Hyundai’s new ix35 compact SUV is here. The latest in the long parade of vehicles that have been lifting Hyundai’s range out of the bargain basement and onto the ‘desirable’ shelf and this newcomer has moved far from the faux-4WD boxiness that plagues the segment.
Replacing the Tucson, the ix35 has sleeker design, front-wheel drive and all-wheel drive versions, three engine choices and an attractive equipment package designed to lure buyers away from the premium brands at a household price. Hyundai is aiming at the 25-45 age group, the often touted ‘active lifestylers’… whoever that is.
European-influenced styling, from Hyundai’s Design Centre in Europe, uses the hexagonal grille from the ix concept. Muscular front and rear bumpers areas, a rear roof spoiler and swollen wheel arches add a slightly aggressive air, this together with crease line along the body of the vehicle keep it away from being boxy.
It’s a shape that some of the Lexus SUVs, plus others like the Murano have in recent years tried to escape. But the ix35 adds a far more interesting treatment of the front and sides to go with it. The new SUV is longer than the Tucson, with ground clearance which averages out over the range to 170mm. That’s enough to cope with a lot of rough tasks, but a little extra height would have been helpful to you weekend warriors.
While the V6 engine from the Tucson has been dropped, three engines are available – two petrol and one diesel – with a six-speed automatic on all and a five-speed manual on the smaller of the petrol units. The smaller petrol develops 122kW of power and 197Nm of torque. Hyundai claims fuel economy of 8.5L/100km. The larger petrol engine – also an inline four-cylinder – has outputs of 130kW and 227Nm, and uses 9.2L combined.
The 2.0-litre turbodiesel – which won its category in last year’s non-solar section of the Global Green Challenge eco race through the centre of Australia – uses 7.5L combined. It develops 135kw and a hefty 392Nm of torque.
The front-wheel drive Active costs $26,990 with the 2.0-litre petrol mated to the manual gearbox and $2,000 more for an auto. That’s only about $1,500 more than the official price of the Hyundai Tucson City it replaces, but we saw that vehicle drop to $22,990 drive-away towards the end of its life.
The all-wheel drive Elite is $31,990 with the 2.4-litre petrol engine and $34,990 with the 2.0-litre R-series turbodiesel (both with auto). And at $37,990, the AWD Highlander offers the same turbodiesel and six-speed auto, but with an extra load of equipment.
The cabin has a modern feel with dark and metal-finish accents, and a stack of equipment. The driver is treated to six-way power adjustment even in the base model, while the backseat passengers get a mid-bench armrest. Cupholders, bottleholders, map pockets and other storage nooks are liberally scattered around, while luggage space of 730 litres grows to 1,579 with the rear seat folded down.
The base spec Active gets all the usual kit, plus USB/iPod-compatible audio – with its buttons joining those of the cruise control on the steering wheel, and 17-inch wheels (with full-sized spares across the range). The Elite gets alloys, roof rails, fog-lamps, auto headlights, leather touches and push-button start, ‘proximity open’ that activates buttons on the doors and tailgate (so you don’t have to fish your keys out as you approach).
The top-spec Highlander gets 18-inch alloys, a panoramic glass roof, full leather upholstery, heated front seats, power folding mirrors, a reversing camera incorporated into the rear-view mirror, dual-zone climate control air-conditioning and a six-stacker CD player.
But it’s the standard safety package that’s noticeably generous, with six airbags (including side curtains), active front headrests, anti-skid brakes with assist for extra anchor when needed plus brakeforce distribution to compensate for weight distribution, with hill start assist and downhill brake control to keep speed steady on the slopes.
Given the progress of Hyundai in recent times, I expected a lot from the ix35, and by and large it delivered. It looks great both inside and out – fresh and stylish – and the attention to equipment and safety is admirable. It’s rare to find features like six-way power adjustment on a driver’s seat at base level, for example.
And that’s why I was puzzled that the steering wheel had tilt adjustment but not reach – an addition that should cost little but adds a lot in terms of letting tall drivers get comfortable, because it means you can get close enough to the steering wheel without your kneecaps banging on the dash.
However Hyundai says they are talking to head office about adding reach, which was not available on the cars for Australia, and are confident it will arrive in the future. But there was no disappointment with the AWD diesel Highlander. The turbo powerplant was grunty and responsive – and a good contender for towing small boats on weekend trips.
The suspension worked brilliantly to absorb some nasty stretches of corrugated dirt and potholes, with little sign of it banging except for the kind of hole that swallows small animals. And it’s a reasonably firm drive for an SUV, sitting well around corners.
The auto transmission was a capable performer, helped by the fact that even at high speeds it would transfer down one gear when you switched over to the mock-manual mode – a logical move, since if you’re switching to manual it’s generally because you want to get a bit more urge. The steering was the main letdown, with the lightness of feel that would be perfect around town proving to be a bit on the airy side for winding roads.
My impression of the base model two-wheel drive 2.0-lite petrol version was probably undermined by having just stepped out of the diesel. But there was no getting around the petrol engine’s lacklustre approach to tasks like hills and overtaking. And even switching to the manual mode on this variant didn’t help a great deal. Although at 1,485kg it’s about 200kg lighter than the Highlander, the little engine struggled with the effort.
Nor did the front-wheel drive system impress on the rough country roads I was putting it through. But to be fair, this is a vehicle whose natural habitat is the city. The 2.4-litre petrol AWD fared better, offering more enthusiasm on slopes and more liveliness off the line.
The measurement of the acceleration, while being fairly unscientific, still showed it got to 100km/h about 25 per cent faster than the 2.0-litre. And that will come into play for anybody who wants a petrol ix35 to live outside the city limits. But even after a brief stint with it, the diesel is still my pick.
Andrew Koch
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