrailSport does truck-like things better than ever. And we’re not just talking about the slight upgrade in off-road performance, we’re talking about a flexible bed to help you get chores done, and the ability to tow or haul with comfort and flexibility other trucks can only wish for. It’s why the Ridgeline brings more first-time buyers to Honda than any other vehicle, and why it continues to be a great choice in the growing midsize truck realm.
Specifications
- Engine: 3.5-liter V6
- Transmission: 9-speed automatic
- Horsepower: 280
- Torque: 262 lb-ft
- EPA: 18 City | 23 Highway | 20 Combined
- 0-60 mph: 7.0 seconds
- 1/4 Mile: 15.5 seconds at 90 mph
- 60-0 Braking (avg): 123 feet
- MW Fuel Economy: 20.4 mpg (Regular)
- Max Towing Capacity: 5,000-lbs