Hyundai Tucson review and buyer's guide

 

Hyundai Tucson looks futuristic and drives very nicely on Australian roads. It offers grunty, reliable engines, plenty of features and 5-seat practicality at a modest price that makes it an ideal, safe family SUV.

 
 
 

The Hyundai Tucson is a mid-size SUV with lots of choice between model grade features, engines and driveline.

If you want to make an informed choice shopping for your new midsize SUV, starting with the Hyundai Tucson is a good idea because it has a wide breadth of capability, powertrains that are proven reliable and plenty of the latest equipment.

Shopping in this market segment, you’ll be considering the Subaru Forester, the Kia Sportage, Mazda CX-5, Mitsubishi Outlander and Toyota RAV4 - without forgetting the Subaru Outback - all of which are strictly five-seaters (bar Outlander which more like a 5+2 seater). These vehicles all offer a long list of standard gear, even on their respective base models, too.

The best place to start in this endeavour is to lock in your budget, and make a priority list of the key features you think you’re going to want most in your next new car, then bullet-point what the two or three primary uses for the vehicle will be. How are you going to use the vehicle?

Will it be doing school pick-up/drop-off - and what does that driving look like? Daily city commuting - how far, what time of day, how many times per week?

Will you be doing some kind of regional travel, perhaps for your small business, or to manage clients? Will it be static in the driveway due to working from home? Are there any frequent towing requirements, and what do they look like? Light 6X4 trailer to the tip or hardware store for supplies?

Now, establish what your secondary uses will be - shopping, trips to destination X, an expedition north or south once a year, family holiday roadtrips over long weekends - that sort of thing.

Happily, for most of these situations, there’s a version of Tucson that will be ideally suited, and which will perform quite okay in other scenarios. So let’s get cracking.

You can download the Tuscon brochure and spec sheet here >> or download the 23-page Tucson press kit: https://spaces.hightail.com/receive/Y...

If you’re content with this car (already), this report is where you can decide which model will suit you best and see how it stacks up against its direct competitors like:

Mazda CX-5 >>

Subaru Forester >>

Toyota RAV4 >>

Mitsubishi Outlander >>

Kia Sportage >> and

Subaru Outback >>

The Hyundai Tucson has the same engines, the eight-speed transmission + diesel, as were rpesent in the old Tucson. But that’s actually a good thing because it means they were so reliable they didn’t need to be replaced.

The main differences in this new generation of Tucson is safety, interior, styling and the model-first performance version called ‘N-Line’.

2020 Tuscon is an upgrade of more than just the typical hair and makeup.

Let’s just start by making you aware that under the body work, the Kia Sportage and Hyundai Tucson are genetically the same vehicle. They just have different skin, different facial features, different talents, and modest changes in equipment you’ll probably never spot. They both cost roughly the same, too.

They use the same engines, the same transmissions and the same running gear. But their interiors are impressively different, yet modern, engaging and highly functional without being dominated by distracting tech shoved down your throat.

You’ll have to try both in order to figure out which has the layout and idiosyncrasies you prefer. It’s like walking into a friend’s house after it’s been renovated. Same house, but you say, “I like what you’ve done with the place.”

Where they differ is in their design execution. Tucson leans more toward lay-person’s performance bus, where Sportage errs on the side of affordable luxury, kinda like a Mazda CX-5 aims to be mainstream Mercedes-Benz, and a Subaru Forester thinks it’s a My First LandCruiser (except a 12-volt battery is included).

 

FEATURES & PRICING

The new Tucson range has been simplified in terms of variants, but remains a relatively flexible, optionable mid-size SUV to suit various customer preferences.

You can have outright performance, you can have an ultra-conservative version, or you can have the works burger with extra pickles - or you can have a combination which compromises on the unnecessary and gives you the essentials with a couple of added luxuries to fit a budget.

 

If you’re a return Tucson buyer, there’s no Active or Active X, making it strictly a three-tier line-up.

