If you’re like many new car shoppers, a car is the last thing on your mind. These days crossover SUVs (or CUVs) are all the rage,

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and the compact segment is the fastest growing category in the sector.

Hyundai’s Tucson has been a strong seller since its inception in late 2004 as a 2005 model, and gained even more sales traction after its second-generation redesign for the 2010 model year. Now, five years later, sales are still impressive despite key competitors recently undergoing extensive updates, which just goes to show how ahead of the curve this little ute was when it entered the market. Then again, Hyundai hasn’t let it lag behind without numerous revisions through this iteration’s tenure.

After only its first year of availability, the Tucson benefited from a new base 2.0-litre engine allowing better fuel economy and a lower starting price, while 2.4-litre

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models received a standard six-speed automatic. Top-line Limited trims in 2011 included an auto-dimming rearview mirror with an integrated garage door opener as well as selective dampers to improve ride and handling. Model year 2012 upped the size of front-drive models’ front brakes to 300 mm, while the fuel tank in all trims went from 55 to 58 litres and GL models got a set of heated front seats. The following year there were no changes at all, but 2014 was a banner year for updates with two new direct-injection engines starting with a revised 16-valve, DOHC, 2.0-litre four-cylinder boasting dual continuously variable valve timing (CVVT) plus direct injection that produced 164 horsepower and 151 pound-feet of torque, whereas the 2.4-litre four also got the same high-tech

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upgrades with resultant output being 182 horsepower and 177 lb-ft of torque. Other 2014 model year changes included improvements to its ride and handling, new projector beam headlamp clusters featuring LED daytime running lights, restyled LED taillights and redesigned 17-inch standard and 18-inch optional alloy wheels, plus standard steering wheel-mounted audio, cruise and Bluetooth phone controls, the steering wheel column now boasting tilt and telescopic adjustability, standard heated front seats, and two-stage recline for the rear seat. Options included a new 4.3-inch colour touchscreen with an integrated rearview camera, whereas Limited buyers could opt for a new highly intuitive third-generation navigation system fitted into a larger 7.0-inch touchscreen display with HD radio.

Last

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year I had the privilege of testing two Tucson models, a mid-grade GLS AWD and a top-line Limited AWD, and while the leather-clad Limited was a nicer place to endure commutes the GLS was very impressive for its value-packed price point. This year (so far) my 2015 Tucson tester was a base GL, albeit with a six-speed automatic transmission and all-wheel drive, not to mention a bevy of dealer-added accessories.

Even though this particular Tucson is very close to a base model, upscale detailing like the aforementioned LEDs integrated into the headlight clusters, a rooftop spoiler, and nicely designed taillights added to its overall appeal. Like last year’s Limited model, this year’s GL was painted a classic Diamond Silver metallic, which looked great as a backdrop to those accessories I just mentioned. A dark grey wind deflector added a unique element of style to the front edge of the hood, while

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useful for deflecting rocks from the paint and windshield, whereas dark grey visors around the side windows, heavy duty chromed side steps with thick black rubber foot grips, and a black bumper protector just below the liftgate increased functionality while beefing up the Tucson’s visual presence. These accessories do a nice job of matching some of the base Tucson’s other design details too, such as the black faux vents that cap the holes where the fog lights would otherwise go, as well as the black mirror caps, blackened window trim, and blacked out lower body cladding.

Inside, once again it’s a base Tucson, which is no bad thing. It might be devoid of soft

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touch plastics other than the nicely stitched leather-like padded armrests on the doors and between the front seats at centre, the latter one acting as a lid for a large storage bin underneath, but all the hard plastics are nicely textured with a matte finish that looks very good. Basically there haven’t been any changes from last year so anything already mentioned as standard in the 2014 is still the same for 2015, while standard items not yet divulged include an attractive two-dial primary gauge package housing an LCD display at centre with an engine temperature gauge, fuel gauge, average fuel economy readout, odometer and trip computer. The centre stack included the 4.3-inch display audio system I mentioned earlier that controls a pretty good sounding 160-watt, six-speaker AM/FM/CD/MP3 audio system with iPod, USB and auxiliary connectivity, while just below that a straightforward yet good looking HVAC interface features two large rotating knobs and a big set of accompanying buttons

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that are easy to use with winter gloves. Two-way heated seat switches situated just underneath keep driver and front passenger toasty warm, these just above a storage tray flanked by twin buttresses that visually connect the lower console and its slick looking leather and satin-silver adorned shifter and useful set of cupholders. That satin silver trim adorns much of the cabin, helping to make even this base GL model seem ritzy.

The driver’s seat is extremely comfortable thanks to six-way adjustability, while all the seats come upholstered in what looks to be a very durable woven black fabric on the sides and bolsters, highlighted with lighter grey stitching, plus good looking

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textured inserts sporting a subtle blue fleck. Standard active front head restraints make these perches as safe as can be, while the armrest in between is padded for comfort and, as stated earlier, sits overtop a fairly accommodating storage bin.

