2021 Hyundai Alcazar audit review report

In any case, the modern Hyundai Alcazar is an extension of Crete. It comes from the same platform and uses basically the same engine, but there are differences. The wheelbase is extended, and it can accommodate the third row of seats with 6 or 7 seats. Its appeal extends to large families with more than four members living together. This broadens Alcazar’s requirements and makes it more versatile, but due to the high price of 16 lakh rupees, Hyundai has also positioned it in the high-end space. It is a gamble to sacrifice basic models and direct consumers to shift to higher-end styles. does it worth it? The preliminary report indicates that it can achieve this goal, because, at the time of publication of this report, Hyundai had more than 4,000 bookings in a week. We tested it to find out.

Exterior Design

The Alcazar looks like a Crete when viewed from the front, but with some modifications. The windshield is more baked and consists of a dark, shiny metal rim with horizontal blocks instead of curtains, which are raised slowly to allow for the visibility of the headlights. Below the fog lights are large chrome LED lights and another slider. A set of shiny but large 18-inch alloy wheels and a metal plate under the door complete the SUV’s look.

To attract the attention of new drivers, the roof is high and this proportion lowers the Crete SUV slightly, but the specifications differ from those of some trucks. At the rear, another thick line leads to the new taillights. It’s not quite as polar as Crete, but it’s not particularly interesting. It also comes with embossed chrome strips along with the Alcazar, with slightly different bumpers and damper plates. Interestingly, the petrol model has a bold “2.0” mark on the tailgate, but not the diesel version. after

Internal space and practicality

This is where the magic happens, let us walk back and forth. The suitcase, with all the rows in place, is an impressive (and top-notch) 180 liters, enough to hold 3-4 weekend soft bags. Fold the last row down. Although Hyundai does not quote figures, there is much more luggage space than Crete. Of course, the second row also folds down, but if you choose a 6-seater model, the center console between the chairs will take up cargo space.​​ Alcazar may be the smallest car in its class, but it has the longest wheelbase, which provides more usable interior space, and Hyundai has proven to be a well-packaged SUV. Yes, you have to find a compromise of legroom between the sliding third and second rows, but unless all of your passengers are tall, this balance can be achieved. Suppose it is a 6 or 7-seater that is used occasionally, not often.

The space in the last row is not as wide as the Tata Safari Park, but it is not a punishment for naughty children. Sitting here does not need to curl up like a fetus, there is more than enough headspace. You can get USB ports, cup holders, and AC vents through your own blower control. Getting in and out is also relatively easy, considering that the climbing degree of the car is not too high, supplemented by the pedaling, and then the middle row is folded by one button (both sides, whether it is the bench or the back row), the captain’s seat). The captain’s seat in the middle row is for the driver. For this reason, there is a center console between them to increase the business class feel. Of course, this means that you can’t just go to the third row, but you can get an armrest, cup holder, and even a second cordless phone charger.

The seats seem to reflect the seats in front. Although the headrests have soft cushions attached, you will find them uncomfortable when sitting inside. They are lower than the floor and the backrests are not so wide, so you can’t get the thigh support you want. However, if there are no passengers behind you, you can slide them back and lean on them like a real CEO. There is also the second row of drop-down curtains and a small drop-down table on the back of the front seats, with a slot for the iPad. The front of the cabin is very similar to the front of Crete, but with some notable changes. There is tan on the interior and dashboard, where it can better conceal the fact that there is no soft material like the Kia Seltos dashboard. The gear lever and steering wheel have a perforated effect.

There are also some brushed silver trims on the steering wheel and door cards, and the bright black center console enhances the atmosphere of the cabin. The fit and finish are good, but despite all the colors and decorations, it is not in the larger Tucson league. Like Creta, the front seats are spacious, well-padded, and well ventilated. You get the power adjustment of the driver’s seat and excellent forward visibility. The 10.25-inch touch screen is the standard configuration of all models, but the first is a fully digital instrument panel, which looks and feels very high-quality. In fact, the display content changes according to the driving mode, and it even includes a convenient blind spot monitoring system that will show you the camera from the back when you use the meter in any direction.

Features and Equipment

It is obvious that some of the features that Crete has to offer will remain in the Alcazar. This is a fully loaded SUV! 10.25-inch touchscreen with Connected Car technology, Apple CarPlay, and Android Auto, ventilated front seats, automatic temperature control, cordless phone charger, tire pressure monitor, and sound system are all from Crete. Evil, air freshener, driving and driving modes, automatic LED headlights, large panoramic roof with the fully digital instrument cluster (only partially digitized in Crete), 64-color ambient lighting, projection headlights with a modern logo, 18-inch alloy wheels, two wireless second-charger range, and 360-degree surround camera coverage. In fact, team plans can be very attractive to customers because they are far superior to competitors’ products.

