Review: 2010 Hyundai Tucson Take Two

Conventional SUVs are all but dead, yet interest in sedans has not been surging. Instead, car-based SUVs with some promise of respectable fuel economy are currently hot. So a redesigned, four-cylinder-only Hyundai Tucson could not arrive at a better time. But it’s a crowded field. Why buy this one?

Along with the new Sonata, the redesigned 2010 Tucson expresses Hyundai’s intent to offer cars that appeal to the emotions and not just the pocketbook. With tall bodysides, creased fender bulges, and a complex angularity that resembles some recent designs from Ford of Europe, the new Tucson isn’t exactly beautiful, but does possess a upscale dynamism missing from previous Hyundais and is at least not forgettable or boring. The half-size-larger Santa Fe appears bland in comparison. The new Tucson’s grille might be a bit overdone, but it works with the rest of the design and is tasteful compared to some others in the segment (e.g. Honda).

Hyundai’s newfound emphasis on styling continues inside the 2010 Tucson, with complex surfaces, shapes, and color combinations successfully melding on the instrument and door panels. Though you’d never guess it from my photos, materials are perhaps the best in the segment. The plastics are hard, but those you’re most likely to touch are coated with soft-touch paint. The seats in the tested GLS are a combination of leatherette and sportily textured cloth and the armrests are comfortably padded. Hyundai seems to have finally figured out that slick leather has no place on a steering wheel; the leather wrapped around the Tuscon’s wheel actually enhances one’s grip (imagine that). Nothing looks cheap and everything feels unusually solid—almost European.

Alas, the IP’s functionality leaves much to be desired. First off, the center stack’s cap and satin-finished surround are both highly reflective, and proved hard on the eyes (and camera lens) on sunny days. The rear defrost button isn’t grouped with the other HVAC controls. Instead it’s located where a keyless start button would normally be found, and likely is found in Tucson’s so optioned. The console-mounted grab handles look nifty, but are too far away to actually be used. On the other hand, the mirror controls fall readily to hand. In too many cars one must lean to operate them, which makes proper mirror adjustment unnecessarily tricky.

One ergonomic sin could prove deadly. The slope to the center stack combines with the control layout to place the audio system’s tuning knob so far away that it cannot safely be turned while driving. Note to car makers, many of which now commit this sin, if usually to a lesser extent: do not place the tuning knob on the right edge of the head unit unless said head unit is located close to the driver. Adding insult to injury: the satellite radio tuner takes a few seconds to go from one channel to the next. I’ve noticed that some satellite radio tuners do this as quickly as a conventional radio tuners, others not. The Hyundai’s falls in the “not” column.

Typical of the segment, you sit high, but not so high as to feel tippy. The windshield is neither overly upright nor overly laid back—no A-pillar windowlettes needed. The front seats are comfortable and, between their bolsters and cloth center panels provide better-than-average lateral support. The Tucson might be Hyundai’s smallest crossover based on exterior dimensions, but it provides more rear legroom than the next-up Santa Fe. The rear seat could be a little higher for optimum thigh support, but comfort is generally good. Missing from the previous generation: a front passenger seat that folds forward to further extend the cargo floor—I’ve found this feature to be very handy in one of my cars—and a manual recline adjustment for the rear seat.

Why buy the Santa Fe if the Tucson has more distinctive styling and more rear legroom? Two possible reasons, now that a third-row seat is no longer offered in the larger SUV. The first: cargo volume. The Tucson is about ten inches shorter than the Santa Fe, and much of the dimensional difference is aft of the second row. There’s still a fair amount of cargo room in the Tucson, but some people will need more.

The second possible reason: the Tucson is only available with a 176-horsepower 2.4-liter four-cylinder, at least so far. While more powerful than the 2009 Tucson’s optional 2.7-liter V6, for 2010 the Santa offers a 276-horsepower 3.5-liter V6. If you want to race a Hyundai for pink slips in the SUV class, the Santa Fe V6 is clearly the better choice.

That said, the new four performs unexpectedly well in the new Tucson. It no doubt helps that, at 3,382 pounds even with all-wheel-drive, the Tucson weighs a quarter-ton less than the Santa Fe and Sorento. Even saddled with all-wheel-drive the four-cylinder engine never feels weak, and it can feel downright frisky on a curvy road when using the six-speed automatic transmission’s manual shift to keep the revs up. A six-speed manual transmission is also offered, but only with front-wheel-drive. The engine feels smooth throughout its range and is quiet up to 5,000 rpm. The noises it does make aren’t bad for a four. Unlike in the Kia Sorento (a close relative of the Santa Fe), I didn’t feel a strong need for a V6–though a turbocharged and/or direct-injected version of the four wouldn’t be unwelcome.