The lazily named Tucson ‘Tucson’ base model poverty pack isn’t actually that poverty (we’ll get to that) and it starts at $39,800 and you do get a vehicle with a substantial standard features list. (Details coming up…)

Mid-spec Tucson Elite is $45,000 and the Tucson Highlander starts at $50,700.

 

N-Line Pack

HyundaiTucsonNLinePrototype_21 (1).jpg

The new N-Line option pack on Tucson is going to cost you incrementally more money as you go up the range, but you can have the pack on any model in the range, which is nice.

So you can have a base Tucson ‘Tucson’ N-Line, or a mid-range ‘Elite’ N-Line, or a top-shelf ‘Highlander’ N-line.

For example, this is good if you want the sporty version but can’t afford all the toys - or if you want some of the toys but not the expensive, heavy ones like a sunroof, but you do still want the sporty package.

The N-Line pack is $4000 on Tucson Tucson, it’s $2000 on each respective powertrain on Tucson Elite, and you’ll pay $1000 on each Highlander grade, be it 2.0 petrol FWD, the 1.6 turbo-petrol AWD, or 2.0 diesel AWD. Same deal on Elite.

Unfortunately for some, there is no manual transmission available on Tucson.

More on N-Line below…

 

Model grades

The Tucson Tucson poverty pack offers a massive improvement over the previous model and makes a strong economically rational case for any fleet manager out there looking to scrimp on every possible dollar he or she has to spend on the company’s behalf.

For around $39,800 you get:

  • 2.0-litre naturally aspirated petrol engine w/ six-speed epicyclic auto transmission - only

  • Three drive modes (eco, normal, sport)

  • 8-inch infotainment touchscreen w/ Apple CarPlay & Android Auto (cabled)

  • Wireless smartphone charging & multiple Bluetooth phone connectivity

  • Reversing camera with rear parking sensors

  • 17-inch alloys (w/ full-size spare) & tyre pressure monitoring

  • Heated powered door mirrors

  • LED daytime running lights, side indicators, positioning lights

  • Halogen headlights (whoopdi-do)

  • 6 speaker stereo

  • 4.2-inch LCD driver’s dashboard cluster (w/ digital speedo)

  • ‘Premium’ cloth seats

  • Row 2: 2 x USB points, remote seatback folding

  • Electric park brake

  • Rear occupant alert

 

Elite ($45,000), with either 2.0L or 1.6L turbo, adds:

  • Rain-sensing wipers

  • ‘Smart’ transmission drive mode program

  • Paddleshifters - on AWD models only i.e. 1.6 turbo w/ DCT

  • AWD locking mode

  • Dual-zone climate control w/ air diffuser mode

  • Rear privacy glass, cargo net

  • Advanced rear occupant alert

  • 18-inch alloys

  • Leather, (heated front) seats & leather steering wheel

  • Front parking sensors

  • 10.25-inch infotainment touchscreen

  • Satnav w/ live traffic & DAB+ digital radio

  • Proximity key & push-button ignition w/ remote start

  • *Push-button transmission (shift-by-wire) - 1.6 turbo engine w/ DCT

 
2022TucsonHighlander32.jpg

Highlander ($50,700) tops it off with:

  • Auto high beam assist

  • Parking collision-avoidance assist (reverse)

  • 360-degree camera

  • Blind-spot view monitor (activates in driver’s display)

  • Electro-chromatic rearview mirror

  • 19-inch alloys

  • 10.25-inch LCD drivers dashboard cluster

  • Panoramic glass sunroof

  • LED headlights, LED rear combination taillights, LED ambient cabin lighting

  • Cooled (ventilated) front seats w/ & heated rear outboard seats

  • Bose premium audio system, incl. 8 speakers w/ external amplifier

  • Powered 8-way adjustable front passenger seat w/ walk-in driver’s control switch

 

