Audi Q2 VS Hyundai Tucson
- Decent levels of equipment
- New petrol AWD model is a peach
- A fairly charming thing overall
- Limited boot space in quattro models
- Back seat isn't massive
- Lacks some storage
- Exterior styling is aging well
- A conveniently small mid-size SUV
- New safety equipment in 2020 update
- Cabin is a bit plain
- Dual-clutch can be jerky in traffic
- Diesel is a bit noisy
This is the 'Eureka!' moment for the Audi Q2. Finally, I get what they're going for, because this flagship performance-oriented petrol all-wheel drive (AWD) model is everything a fun, urban SUV should be.
When the Audi Q2 arrived in Australia earlier in 2017, it had the choice of a front-wheel drive (FWD) petrol or a pricey diesel version with AWD. But neither of those were as characterful or charming as perhaps we'd come to hope for when this boxy little bugger was unboxed.
But, finally, the 2018 Audi Q2 2.0 TFSI Quattro has arrived, and it all makes sense. And there have been a couple of extra little tweaks to the Audi Q2 2018 range - read on to find out more.
|Engine Type||2.0L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Hyundai Tucson is one of the go-to mid-size SUVs in Australia, along with the Mazda CX-5, Toyota RAV4 and Nissan X-Trail. So, what makes it so popular, what do you get for your money, and what extra features have been added in this 2020 update?
Let me be your Tucson tour guide. Having been in and out of a stack of Tucsons, and having clocked up thousands of kilometres in them, I’m familiar with their great points and have discovered a few of their shortcomings, too.
|Fuel Type||Regular Unleaded Petrol|
There is no denying the Audi Q2 2018 model range is all the better for introduction of the 2.0 TFSI variant, which is the best of the bunch in this writer's humble opinion.
Just keep in mind that competition in the small SUV segment is fierce, and with a lot of options boxes to be ticked to get the ideal Q2, it may be worth looking at your options in the market, particularly if you need something practical.
Would you choose the Audi Q2? Or would another small SUV suit you better? Let us know in the comments section below.
The changes to the 2020 Tucson are few, but important – the extra safety equipment added to the lower grades is great news.
Despite being a few years old and a new-generation Tucson coming by 2021-ish, the current SUV is a great workhorse that has served my family well in the form of a long-term test car, and more recently in these week-long stints in the updated model.
Parents will like the hard-wearing materials and wipe-clean surfaces, and I reckon everybody will appreciate the city-friendly size while staying fairly spacious on the inside.
Ummm, have you seen the Audi Q2? It looks pretty much unlike all of the other Audi SUVs you can buy, and you'll either be a fan of that, or you won't.
There isn't much major visual differentiation between the newly added 2.0 TFSI Quattro version and the more affordable petrol model aside from this version rolling on 18-inch wheels as opposed to the 17s of the base petrol, and the entry-level model misses out on body-colour mouldings around the wheels, side skirts and bumpers. Both the quattro models look identical to one another.
Like all Q2s (and arguably all Audis) you need to option the S-line styling package to make it look how you probably want it to. You can get 19-inch wheels if you want that extra tough appearance, plus there are optional C-pillar blade colours ('Manhattan' grey metallic, 'Titanium' grey matt, 'Ice' silver metallic, or body colour), and buyers have 12 body colours to choose from.
There’s a new-generation Tucson on the horizon, but we won’t be able to buy it for a couple of years yet. But rest assured Hyundai is cooking it up in its laboratories as you read this.
Can’t wait until around 2021 (probably)? Well, in the meantime this current generation still looks stylish even if it’s been here since 2015.
There have been some cosmetic upgrades over the years to freshen up the Tucson’s look, with Hyundai giving it a new grille and redesigned headlights in 2018. Same for the cabin which was also given a design revamp.
I’m a fan of the exterior and think it’s aged well, with its tough-looking face and elegant side profile. This sounds super nerdy, but I also like the shape of the tailgate with its little ‘lip edge’ and those taillights.
Even in the ‘government issue’ standard white paint worn by the Active X I tested (see the images), the Tucson still looks mighty fine. And it has to, the competition is a good-looking bunch – as a model comparison there’s the Mazda CX-5, Toyota RAV4 and Kia Sportage all on the rival list.
Talking of paint, the colour palette is limited to Phantom Black, Gemstone Red, Pepper Grey, Platinum Silver, Aqua Blue, Pure White, Sage Brown, Dusk Blue and White Pearl. Yep, no gold, orange, green or purple here I’m afraid.
The Tucson’s insides get fewer design accolades, with its fairly plain styling and there’s not a great deal of difference in look and feel between the cabin of an Active X and that of the Highlander - apart from the electric handbrake and dual-zone climate. Have a look at the interior images to see what I mean.