The automatic transmission was designed by Hyundai, offers a good choice of ratios (the four-cylinder engine would be less impressive otherwise), and avoids hunting among them. In other ways, it’s a typical fuel-economy-minded automatic. Shifts when using the manual shift aren’t immediate, and the transmission programming lugs the engine when driving in the 40-50 MPH range.

Fuel economy is better than I observed in the Sorento, again probably because of its relatively low curb weight. In typical around town driving, the trip computer reported 21.5 miles-per-gallon. Pressing the “eco” button added perhaps one MPG, with a minor impact on driveability. Aggressive driving reduces the reported miles-per-gallon to about 18.5. The EPA ratings suggest that a front-wheel-drive Tucson would do a couple MPG better.

An even bigger surprise than the performance of the four-cylinder engine: the new Tucson’s chassis tuning. Korea’s roads must not be the best, since Hyundai’s have traditionally been softly sprung. Not this one. The Tucson’s chassis tuning feels German more than anything else, with a very taut feel. A solid-feeling body structure assists. The downside of this tuning: in casual driving the ride can feel annoyingly nervous, and even modest bumps elicit thumps. The upside: driven aggressively on a curvy road, the Tucson is actually fun. Sure, with a high center of gravity and nose-heavy weight distribution it feels tall and understeers, but the chassis feels tight and precise. If only the somewhat heavy steering provided some feel of the road, the Tucson could well be the enthusiast’s choice in this segment.

Either because higher cost mean they must or simply because they can, Hyundai isn’t offering the Tucson at a bargain price. The 2010 starts at $19,790. Add the automatic, all-wheel-drive, the Popular Equipment Package (cruise, alloys, other things most buyers will want), and nav, as on the test vehicle, and you’re suddenly looking at $25,990. Which sounds high for a car without leather, sunroof, or power driver seat, but just about anything comparable is higher. Just not as much higher as it would have been in past years. Honda only offers nav with the CR-V on the EX-L. Lose the nav and compare the Tucson GLS to the CR-V EX, and the Korean SUV lists for $1,815 less. A good chunk of the difference is in dealer margins, though. Compare invoices, which more closely reflect what you’ll actually pay, and the difference is about $1,100. A Toyota RAV4 runs a few hundred higher than the CR-V. Like the Santa Fe, both the CR-V and the RAV4 offer substantially more cargo room than the Tucson. Otherwise they’re closely matched.

The Hyundai Tucson is surprisingly good in some key areas, especially styling, four-cylinder powertrain performance, interior materials, and handling. It’s already worth consideration by anyone shopping for a vehicle in this segment. But there are nevertheless some shortcomings. One of these, class-trailing cargo volume, cannot be fixed without a complete redesign, and unless the Santa Fe grows there’s little need to fix it. Others Hyundai could and should work to improve. Make the steering as good as the rest of the chassis and redesign the center stack, and the new Tucson would be a clear winner. Add the turbocharged four that’s been announced for the Sonata midsize sedan, and even driving enthusiasts who desire the packaging of an SUV (they’re alleged to exist) would flock to Hyundai showrooms.

Source Thetruthaboutcars

2013 BMW 3-series Rendered - Car News

The BMW 3-series coupe and convertible were just face lifted, but the Bavarians already are busy readying the next-generation 3er sedan; it’s that body style that always leads off a new 3-series generation. And so we expect in late 2011 or early 2012 to get an official glimpse of the four-door, which should arrive at dealerships here in late 2012 as a '13 model. Until then, these renderings provide a good idea of what to expect.