The Hot One…

N-LINE Option Pack adds about $4120 to a base Tucson, $2575 to an Elite, and $1575 to a Highlander - may vary depending on your state’s on-road costs etc. The pack gives you:

  • 19-inch N-Line alloy wheels

  • N Line exterior body kit

  • LED headlights and taillights (if not already available on donor variant)

  • Gloss Black grille with hidden DRLs

  • Silver-painted N Line skid plates

  • A 10.25-inch LCD instrument cluster display (if choosing ‘Elite’ or ‘Tucson Tucson’ model grades)

  • Leather and suede upholstery

  • N Line steering wheel

  • N Line badging

There’s no power increases or weight-saving with the N-Line pack, just to be frank. It’s more like mascara and Nike trainers. While you go get the punchy, aggressive 1.6 turbo-petrol engine option with the Elite and Highlander to correspond with the N-Line, you have to add-on both to make it a notionally better car than it is in ordinary trim.

Elite starts at $43.7K + $3600 for the N-Line pack + $4200 for the 1.6 = $50,000 total. But in doing so, the N-Line pack makes it 7 per cent heavier than a regular 1.6 Elite - it adds 117 kilograms and the power-to-weight drops from 79.7kW/t to 77.3.

And hey, there’s nothing wrong with bling. If you want the snazzy, sexy N-Line pack on your kid-mobile, go for it. You won’t ruin the visual effect, unlike some aesthetically challenging body styling enhancements. Tiffany’s enhancements are an endless source of inspiration in my world.

 
 

I'll help you save thousands on a new Hyundai Tucson here

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ENGINE

Just for disambiguation, the diesel is the premium engine in the Tucson range. You also have the choice of either the rather dull 2.0-litre or 1.6 petrol engines.

The crackling 1.6 is the performance engine with direct injection, forced induction (turbocharging) and a slick-shifting seven-speed dual-clutch transmission using a dry clutch (not the wet clutch kind found mated to the 2.2 diesel in Santa Fe and Sorento). The 1.6 makes peak power of 132kW at 5500 RPM, which is 28 per cent less than the 170kW available at 5000 RPM in the recently released CX-5 Akera SP.

The 2.0-litre petrol engine is naturally aspirated and uses multi-point injection for 115 peak kW at 6200 RPM, which is average performance, ideal for anybody not remotely interested in how quickly their vehicle can move forward.

Depending on the variant you choose, the diesel and 1.6 will add several thousand more to the price.

On Elite, you’re looking at an extra $6000 for the diesel over the 2.0L petrol (total $50,000 driveaway), or and extra $4168 (roughly) choosing the 1.6 over the 2.0L, making it more like $47,900 driveaway.

On the $51,000 Highlander (2.0L), it’s another $6200 for the diesel or it’s $4150 stepping up to the 1.6. The base Tucson Tucson only comes with the underwhelming 2.0L petrol.

But just to be clear, if you’re a thrifty shopper who can spot value in the fine print, and you can smell a bargain at 10 clicks, you’ll see that a base or Elite Tucson with the 2.0L engine comes with a large degree of practicality usability and standard features, but at a substantial saving. It just lacks the punch of the 1.6 and the smooth pulling power of the diesel.

 

DIESEL

If you live in regional Australia, such as a major provincial town, or even in the outer suburbs of a metropolitan city, then the diesel is probably going to benefit you the most, where you can do frequent long-ish trips on more open roads and freeways and benefit from the fuel economy while also keeping the EGR, PCV and DPF systems appropriately maintained.

You can read more about these Two simple hacks to make your engine last longer >>

Mazda’s 2.2 SkyActiv diesel is quite a good engine, very thermally efficient. They seem to have sorted out the earlier oil dilution issues and in 2021 it now gets 147kW of peak power, producing 450Nm of torque at 2000 revs - long before it’s even making that peak power. This Mazda diesel is Hyundai’s main rival as far as I’m concerned.

