Hyundai Tucson takes step up

Hyundai says the epidermis of its redesigned 2016 Tucson compact crossover is a continuation of the "Fluidic Sculpture 2.0" design theme that debuted with the South Korean automaker's 2015 Genesis sedan.

As evocative of Renaissance art as it might sound, Fluidic Sculpture 2.0 isn't really quite on par with Michelangelo's daubs on the ceiling of the Sistine Chapel. But the sporty sculpting it imparts to the new, third-generation Tucson does make for a particularly good-looking crossover SUV.

At a recent regional press introduction for the markedly improved Tucson, I suggested to Dave Zuchkowski, the burly president and CEO of Hyundai Motor America, that the designers who coin terms like this and use all sorts of bizarre verbs and adjectives to describe their work really do speak another language.

Zuchkowski smiled. "Did you ever hear them argue?" he said.

The new Tucson, which Zuchkowski said should be in the showrooms by the end of the month, is expected to sell much better than its predecessor. Thanks to the many product improvements and an alleviation of the previous production constraints, Hyundai expects to double Tucson sales in the red-hot small-crossover segment, from a rather anemic 45,000 to 90,000.

The sales-encouraging improvements include the fact that the longer, wider new car is roomier, stronger, quieter, more economical, and better handling than the one it replaces. It also includes a new, turbo engine and the latest entry in the industry's heated competition for the most convenient liftgate operation. (This hands-free setup opens the liftgate when you and your key fob spend three seconds within three feet of it.)

The Tucson is the smallest of Hyundai's crossovers. It is 8.5 inches shorter than the Santa Fe Sport, and 17 inches shorter than the Santa Fe, whose three rows of seats qualify it for soccer-mom duty.

Even though it is the runt of the litter, it doesn't seem that puny inside. Indeed, it affords decent rear-seat legroom, and gets an additional five-plus cubic feet of cargo space, raising the ante to 31. That means more cargo volume than some midsize crossovers like the Porsche Cayenne (23.7) and the BMW X5 (23).

In addition to the roominess, one notices the graceful interior design, comfortable seats, intuitive instrument and control placement - and the quietude. Hyundai's engineers went to a lot of trouble to reduce the road, wind, and drivetrain noise, and came up with an exceptionally quiet small crossover. The effort included increasing body rigidity, largely by tripling the use of high-strength steel (a tactic that also enhances handling), improving the car's aerodynamics, and a significant amount of additional sound insulation.

The new Tucson is available in five flavors: the SE ($22,700 base price), the Eco ($24,150), the Sport ($26,150), the Limited ($29,900), and the Limited Ultimate ($32,650). These are prices for front-drive models. All-wheel-drive tacks $1,400 on the tab.

These are well-equipped cars. Even the base SE's standard equipment includes satellite radio and a rear camera.

The SE uses a carryover 2-liter, 164-horsepower four, and a six-speed automatic gearbox. The more upmarket models feature a new 1.6-liter, direct-injected turbo rated at 175 horse that's buttoned to a nifty new seven-speed, dual-clutch automatic. The latter drivetrain has good oomph and delivers government mileage ratings of 26 city and 33 highway in front-drive Eco attire, and 25 and 30 in Sport and Limited form. One Limited model I tested got a 31.2 m.p.g. readout in mixed driving.

The Tucsons I drove had a fairly firm suspension, and steered, braked, and handled nicely. There was a little lean in the corners, but it was hardly excessive.