Spotting the difference between the grades from the outside isn’t easy: if the Tucson has dual exhausts it’s a Highlander, but if it doesn’t and it has chrome around the windows then you’re looking at an Elite, while an Active X has bigger wheels than the Active.
Now the dimensions. The Tucson is 4480mm end to end, 1850mm wide and 1660mm tall. That makes it 120mm shorter than a RAV4 and 70mm shorter than a CX-5. So, the Tucson is a smaller mid-sized SUV but that will suit many families in the city well.
Well, let's put it this way - if you want the most pragmatic and thoughtful small SUV out there, you should be looking at the Mini Countryman or BMW X1, both of which offer supreme space for their size.
That isn't to say that the Q2 is impractical - it still has a 355-litre boot space in quattro models (405-litre for the FWD version), and you could fit five adults in at a squeeze, provided they aren't big boppers. If you have children, the dual ISOFIX points and three top-tether hooks will be of note, and there are rear seat air-vents in all Q2 models.
Storage is reasonably well sorted up front, with cupholders between the seats and decent door pockets, as well as a few little trinket cubbies here and there. In the back, though, there is no fold-down armrest (meaning no cupholders), but you can fit a bottle in each of the doors. Map pockets aren't standard, either.
There are plenty of tricks Audi has employed with the interior styling of the Q2 - at a glance, it looks pretty smart and funky. But there are cost-cutting measures evident, like the scratchy plastics on the doors and hard plastics down below your eye-line.
The Tucson is a five-seat SUV and there’s no option to get a third row to make that seven. If you do need more seats and want to stay with Hyundai then the larger Santa Fe is what you’re looking for.
The Tucson’s size is an advantage in that, at less than 4.5m long, it’s easy to park, but the trade off is that the interior isn’t overly spacious. Still, even at 191cm tall I can fit behind my driving position in the second row with about 20mm to spare between my knees and the seatback. Headroom is also good, even with the sunroof in the Highlander which lowers the ceiling slightly.
Up front there are the big seats and good head, leg and elbow room.
What about boot space? The cargo capacity of the Tucson’s boot with the seats up is 488 litres. That was enough room to fit the CarsGuide pram and Kim Kardashian’s big suitcase (see the video), both at the same time. With the seats folded you’ll have 1478 litres to help you move house or pick up that thing you bought online. Not the biggest boot size in the class, but not the smallest.
Cabin storage is pretty average – there’s a deep, but narrow, centre console storage bin, door pockets, a standard glovebox and four cup holders (two up front and two in the back).
Price and features
The range kicks off from $41,800 for the 1.4 TFSI Design model (up $700 since its early 2017 launch), while the quattro AWD models include the new 2.0 TFSI sport model at $48,500 and the range-topping 2.0 TDI sport, which lists at $49,100 (previously $47,900).
There is a good amount of standard kit fitted to all Q2 models, including the addition of new LED headlights, which are far more attractive, not to mention more illuminating, than the existing halogens. The brand's 'MMI' multimedia controller with sat nav and 'Audi Connect' makes use of a 7.0-inch dash-top screen, and the car comes with Apple CarPlay and Android Auto as standard in all models, too.
There is dual-zone climate control across the range, while the quattro models get an electric tailgate as standard. All models have an auto-dimming rear-view mirror, and the entry-grade model sports 17-inch wheels, where the quattro versions score 18s.
Leather seat trim is standard across the line-up, with the quattro models adopting sports seats for extra support, though seat heating is an option on all versions, and manual seat adjustment is the norm, too.
There is a good deal of standard gear, sure - but if you want to make your Audi Q2 a bit more special, there is a range of optional packs that may be of interest to you: it has sort of become the norm for premium brands, offering strong standard kit but a bunch of enhancement packages for those who want a little more to brag about.
For the safety-conscious there's the 'Assistance Pack' ($990 - see the safety section below for details of what's in the pack, and what's new for 2018), and a lot of people are likely to want to go for the 'Comfort Pack', a $1900 option that includes keyless entry and start, electric lumbar adjustment, heated and folding side mirrors with dimming, heated front seats, luggage nets on the front seat backs, a luggage net in the boot (and a light back there... can't believe that's not standard?), and drawers under the front seats.
The 'Technik Pack' is appealing, too, with Audi's 'Virtual Cockpit' 12.3-inch driver info display, an upgraded media screen (8.3-inch) and a flat-bottom steering wheel. It costs $2500. And if you want more street cred, you might want to consider one of the S-line styling packs (there is a base version for the entry-level model, and a more comprehensive pack for the quattro variants).
The Tucson range has four grades: Active, Active X, Elite and Highlander. There used to be a grade called Go, but it’s now gone, replaced by the Active.