The diesel Tucson will also be the better option if towing box trailers and light camper trailers is your family’s thing. Also, if you do lots of long trips, or take extended drives on a routine basis, perhaps to visit loved ones or for school holidays, then the diesel might be the smart money. But it will (likely) be more money than the petrol. So if you’re budget-focused, you’ll be quite fine with the mediocre 2.0-litre petrol, or the potent 1.6 DCT combo if enthusiastic driving is your thing. (And that doesn’t mean the diesel can’t do city driving; you’ll just better leverage its benefits if you’re in less stop-start traffic and on the open road more, generally.)

If you’re looking at the diesel Tucson, I recommend also trying the CX-5 D and seeing whether you want to spend about $47K on a Touring or $52K on the Akera (driveaway, undiscounted), compared with the quite competitively price Tucson diesel at about the same price point (yet to be announced). Although, don’t be surprised if Hyundai’s 2.0 diesel asks the same price hike as the 1.6 turbo-petrol, which will mean AWD through and eight-speed epicyclic auto transmission, instead of the DCT.

Speaking of…

TRANSMISSION

At this stage, Mazda doesn’t have a dual-clutch transmission in CX-5 - but it might when the new one arrives in 2023/2024. So this will be a key aspect of your test drive, to determine which you like best: the DCT or normal auto. In order to help you decide, I have ample resources (listed below) to help you figure out which drivetrain is gonna suit your driving requirements.

Hyundai’s DCT R&D has proven quite good in-service (which I tested recently in the 2021 Santa Fe >> ). But the CX-5 outguns the Hyundai 1.6 in a straight line and will be marginally better to drive in close-quarters stop-start city driving. In the Tucson you’ll want to avoid creeping forward in traffic because that’ll prematurely wear the clutch (not that you should inch forward in any vehicle when stopped).

DCT OR EPICYCLIC AUTO?

  • Mazda’s epicyclic autos are quite good around town, very intuitive, rarely surge (unlike Kia’s), and very quick to change ratios with barely noticeable lag.

    Certainly, Mazda has taken the conventional slush box and done wonders. But it is still the old school transmission type, meaning it is always striving to reach peak power, and when it does, you have to change gear and go again.

    If you’re set in your ways and still think this is the only way a transmission should operate, you’re a bit delusional because things have moved on. That said, Mazda’s auto is very good.

  • Hyundai/Kia’s dual-clutch system is relatively new in the context of transmission tech.

    But in the last five years their wet clutch DCT has proven very reliable and certainly dispenses with all the reputational damage Ford’s dry-clutch PowerShift DCT did.

    Hyundai’s DCT is extremely smooth and I even tested its ultra low RPM take-off ability and shift quality when I drove the new Sorento last year - it was completely unnoticeable when it shifted from neutral to first and then to second on a steep gradient from a standstill.

Driving a dual-clutch transmission

DCTs generally don’t like being abused by inching forward in traffic, like when you’re in peak-hour, waiting for 200 sets of lights to change before it’s your turn.

Having said that, Hyundai’s DCT has a clutch with unique thermal management design which is completely independent from the rest of the transmission. This means it’s got thermal protections in place to keep it from overheating in hot, hard, stop-start driving environments.

But you can still prematurely wear out the clutch by creeping forward, as opposed to staying totally stationary until it’s time to move forward in an adequate way to fully engage the clutch. The benefit of DCTs is of course they’re about 10 per cent more fuel efficient, generally.

Normal auto transmissions waste lots of teeny little bits of time and fuel striving to reach peak power, in order to move you forward.

But they’re fairly gentle on clutches, provided you don’t abuse them. This is mostly because they’re only used for very brief periods (in the millisecond domain of gear changes) and they are somewhat insulated by a torque converter at low revs, like when you’re inching closer to the vehicle in front.

But the compromise here is the additional fuel consumption because the most efficient transfer of the engine’s power to the wheels is done during peak power - something an epicyclic auto never gets to enjoy long-term. They hit peak power and then change gear and do it all over again.