Chassis, suspension, and driving experience

Alcazar is located on an extended chassis with a wheelbase that is 150 mm longer than Creta. This also increases the length of Alcazar by nearly 200 mm. Alcazar also uses 215/60 R17 tires, which are the standard size, although the high-end trim uses 215/55 R18 tires/wheels. This makes the ground clearance at the top slightly higher, although Hyundai did not disclose these figures. The front and rear suspensions have also been modified to handle the additional load. It still uses MacPherson struts at the front and torsion beams at the rear, although these have been adjusted for slightly longer strokes and stiffer damping to compensate for the load.

A hydraulic rebound stop is used on the front pillar to better control the rebound, while the rear shock absorber is positioned more upright for a closer feel. Since the shock absorber has a limited stroke, the shock absorber stops. However, what I like is that even if the length of the vehicle is extended and sitting alone in the car, the rear end never feels happy or bouncing. In this way, even if the body leans a little due to the increase in height, it will feel stable and peaceful.

Even the steering system has been returned to provide a more linear torque feel, thereby providing better maneuverability in urban areas. It feels very light, although the weight balance between driving it in urban areas and on highways has not changed much. I hope that as the speed on the highway increases, it feels a bit heavy. It has the electronic feel and some ambiguities common to all-electric power steering systems. The automatic variant also has a driving mode selector, which can change the map to change the steering force, which is not available in my driving manual.

Engine and performance

Hyundai sells a brand new 2.0-liter naturally aspirated gasoline engine; Tucson’s updated version can produce 159 horsepower and 191 Nm of torque. By the way, Creta’s 1.4 turbocharged gasoline engine has reduced 9 horsepower and increased by 51 Nm, but it is not available here. However, Creta shares a 115hp 250Nm diesel engine, but Hyundai says that the gear ratio and tune status have been adjusted for a better low-frequency response.

Diesel is the priority. Hyundai eagerly pointed out in the product report that its relative lack of power is offset by the lightweight of the car, providing roughly the same power-to-weight ratio as the heaviest (about 300-400 kg). ) Competitors with larger engines. However, this may be why you can’t see the 1.5 tailgate badge. However, in practice, a diesel engine feels sufficient in Alcazar, just like in Crete, as long as the car is not fully charged. It is very delicate, immediately usable, and can be very skilled at speeding up from a static state. We are driving a 6-speed automatic version. The smooth torque converter box is smart enough to know exactly when the engine needs to downshift.

However, when the engine stalls, at some extremely slow speeds, it hesitates and feels a bit jerky when shifting gears. Once a big step is taken, this power system will move forward smoothly and quietly, even if it is not a powerful road cruiser, it is capable. However, when we loaded five passengers on the Alcazar and tried to climb the mountain, it began to feel beyond its depth. Downshifts are frequent and the engine feels tight, so if you travel long distances with a large family, this is something to consider.

In our preliminary performance test, the Alcazar 1.5 diesel automatic transmission averaged 12.57 seconds at a speed of 0-100 km/h. The acceleration time of 20-80 km/h was 7.04 seconds, and the acceleration time of 40-100 km/h was 9.12. second. This is where the gasoline engine provides strong proof for itself. The automatic version completes 0-100 km/h in 9.80 seconds, 20-80 km/h and 40-100 km/h in 6.45 seconds and 8.21 seconds.

Respectively. For reference, the manual gasoline we also drove briefly exceeded 100 km/h in 11.03 seconds, exceeded 20-80 km/h in 12.42 seconds (third place) and 40-100 km/h (fourth place) in 15.99 seconds. . It should also please those who believe that there is no substitute for displacement. Its feel is also very refined, except for a bit of boom that penetrates the middle of the rev band, its acceleration is very smooth, even though this long-stroke engine doesn’t like spending time on the red line.

The 6-speed torque converter here is also very stable and very enthusiastic about its changes, although not as radical as we have seen in previous modern cars. The diesel version lacks the ease of performance and is even better in terms of ease of towing loads. You may miss the mid-range impact that only a turbocharger can provide, but you will never feel that your torque is insufficient, and the smoothness and predictability of the old naturally aspirated gasoline engine is worth mentioning.