The four-speed automatic transmission shifts smoothly. Those who want to be more in command can push the shift lever over to the Shiftronic semi-manual mode. Just a few years ago such an option was only offered on high-end sports cars.

The steering felt connected, though a tad light for our taste. Tucson's running gear is conventional, with MacPherson struts up front, and an independent rear suspension with separate struts and coil springs, plus tailing arms and multiple links to control wheel geometry. Over-40 readers will remember when gas-charged shocks were exotic equipment, but they are standard on Tucson, as well as front and rear anti-roll bars.

The brakes were smooth and stopped the vehicle efficiently. ABS keeps the wheels from locking up and sliding on slippery or uneven surfaces, so the driver can maintain steering control even in a panic stop. Electronic brake-force distribution adjusts the front-to-rear proportioning of braking force according to the load on the wheels, and continuously adjusts as the vehicle's weight shifts forward during a stop. This helps improve stability under braking, as well as making the most of available traction. Brake Assist, also included, senses panic braking and applies maximum braking force even if the driver does not.

A brief drive along a rocky dirt track showed us the Tucson can manage light off-highway duty.

We drove both four-wheel-drive and front-wheel-drive models on pavement, and somewhat to our surprise found that we liked the ride and handling of the 4WD versions slightly better. This might seem counterintuitive, but it was probably because the 4WD models pack a little more weight over their rear wheels, making them better balanced overall, even though they are slightly heavier. What's more, the 4WD models didn't spin their front wheels on wet and slippery roads, as the front-drive models tended to do. Four-wheel-drive models also boast slightly larger rear brake discs, at 11.2 inches vs. 10.3 for front-drive models. All told, the 4WD option is worthwhile and we recommend getting it.

The four-wheel-drive system is a part-time setup, but once engaged it operates more like full-time all-wheel-drive, automatically routing power to the end of the vehicle that can use it best. (Unlike all-wheel drive, traditional part-time 4WD, the kind associated with older pickup trucks, does not alter the torque split according to conditions.) Most of the time the electronic brain sends most of the power (up to 99 percent) to the front wheels. If road conditions deteriorate, the system diverts up to 50 percent of the power to the rear wheels. An additional mode allows the driver to lock in a 50/50 torque split for really slippery conditions, just the thing for big snowstorms. Called Electronic InterActive Torque Management, Tucson's Borg Warner system is essentially the same system Hyundai installs in the AWD Santa Fe. The lock automatically disengages above 20-25 mph, or when the ABS is activated.

The base Tucson comes with a modern four-cylinder engine, with four valves per cylinder and Hyundai's continuously variable valve timing. Still, it produces only 140 horsepower at 6000 rpm, and 136 pound-feet of torque at 4500. Judging from the modest performance of the V6-powered Tucson, we would expect relatively poor acceleration performance from the four-cylinder. And at 20/25 mpg city/highway, its EPA ratings are not dramatically better than the FWD V6's 18/24. So the main advantage to the four-cylinder lies in the purchase price. We think the V6 is the better buy here.