We like what’s here: The next 3 keeps the concave body-side surfaces, and the front and rear of the new car will be sharpened. This is very clearly the little brother of the new 5-series, but far more compact and more aggressive in its detailing. The front end is dominated by the four LED rings around the headlights, which will form the basis of the BMW face going forward, and the lower air intakes will become more angular. The rear view will allow you to tell how much power a particular 3-series is packing, even if the owner goes for the badge-delete option, as split exhaust pipes will remain the domain of the most powerful diesel and petrol versions.
Later in 2012, BMW will add a Sport Wagon, as well as the next two-door coupe and convertible models, the latter of which sadly will keep its folding hardtop. We’d have preferred a migration back to a cloth roof, if only to reduce weight. While the advantages of a folding hardtop are largely psychological, they are preferred by convertible-lovers without a garage or those that feel more secure in a car that’s wearing a helmet. In search of another market niche, BMW also will add a 3-series Gran Turismo in the spirit of the controversial 5-series GT.
AWD Again Available, Nanny Tech Sure to Trickle Down
The next 3 is internally known as the F30 and will of course retain rear-wheel drive with available all-wheel drive; an array of diesel and gasoline engines will again be available. But downsizing is the rage, and while there will still be an inline-six, the majority of 3-series models will be powered by turbocharged four-cylinder engines. The M3 may lose its V-8 and return to a six-cylinder engine, which is likely to be turbocharged. On the other side of the spectrum, BMW could even add a three-cylinder engine, but that would be unlikely to reach the U.S. market. The four- and six-cylinder diesel engines will be highly efficient, some versions of which could even trump the current 320d EfficientDynamics Edition, which gets an astonishing 53 mpg in the European cycle. If we see a diesel 3 again in America, though, you can bet it won’t have one of the puny engines.
The new 3 also will get a bag full of electronic nanny systems, including lane-departure warning, radar cruise, and more. Inside, it will lose the ugly dashboard wart that houses the current model’s optional navigation system; look for a far more upscale and clean-looking interior more in line with the style of the new 5-series cabin.
Looking even further out, the 3-series will once again be the most compact BMW with a proper, rear-wheel drive setup. Ah, but what about the 1-series? While the next-generation 1er will retain the use of the 3-series platform, rumblings suggest its successor—the third-generation 1-series—will move to a front-wheel-drive architecture. BMW research has shown that many 1-series drivers believe they own a front-driver anyway, and while the fact speaks volumes about the kind of buyers the car attracts, we would then understand the decision to move the 1 to, say, the Mini platform. The move would only serve to enhance the appeal of the 3, which should remain as compelling as ever.

source by carsanddriver

2011 Porsche 911 Turbo S - First Drive Review

Yet another 911 variant, with still more improvements 

With 500 hp, the Porsche 911 Turbo is not exactly anemic. But Porsche has never seemed to like the concept of enough, so the company has rolled out the 530-hp Turbo S. We’re not complaining.

Five years after the last, 996-based 911 Turbo S, Porsche is resurrecting the model as a flagship for the 911 range, at least until an updated GT2 arrives later this year. Unlike that car or the naturally aspirated GT3, the Turbo S is actually quite luxurious. It offers all the comfort features of the regular Turbo, to which it adds its own special leather upholstery. We were more interested, however, in changes to the hardware. All the goodies we recommend you choose on the regular Turbo are standard here: the dynamic engine mounts, Porsche’s brake-based torque-vectoring system, ceramic brakes, and the Sport Chrono package, which also nets you launch control. Porsche has included a beefed-up version of the ultra-quick PDK (dual-clutch transmission) with new, proper shift paddles. The six-speed manual that’s standard on the Turbo is not available here.
Traditionalists undoubtedly will be saddened by the lack of a third pedal, but it’s a logical decision in the quest for maximum performance. The PDK’s extra weight and parasitic losses from its wet clutches are compensated for by its quick shifts. Acceleration figures from PDK-equipped models have proven to be superior to those achieved with a traditional manual gearbox. In Germany, logic usually wins.

(Even) More Power

The Turbo S’s 530 hp are available between 6250 and 6750 rpm. The added power is achieved through different intake-valve timing and increased turbo boost pressure. Maximum torque is rated at 516 lb-ft, which happens between 2100 and 4250 rpm. The Turbo S torque figure can be matched by the regular Turbo, but only when that car is equipped with the Sport Chrono package; it allows for a short overboost for up to 10 seconds, increasing boost from 11.6 psi to 14.5. The latter is the standard pressure on the S.
We can assure you the changes are effective. Throttle response is even quicker, and the engine pulls more strongly at high rpm. It is also louder, which underscores the nature of this beast. The altogether slight but noticeable performance gain translates into hard numbers. Porsche says 60 mph comes in 3.1 seconds for the coupe and 3.2 seconds in the cabriolet, 0.1 second quicker than its estimations for the respective versions of the regular Turbo. We’ve already clocked a Turbo coupe sprinting to 60 mph in a downright blistering 2.9 seconds, so it seems Porsche is being its usual underestimating self. We figure the S will match our 0-to-60 time for the Turbo and improve by about 0.1 second in the quarter-mile, to 10.9 seconds. Top speed of the Turbo S increases from a claimed 194 mph to 195. As far as straight-line acceleration is concerned, the Turbo S provides one of the grand experiences in motoring today, and to say it pulls hard would be an epic understatement. The base model is sometimes eerily quiet, but the S never conceals its nature. Ever.
Beating the Odds against Physics
We were just as impressed by the S’s capabilities during cornering, aided by the new Porsche Torque Vectoring (PTV) system. The 996 and the 997 displayed a hint of understeer when initiating a turn on slippery surfaces. The torque-vectoring system, which applies the brake on the inside rear wheel, eliminates the minor push entirely. The car gets slightly modified front-suspension geometry, giving it more precise steering feel and making the 911 Turbo S seem almost like a mid-engine car. Porsche says lap times on the Nürburgring have improved from 7:39 for the regular Turbo to 7:37. We have no reason to doubt this claim. Speaking of speed and racetracks, quick pit-stop wheel changes are facilitated by the central-locking “RS Spyder” wheels.

