It’s hard to make out what’s going with the Hyundai Tucson. After being mostly impressed with their just-below-the-range-topper model, the 2.0 S CRDI 2WD last year, it’s time to sample what’s supposed to be their mid-tier model, the 2.0 GLS CRDI 2WD to see if the magic rubs onto the lower models as well. In a twist of fate however, Hyundai has re-shuffled its variants for beginning in September which means this particular Tucson now sits just below the top-of-the-line model: the available-by-indent-order 4WD variant. With far less equipment than before and a higher price tag, can the Tucson 2.0 GLS CRDI 2WD still be considered as a good value compact crossover?




The answer to that question largely depends what one considers as “value.” If it’s all about balance of performance and economy, the Tucson’s still pretty hard to beat. Its R-Line 2.0-liter CRDI may be largely carried over from its predecessor, but it still manages to trump almost all compact crossovers in the market. The 185 horsepower, 402 Nm of torque figures are nothing to complain about and in reality, they deliver a wonderful surge of urgency in just about any situation. Like any boosted engine, there’s a momentary lapse in power before the turbo kicks in but once it does, it runs like a locomotive. Plus, it’s largely quiet and refined with just a hint of vibration at higher speed.

Connected to the engine is an equally smooth and responsive 6-speed automatic. Its downshifts aren’t as quick as the upshifts, but it’ll nonetheless keep the diesel engine singing in its sweet spot. Paddle shifters aren’t available, but it’s not needed in this case. A great bonus is how this potent drivetrain can still return good fuel economy. Even during insane levels of traffic (average speed 5 km/h), the Tucson still returned 4.54 km/L—close to a very popular turbocharged crossover during heavy traffic. As the traffic situation eased, the average went up to 9.8 km/L (17 km/h) all the way to 20.83 km/L (71 km/h).




Without a doubt, the Tucson rides and drives like a crossover half a size bigger. Through rough surfaces, it’s refined and comfortable, absorbing even heavy ruts and bumps. There’s some minor rear chassis hop when going over undulating surfaces (like those road corrugations), but none that causes discomfort to the passengers. It’s also quiet and muted, minimizing all sorts of noise before it reaches the cabin. Handling-wise, it’s obedient and actually enjoyable around the bends. That said, the steering needs some work. It’s initially slow only to get quicker as the wheel’s turned more. This means drivers would have to constantly correct the steering angle mid-corner repeatedly during more spirited drives. Oh, and immediate heavy throttle applications will usually cause the front wheels to screech for grip before the stability control cuts the power. The brakes are also too grabby for comfort.

If “value” is dictated by style, then the Tucson manages to get that right as well. Outside, the trademark Hyundai design cues from the large, upright hexagonal grille, slimmed down headlights, squat stance, and thinner taillights all work excellently. However, if there’s one thing that mars the lines, it’s the pole-type antenna. A shark’s fin antenna would have done wonders in this case.




Inside, the Tucson equally impresses with crisp, luxurious-feeling buttons and stalks. The controls are also intuitively arranged and labeled making them easy to decipher and use. That said, there’s still a large expanse of hard plastic inside. Though the touch points have been swanked up, move an inch or two from there and it becomes as luxurious as an appliance. The consistent graining helps mask it, but it’s a downer given its price tag.

Thankfully, the Tucson makes up some ground with its practicality. The horizontal layout of the dashboard itself promotes a feeling of space, but couple that with wide, supportive seats and it makes for a great way to spend daily traffic in. Those seated in the back will love the sense of equality too since there’s just as much space at the back as those in the front. Oddly enough though, visibility is pretty impaired. The thick A-pillars and small greenhouse means numerous blind spots. Caution must be exercised to avoid potential crashes with sudden-turning motorcycles and jaywalking pedestrians.




With such a solid foundation in place, the Tucson is well on its way to becoming a standout crossover. However, it’s now let down by its lack of equipment. Consider the facts: when the 2.0 S CRDI 2WD launched in 2016, it was pegged at P 1,538,000 and it came with features commonly reserved for more expensive crossovers: LED headlights, a gigantic moon roof, ventilated leather seats with power adjustment, a passive entry system with push-button start/stop, rear back-up camera, and a power tailgate. Now, Hyundai hiked the price up by P 60,000 on the 2.0 GLS CRDI 2WD (P 1,598,000) and all these stuff’s lost with the exception of the passive entry system; even the airbag count has gone down to two from six!

Sure, one can counter that the drivetrain is already worth the price premium given it’s a great performer, but in this day and age what’s essentially a premium-priced compact crossover should have at least leather seats and perhaps a backup camera to go with the push-button start/stop. One doesn’t have to look far and see that even the Tucson’s competition, even those priced lower, all offer a longer list of standard equipment.




It’s hard to understand what Hyundai’s trying to achieve with the Tucson. While its rivals have all been offering more equipment for the same price (or at least same price range), this crossover’s done the opposite. And that’s a shame since the Tucson’s got the solid foundations: great engine, comfy ride, spacious interior to rally up a large customer base. Unfortunately, it’s hampered by a higher price tag along with lesser equipment. As it stands, it’s hard to recommend the Tucson 2.0 GLS CRDI except for those who’re in the market for a Korean crossover and nothing else.