 

FUNCTION

If you live in a residential building with height restricted car parking, or perhaps you have a low-height ceiling on your townhouse garage, it’s a good idea to know how big your new Tucson is.

2022TucsonHighlander20.jpg

Length is 4630mm, width is 1865mm and height is 1665mm - it if you’re concerned about space in your garage, it’s a good idea to round these numbers up so you’re guaranteed to clear. Make length 4.4 metres, width 2 metres (so you can get out the door) and height can be 1.7 metres so you don’t smack into the height restriction barrier or the sewerage pipe.

The wheelbase of 2755mm is the same as Kia Sportage, it’s a fraction longer than the Mazda CX-5 (5mm), it’s 49mm shorter than the Mitsubishi Outlander and 65mm shorter than the Toyota RAV4. So in strict terms, the Tucson and Sportage have the most amount of legroom, but it’s a photo-finish with the CX-5 and might be noticeable comparing with the Outlander and RAV4.

Having said that, when you do climb into these five difference vehicles, the Mazda, Hyundai and Kia do feel the most spacious, whereas the Mitsubishi feels noticeably squashier and the RAV4 feels tight. Although this is a very subjective determination - a typical NBA player or Olympic weightlifter will feel more cramped than, say, an average gymnast or Oompa-Loompa.

Tucson has a full-size spare wheel underneath the completely flat boot floor which will hold 539 litres in a space uninterrupted by tethers or overly big wheelarches. There’s over a metre of space between the arches, and between the row 2 seatbacks and the boot lip.

TOWING

Towing capacity is quite decent, but the technicalities do vary between models and powertrains, just like the payload. So you need to keep track of exactly which model you have and its respective payload capacities.

The 2.0L diesel’s braked towing maximum is 1900kg, with 100kg of towball download on the standard towbar, but the Hyundai Load Assist Kit bumps that up to 160kg. The GVM is 2315kg, including 505kg of payload, and a Gross Combination Mass of 4215kg. GCM is the total permitted weight of the vehicle + trailer, so you’re aware.

So, if you’re towing 1900kg (using the load assist kit), you’ve got 505kg of payload, but you then need to subtract the weight of the towbar, your own weight, any gear you carry in the vehicle - all eating into your GVM allowance. This applies to the petrol variants as well, obviously.

With the 1.6 turbo petrol, braked towing is limited to 1650kg and 100kg on the towball, and these are the same figures on the 2.0 litre naturally aspirated petrol engine.

Payload for the 1.6 is 501 kg and 505kg for the 2.0L. But they have different GVM limits. The 1.6 can weigh a maximum of 2190kg, and the 2.0 is maxxed at 2030kg. Minus the 100kg towball download, that’s 2090kg for the 1.6 and 1930kg for the 2.0. And they have a GCM difference of 160kg, 3840kg on the 1.6 and 3680kg on the 2.0.

Minimum ground clearance [based on kerb weight] is 181mm - so that’s unladen with people and a month’s worth of shopping. If you go packing for a fortnight of holidaying with extended family, your ground clearance, as with any vehicle, will reduce.

In the off chance you know the angle of your driveway’s approach and departure angles, or if you live on a particularly gnarly slope with an aggressive crest at street level or at the top of your driveway, the approach, departure and ramp break-over angles of Tucson are 18.3 degrees, 25.6 degrees and 17.8 degrees.

Be aware that an all-wheel drive Tucson is not anything remotely rugged enough to be considered for more than light duty soft-roading, like gravel roads, camping ground C-roads and steep driveways with bumps and potholes. But hairy gradients, boulder climbing, wash-away ruts, loose gravel tracks and muddy crossings are not the kind of territory for this or any other soft mid-size SUV.

Not only do you not have the powertrain for such undertakings, but you lack the tyres, the ride height, the suspension travel and probably also the driving experience, to be honest. This doesn’t mean you can’t go exploring in a Tucson. In fact, in diesel AWD it’s going to be much better suited than a Mitsubishi Outlander, Mazda CX-5, Toyota RAV4 or anything from ze Volkswagen mob.