Being a base model the GL doesn’t include some of the higher tech features the Limited model comes with, such as its bright and colourful Supervision primary gauges, the larger more useful multi-information display ahead of the driver, its large high-resolution colour touchscreen infotainment system with navigation and rearview monitor, 360-watt audio upgrade, or its dual-zone automatic climate control, but along with the many items I’ve already mentioned are powered windows and door locks with remote entry that allow easy access, variable intermittent wipers up front and an intermittent rear wiper at the rear for those days when the rain is only spitting annoyingly instead of pouring incessantly, an interior

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lamp that slowly fades out after the door closes, overhead map lamps that shed a decent amount of light inside when needed, body-colour exterior door handles for a more upscale outward appearance, and loads of active and passive safety kit such as downhill brake control, hill start assist, Vehicle Stability Management (VSM) with stability and traction control, six airbags including one for the driver’s knees, plus more.

The reclining rear seat I spoke of before is split 60/40 so you can optimize the Tucson’s passenger and cargo carrying capability, the former commodious for its compact

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class with good head, shoulder and hip room up front and in back, plus legroom that’s about average when compared to rivals, whereas opening the liftgate reveals 727 litres (25.7 cubic feet) of gear-toting space when all the seats are in use or a sizable 1,580 litres (55.8 cubic feet) when the rear seats are laid flat. Additional dealer-installed accessories can include a set of crossbars for the standard roof rails, or if you need to tow a trailer the Tucson is good for 907 kilos (2,000 lbs) when hooked up with a hitch.

My tester was not so equipped nor did I have a trailer on hand to hang on the back, but time spent in the little CUV proved just as enjoyable as the last opportunity behind the wheel, despite this model’s 225/60R17 all-season tires being wrapped around steel wheels with covers instead of lighter weight alloys. Its ride is excellent even over less than ideal surfaces, while the relatively light Tucson

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GL is agile through the corners and uses its four-wheel disc brakes effectively, stopping quickly when called upon. Certainly its 2.0-litre powertrain wasn’t as energetic as the 2.4-litre in the GLS or Limited models, but it moved along with a fair bit of pep even off the line, while passing power was ample. What’s more, its six-speed automatic still offered standard Shiftronic manual-mode for a more engaging experience through the corners, and its fuel economy gains offered another reason to grin.

Hyundai claims a rating of 11.4 L/100km in the city, 9.3 on the highway and 10.4 combined for the 2.0-litre AWD compared to 11.6 city, 9.3 highway and 10.6 combined for the 2.4-litre AWD, which I’ll admit is more likely to elicit a sheepish smirk than a gaping grin, but if you opt for the standard front-drive model the Tucson

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GL’s rating goes down to 10.2 L/100km in the city, 8.2 on the highway and 9.3 combined with the automatic and 11.4, 8.5 and 10.1 with the manual. These numbers are higher than last year, but it’s no fault of the Tucson’s hardware. Rather, Natural Resources Canada has finally changed our EnerGuide testing process to a more accurate five-cycle protocol instead of just two, allowing more realistic estimates.

As you probably noticed all-wheel drive uses more fuel, but its advantages in colder climates might just make up for its extra running costs. The Tucson’s electronic on-demand AWD system features a driver-selectable lock to get you out of deeper snow and other troubling situations, while most of the time it’s best left to its own devices. It apportions torque to the front wheels to save on fuel unless tire slip occurs, at which point it automatically sends up to 50 percent of the power

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to the rear in order to maintain optimal grip. FWD is probably all most Canadians will need, especially considering that the previously mentioned electronic driving aids are all standard, but I’ve had many occasions when AWD wasn’t only helpful but required in order to get past checkpoints so that I could drive up steep mountain roads, so as far as I’m concerned, AWD is a must.

One reason the Tucson has sold well over its 10-year two-generation lifespan is its strong value proposition, and the latest 2015 model doesn’t deviate from this formula at all with a base price of just $21,999 plus $1,760 for freight and pre-delivery prep. That price, incidentally, is $1,000 lower than the base 2010 model was when it was new, and I haven’t even mentioned about an additional $1,000 no-haggle discount that Hyundai is advertising on its retail site. The price moves

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up $2,000 for the automatic, which comes standard with the brand’s ActiveECO system that retards throttle response by modifying engine and transmission control to further improve fuel economy, while my Tucson GL AWD tester included the automatic gearbox as standard and pushed the price up to $25,999 plus freight.

That’s a reasonable price to pay for all the standard features, advanced powertrain technologies, great driving dynamics and attractive design that came standard with this Tucson, and then when factoring in its five-year, 100,000 km comprehensive warranty, which is two years longer than most rivals, it becomes a truly intelligent choice in the compact CUV class.
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