Although a mid-engine car is by design dynamically superior to a rear-engine car in most disciplines, the traction of the all-wheel-drive Turbo S, which stands on 235/35ZR-19 front and 305/30ZR-19 rear Bridgestone Potenzas, is simply unbelievable. It’s further enhanced by the dynamic engine mounts, which create a firm link between engine and body as needed. But we’d still probably prefer some of its mid-engine competitors at high triple-digit speeds, where the 911 requires keeping both hands on the steering wheel.
Porsche says 30 to 40 percent of Turbo customers upgrade their cars with the aggressive carbon-ceramic brakes. Fade and wear are greatly reduced versus cast-iron rotors. We like the fact that the carbon setup is included on this model. Its hard-biting response fits the sharpened character of the Turbo S and gives a feeling of absolute control.
Sport Plus More Sport
The Sport Chrono package has really grown on us, managing to change the personality of the car at the press of a button. In sport mode, the chassis is stiffened by way of the active suspension, the PDK shifts later and more rapidly, and the stability-control system intervenes later. Throttle response is quickened, the engine computer switches to a hard rev limiter, and the traction-management system sends more power to the rear. Sport provides a noticeable difference from the standard program, which upshifts very early and generally does a great job camouflaging this car’s wickedly aggressive character.

But to unleash the Turbo S’s full potential, you need to hit the “sport plus” button. It’s the ultimate escalation. The PDK gives up trying to “learn” your driving style, instead shifting late and hard. Seventh gear, which exists solely for fuel economy, is abandoned entirely, and the engine is recalibrated with more aggressive response from the variable turbocharger’s dynamic blades. The ride stiffens considerably in sport plus mode, and you notice every bump, but the car feels positively glued to the asphalt. This program is so extreme that many drivers probably would get weary if they couldn’t switch it off. But it is awesome.
The new Turbo S’s competitors include the Audi R8 V-10, the Ferrari 458 Italia, the Lamborghini Gallardo LP560-4, the Mercedes-Benz SLS AMG. And, of course, Porsche’s own 911 Turbo, which the Turbo S will exceed in price by about $26,500 in coupe and convertible forms. As you start adding options to a regular Turbo, the Turbo S quickly starts making sense. “It’s really quite a bargain,” said a Porsche spokesman. That’s definitely one way to look at it.

 source by carsanddriver

BMW Concept Gran Coupé - Auto Shows

BMW Concept Gran Coupé - Auto Shows

The German carmaker takes another shot at a high-end, four-door coupe.

In a move reminiscent of—and likely inspired by—its sultry Concept CS of 2007, BMW is unveiling a new, low-profile, four-door coupe concept at the 2010 Beijing auto show. Called the BMW Concept Gran Coupé, it’s meant to showcase the company’s design abilities and philosophy. But instead of being a one-off like the CS, BMW design chief Adrian van Hooydonk tells us that the Gran Coupé will be built, a decision we suspected from the concept's production-ready look.

According to BMW, the Gran Coupé “concentrates the design expertise of the brand” and “captures a sense of superior dynamic performance and high-quality elegance.” Whatever. It’s a sleek, low-slung, long-wheelbase sedan with a coupe-like roofline and short overhangs. Details about its powerplant and drivetrain technology are not available, but what we can tell you is that the Gran Coupé is a few inches longer than the new 5-series at nearly 197 inches, but is about four inches lower at 55.1.
Full-LED headlights and a prominent BMW kidney grille dominate the forward-angled shark nose, with sweeping lower air inlets helping to accentuate the width of the car. The doors feature frameless windows, which add sleekness by rolling up over and obscuring the B-pillars. The overall theme, with dynamic concave and convex lines and powerful wheel arches, is one of elegance and aggression. The concept’s slim-looking rear end features L-shaped LED taillights and a full-width LED third brake light across the top of the rear window. As with most concepts, the wheels also contribute to the look, with the Gran Coupé’s oversized rolling stock sporting thin, relief-milled spokes that extend into the center of the wheel, lending a three-dimensional appearance. Expect much of this design to transfer over to the next-generation 6-series.
Details about the interior are nil. Rumors of a high-end BMW four-door coupe, possibly carrying a revitalized 8-series moniker, have come and gone ever since the CS concept was shown a few years back. Had BMW said nothing about production, this Gran Coupé would likely have served as little more than additional fuel for those rumors, but we're happy to say that this one will become a reality.

source by caranddriver