There's a certain kind of car that the automotive press finds difficult to write about. Not because it's bad — quite the opposite — but because it doesn't give them much to argue with. No dramatic flaws, no particularly extraordinary strengths. Just a car that does what it's supposed to do, built properly, at a price that makes sense.
The Hyundai Tucson is that car in the compact family SUV class.
The Qashqai gets more sales. The Sportage gets more coverage. The Tucson gets the customers who looked at both, did the comparison honestly, and realised that the Tucson costs less to buy, offers at least as much space, and tends to give its owners fewer reasons to visit a garage. That's not a glamorous pitch. It's the right one.
Which generation to buy
There have been three Tucson generations and the choice is fairly straightforward once you understand what changed between them.
The first-gen Tucson (2004–2009) is too old to consider seriously for most buyers. Parts are becoming harder to source, the safety technology is minimal by current standards, and these cars are now approaching twenty years old regardless of their condition.
The second-gen TL (2015–2020) is the one most buyers will be looking at and the right target for the current used market. Hyundai redesigned the Tucson substantially for this generation — a bigger car, significantly better interior quality, and an engine range that finally gave the car genuine credibility against the Qashqai and Sportage it competed with directly. The 2018 facelift brought improved connectivity, a more refined interior, and updated safety systems. A 2018–2020 facelift car is the best value on the current market.
The third-gen NX4 (2020–present) is the newest and most striking visually — Hyundai committed to a far more distinctive design direction with the NX4, and it shows. The interior quality is excellent, the hybrid powertrain is genuinely efficient, and the driving experience is more composed than earlier cars. These cost more on the used market, but they're also better cars.
Which engine?
The second-gen Tucson came with several engine options, and the choice matters.
The 1.6 T-GDi petrol (132PS or 177PS with 4WD) is the petrol to go for. Turbocharged, responsive, and suited to the Tucson's weight and character. The higher-power 177PS version requires 4WD, which adds to the purchase price but makes the car feel properly complete at motorway speeds and under load. The 132PS front-wheel-drive version is adequate for town use but starts to feel overworked on longer runs with a full load.
The 2.0 CRDi diesel (136PS or 185PS with 4WD) is the answer for genuine high-mileage users. Economical, torquey, and suits longer-run use well. The standard DPF concerns for city-driven diesels apply — if the car has spent its life on short urban trips, the filter will need attention and the oil will show signs of contamination. The service history should tell you what kind of life it has had.
The 1.7 CRDi diesel is the smaller diesel, found predominantly in earlier TL cars. It's fine — quiet, economical — but the 2.0 CRDi is meaningfully better for anything other than predominantly urban use, and the price difference on the used market has compressed to the point where the upgrade is usually worthwhile.
On the third-gen NX4, the 1.6 T-GDi hybrid and plug-in hybrid versions have become increasingly common on the used market as the generation matures. The standard hybrid is an excellent choice for mixed urban and longer-run use. The plug-in hybrid (PHEV) returns exceptional fuel economy if you can charge it regularly, but the battery adds weight that makes the non-charging economy figures less impressive than the standard hybrid. Be realistic about whether you'll actually plug it in.
The warranty situation
Hyundai offers a five-year, 100,000-mile warranty — transferable to subsequent owners, same as Kia. It's shorter than Kia's seven years but still longer than most European and Japanese alternatives. A 2020 or 2021 Tucson will have meaningful remaining cover, which changes the used buying proposition in the same way it does for the Sportage. Check what's left before you view.
What goes wrong
DCT gearbox on petrol automatics. The seven-speed dual-clutch transmission on T-GDi automatics attracted the same criticism it did across most manufacturers using this gearbox type — hesitation and slight shudder at low speeds on earlier examples. Hyundai addressed the worst of it through software updates. Test any DCT Tucson in genuinely slow traffic before committing. The six-speed torque-converter automatic on some diesel versions is smoother and doesn't have this concern.
DPF on city-driven diesels. Consistent across the diesel range and already mentioned. A car that's spent its life on school runs will have a stressed particulate filter. Ask specifically how the car was used, and look at the service history for any DPF-related work.
Infotainment on early TL cars. The 2015–2017 infotainment system was competent but not quick. Screen response was adequate rather than impressive, and some owners found Bluetooth connectivity inconsistent. Post-facelift cars (2018 onwards) improved meaningfully, and the system is noticeably better in later examples.
Suspension on high-mileage cars. The Tucson has been popular as a family fleet vehicle, which means some examples have covered significant mileage in mixed conditions. Front strut top mounts and rear trailing arm bushes are the components most commonly showing wear on higher-mileage TL cars. Listen for any clunking over speed bumps and have an inspection done if you're considering a car that's done over 80,000 miles.
Minor oil consumption on 1.6 T-GDi. Some 1.6 T-GDi engines show slightly higher than expected oil consumption between services on higher-mileage examples. It's not dramatic — we're talking about topping up between services rather than a systemic burn — but it's worth checking the oil level at the viewing and asking about consumption history.
What you should actually pay
- TL (2015–2017): £9,000–£14,000
- TL facelift (2018–2020): £14,000–£20,000
- NX4 (2020–2022): £20,000–£28,000
- NX4 PHEV (2021+): £26,000 and above
Premium and SE trims in the TL represent the best used value — well equipped, not paying for the rarest spec, and common enough that there's genuine choice on the market. N Line trim adds visual aggression without changing the mechanical specification and commands a premium that's hard to justify unless the look specifically matters to you.
Before you see it
Check the MOT history. The Tucson's popularity as a fleet car means some examples have been maintained on the minimum required schedule. Consistent advisory items across multiple years are worth noting — they tell you more about maintenance philosophy than any advert does.
Check the MOT history before you go →
Free MOT checker at AllCarsUKRegistration plate only. Every test, advisory, and recorded mileage. Free, no account needed.
On the test drive: take any diesel onto a proper road at motorway speeds and listen for smooth, clean running. Test the DCT specifically at parking speed if it's a petrol automatic. Check the oil level on the T-GDi before starting — level and condition both tell you something useful. And check the remaining warranty before you go, not after you've decided you want it.
Should you buy one?
A 2018–2020 TL facelift Tucson in SE or Premium trim, 1.6 T-GDi or 2.0 CRDi depending on your mileage, with full service history and remaining Hyundai warranty: that's a thoroughly sensible used family SUV at a price the market hasn't quite caught up with.
The Qashqai is more common. The Sportage has the longer warranty. The Tucson sits between them and asks a simpler question: do you need a reliable, spacious, well-built family SUV at a fair price? If the answer is yes, the Tucson almost certainly fits.
Also see: Mazda CX-5 Buying Guide | VW Tiguan Buying Guide