It is the mid-range muscle of the 2.0-litre turbodiesel motor that will be of most use to ix35 drivers. With the full 236lb ft of torque available from 1800rpm to 2500rpm, it’s easy to keep the engine comfortably in its powerband and make the most of the acceleration on offer. Otherwise, the outright pace is good for an SUV of this size and weight, with our test figures matching Hyundai’s claimed 0-62mph time of 10.2sec.
Most of the time the ix35’s diesel motor is refined enough, but it’s gruff when cold and intrudes into the cabin through the bulkhead if you’re working the engine more than moderately. It’s most vocal when you’re travelling in first and second gear around town.
Engine noise is naturally less evident when cruising at higher speeds, although it could be quietened further with little effort. Because of
its ample torque, the diesel ix35 could use a longer sixth gear than its current top ratio, which leaves it spinning at about 2500rpm at 70mph. At this sort of speed there’s a fair degree of wind noise as well.
Our test economy will be of concern to prospective buyers, too. At just 36.2mpg, it fell a long way short of the official combined figure of 47.9mpg. Our touring figure of 43.8mpg, which was recorded over a specific test route at a moderate touring pace, proves that better fuel economy is achievable, but to get it requires more conscious effort than should be necessary, given the engine’s specifications.
We’ve no qualms about the way that the ix35 stops. In both wet or (very cold and partially greasy) ‘dry’ conditions, it pulled up from 70mph in less than 50 metres, and its system is immune from fade on the road.
The ix35 rides more firmly than most other soft-roaders. The difference between the two settings that its dampers adopt is quite subtle, the most noticeable variation being a reduction in body roll when you make more demands of its chassis.
Whether you’re asking a lot of the chassis or not,its firmness comes with a lack of isolation at low speeds, where the ix35 thumps (although doesn’t crash) across potholes and road imperfections. At higher speeds, the ride improves as it soaks up bumps and potholes better. On the motorway, it’s nearer to the top of the class for isolation, although there is also more noise through the suspension than you get with most of its rivals.
The most peculiar thing about the way the ix35 drives, though, is its electrically assisted steering, which has quick responses to a few degrees just off straight ahead but then seems dulled as more lock goes on. So changing lane on a motorway takes merely a change in pressure on the rim.
When maintaining a curve or taking an urban roundabout, though, we frequently found ourselves having to wind on more lock than we’d originally expected. Its weighting is good and, while there’s no feel to speak of, there’s a pleasing amount of self-centring.
In general use, the ix35’s part-time four-wheel drive system makes no difference to its handling. As mentioned earlier, all the power is sent to the front wheels under normal conditions, aiding economy and emissions. Power is diverted to the rear only when the fronts detect spin, which is generally only under hard acceleration out of corners or on low-grip surfaces. The system reacts quickly to front slip and restores order rapidly.
The four-wheel drive system will also cut in to help keep the car on line if the nose starts to wash wide in a bend. This was only ever noticeable under hard driving on our wet track but adds another element of safety to the set-up.