But it won’t be quite as accustomed to the more challenging terrain as a Forester or Outback - but we’ll get to that in just a sec.

What you’ll probably appreciate with Tucson more than the others is the radical difference between it and the others in terms of cabin design, refinement, boldness in the styling, and the massive set of cajones the original sketch artist/s must’ve had to come up with that front and rear end - and to then execute it.

Every time you see that aggressive, sharp and downright edgy centre-door fold and crease in the bodywork, take a moment to imagine how many engineers had to think really hard about manufacturing that. From a metallurgical point of view, that stuff is really hard to do - and it’s the kind of design aptitude that puts Hyundai and Kia so far out in front of Toyota, Mazda, Subaru and Mitsubishi, all still carving out variations on the same old thing.

 

MAIN COMPETITORS

Hyundai Tucson is in the most competitive segment of new car sales - the medium SUV. For years this has routinely been the hardest fought and biggest volume-selling section. You could even say the medium SUV killed off the large and medium sedan.

And it’s easy to see why. You get all the benefits of big-boot practicality packaged into the go-nearly-everywhere versatility of the conventional 4WD (without the low-range off-roading hardware, of course), which improves outward vision (somewhat), makes it easier for the elderly to climb into, and doesn’t make you feel like some blue singlet wearing bogan when you take the family out for dinner or drop them off at school. (y’know, all those places where you’ll be seen in public.)

But the mid-size SUV segment is so competitive, it can break a car company’s brand if they don’t get it right. Just look at Jeep. Or Holden. Or Ford. Or Nissan (although, they still manage to sell a shitload of X-Trails, somehow.)

Shopping for a good medium-sized SUV means you need to also look at the rather sexy Mazda CX-5. But if you do have a concrete budget to stick to, test drive CX-5 last, because it’s arguably going to be the best to drive and could taint your perspective as you test drive others like the Kia Sportage, Tucson or Forester.

Kia Sportage is kinda at the same pricepoint, but it’s getting pretty old now. It was last updated in 2017 for 2018. The Mazda gets a space-saver spare and annoying auto engine stop/start. But the Sportage and Tucson both get full-size spares, as does the Subaru Forester and Outback.

Or, if you want a longer five-seater, with excellent cargo space at 522-litres (seats up) or 1801-litres (seats down), check out the new Subaru Outback >>. Outback is such a smart option if your family holidays are all about that long-haul touring thing, but you don’t want the burden of upkeeping a diesel (regular trips on the freeway) with its particulate filter exhaust system, and EGR systems. That’s actually a a worthwhile benefit of all these petrol mid-size SUVs actually in need of consideration - but we’ll get to that.

Out of the five vehicles you see here, the Mazda CX-5 is definitely the most polished to drive and to sit your fine posterior within. But it’s getting a bit old now and is due for replacement in 2023. The MZD Connect infotainment screen is often criticised, but is quite intuitive once you push past the adaptation stage to the point you never need take your eyes off the road. And Mazda’s 2.5 turbo petrol engine combination is certainly a winner from a driver’s point of view, with plenty of pep and a nicely sorted six-speed epicyclic auto that shifts quickly and smoothly - but does sap a lot of engine power (as all torque converter autos do).

Sportage probably comes in a close second, although its turbo-petrol 1.6 front-drive engine with 7-speed dual-clutch transmission lets the side down for every-day mundane driving around town - so absolutely, you want the diesel, which will also be better on fuel. Hyundai/Kia’s 2.0 diesel is a smooth, grunty and engaging engine to use, thanks to an abundance of power down low and middle revs you drive at in ordinary traffic.

Arguably, the new Outback is almost the best of the bunch when it comes to outright stowage capacity, in both cubic litres and linear measurement. It’s got 522 litres as measured officially using the universal standard, that’s 9 per cent more than Outlander (row 3 down), 2.8 per cent more than Forester, 19 per cent better than CX-5. But interestingly, Sportage has 543 litres - 3.8 per cent more than the Outback - while Tucson has 539 litres (3 per cent more).

Outback has 2000kg of towing capacity, too, which is a net benefit if you have a camper or trailer in use on a regular basis.

Of course the Subarus have a much more durable all-wheel drive system capable of some slightly trickier driving than the Tucson, however they remain very much inside the ‘soft roading’ set. Outback gets built-in roof racks and a wagon body ideal for packing long sports bags, big eskis and heavy, awkward tents. Forester has a wide boot aperture great for loading/unloading wide double prams. You need to see if either are better than Tucson, or if the Hyundai is enough for what you need it to do.

All new cars have obstacles to ownership you need to be prepared to climb over, and in these new Subarus, the giant central touchscreen might be one of them - or it could be a drawcard, depending on your subjective determination. You might find it distracting having to take your eyes off the road to adjust or use simple features. Or you might appreciate the clutter-free cabin design.

 

2022 Tucson servicing intervals and cost

Here’s how often and how much you’ll spend on regular servicing for the Tucson for the first five years, for all three powertrains.

tuscon 2022-servicing costs and interval.JPG
 

CONSLUSION

If you’ve come this far - well done. You’ve made the conscious decision to take in as much information about your potential $50K-ish purchase, which is no small sum, and I’m sure you’ve busted your chops to get it.

If you need nudging in a certain direction with regards to a suggestion about which model grade you should go for, it depends on a bunch of factors aforementioned above, but let’s have a go.

If your budget is comfortably going to allow you to think about the top-spec Highlander, at least get it in the diesel if your crystal ball says occasional long drives are in your future. Holidays full of bags, kids with toys and tablets, bikes and scooters, maybe a roof rack or cargo pod of some kind. The diesel will get you the best fuel economy, it’ll emit much less CO2 than the petrols, and you get every conceivable feature you’re likely to need in your life (or theirs).

If however, you can’t entertain the full-fat option - have a good look at the Elite. In diesel, it’s going to do everything you need to it take in its stride - the big trips, it’ll handle commuter traffic just fine, you get front sensors, leather seats, auto wipers, and a bunch of ‘want’ type features in modern motoring that will all get used. As opposed to a bunch of the flashier kit in Highlander you probably won’t use as much, like panoramic sunroof, the kick-arse premium stereo and LED cabin lights.

An Elite with the 1.6 engine might feel a little sportier to some, particularly the more non-enthusiast types. But to those of you who do listen to how cars feel and handle and shift and turn-in, you might find the 1.6 trying a bit too hard to be the sports car it certainly is not. If you don’t know what it means to ‘clip and apex’, this won’t be an issue for you and the Elite 1.6 will feel like putting on a new pair of socks. But to anyone infected with the driving bug, you’ll probably appreciate the low-down power delivery of the diesel more than the paddleshifters and ‘Sport’ mode from the transmission.

Going below the Elite will leave you with the poverty pack small touchscreen, lots of plastic blanking squares and cloth seats under your wife’s caboose - and that just won’t do in some marriages. No judgement, it’s just an ontological fact. If however, you’re on a very tight budget and the hand-me-down Commodore you’ve been bear taping together for two years is finally about to take its last blink, a Tucson Tucson will be a substantial upgrade. And you’ll still get a vast majority of all the capability bundled into the diesel or the 1.6, but for roughly $20K less.

Overall, the Hyundai Tucson is a very impressive vehicle with such a wide array of modern driving criteria it ticks the boxes of. It’s safe (5 stars, tested in 2021), it’s got loads of features, it’s practical, sensible and still relatively affordable despite the industry-wide price increases on every make and model across the board.

Click the big red button below and we can help you save a few grand on your Tucson without having to arm wrestle a dealership where you’ll face professonally trained assassins, also known in the car game as salespeople.

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