The most affordable Tucson is the front-wheel-drive petrol Active with a manual gear box that lists for $29,290 (add $2500 for the auto), but if you want all-wheel drive you’ll need the diesel engine with the auto for $37,090. That escalated quickly, eh?
Next step up is the Active X, which lists for $32,290 in front-wheel drive, manual guise (and $34,790 for the auto), and the diesel auto all-wheel drive in this grade is $40,090.
Now we’re getting into the auto-transmission-only upper echelons of the range, with the Elite coming in three variants. The first variant uses the same petrol engine as the lower grades with front-wheel drive for $37,850, then there’s a turbo-petrol with all-wheel drive for $43,150, and the diesel all-wheel drive for $43,150.
Lording it over the range is the Highlander (which I always read with a Scottish accent in my head). There’s two to pick from and both are all-wheel drive with automatic transmissions. The turbo-petrol Highlander lists for $46,500 and the diesel is $48,800.
So, with almost $20K separating the top and bottom of the range let’s look at what you get for your money.
The Active comes standard with 17-inch alloy wheels, LED running lights, a seven-inch screen with Apple CarPlay and Android Auto, a six-speaker stereo, single-zone air conditioning, rear parking sensors, a leather steering wheel and roof rails.
The Active X has larger 18-inch alloy wheels, sat nav, an eight-inch screen, an Infinity eight-speaker stereo system, digital radio, leather seats and heated and power-folding mirrors.
The Elite is the sweet spot the range and scores proximity unlocking with push-button start, rear privacy glass, a power-adjustable driver’s seat and dual-zone climate control.
The Highlander has all the Elite’s features but adds 19-inch rims, LED headlights and taillights, a panoramic sunroof, ventilated and heated front seats, auto tailgate, wireless charging, a heated steering wheel and a powered front passenger seat.
The Highlander’s tailgate is an automatic one which will open if you stand next to it with the key fob for three seconds. It works a bit too well, and I found myself often opening the boot unintentionally.
The big news for this 2020 model year Tucson, however, is that the lower grades have been given more safety equipment. You can read all about this a bit further on.
Engine & trans
The new 2.0 TFSI turbocharged four-cylinder petrol engine is considerably punchier than the existing 1.4 turbo-petrol, with 140kW of power and 320Nm of torque. That turns this litter jigger into something like a boxy hot hatch on stilts.
Audi claims a 0-100km/h sprint time of 6.5 seconds, so finally it has the performance muscle to match those chiseled exterior panels.
Unlike the other, more affordable petrol model the 2.0 TFSI has quattro AWD. The 1.4 TFSI persists with 110kW/250Nm and a sprint time of 8.5sec, while the 2.0 TDI retains its 110kW/320Nm outputs and can shuffle to highway pace in 8.1sec. All Q2 models have seven-speed dual-clutch automatic transmissions.
There are three engines in the Tucson range: a 2.0-litre petrol making 122kW and 205Nm; a 1.6-litre turbo petrol making 130kW and 265Nm; and a 2.0-litre diesel with an output of 136kW and 400Nm. All are four-cylinder engines.
A six-speed manual can only be had with the 2.0-litre petrol engine, but for a bit more money you can swap that for a six-speed auto instead. The 1.6-litre petrol engine only comes with a seven-speed dual-clutch auto and the diesel is teamed up with an eight-speed auto.
There are pros and cons with each engine: the 2.0-litre petrol feels a bit under powered, but the transmission is smooth; the 1.6-litre petrol is punchy off the line but at low speeds the dual-clutch can make acceleration a bit jerky; while the diesel’s eight-speed is excellent, and so is the torque from the engine, but it sounds a little bit like farm equipment.
Audi claims fuel consumption for this flagship petrol model is 6.5L/100km. That makes it 1.2L/100km thirstier than the front-drive petrol, and 1.5L higher than the diesel - but you get a lot more performance from this model.
On the launch loop, which involved high-speed country roads, dirt tracks and some minor urban chicanery, we saw a figure of 7.6L/100km in the top-spec petrol - pretty respectable.
If you’re choosing the engine based on fuel efficiency, then don’t. Unless you’re picking the diesel, because it is considerably more fuel efficient than the petrols. Hyundai says that after a combination or open and urban roads the diesel engine will have used 6.4L/100km. My own testing in the Elite with the diesel supported the frugality of the engine with our test car recording 6.9L/100km.
According to Hyundai, the 2.0-litre and 1.6-litre turbo-petrol engines - regardless of transmission or gearbox - will get within 0.2L/100km of each other. So, after a combination of open and urban driving the 2.0-litre with the manual will use 7.8L/100km while the auto needs 7.9L/100km. The 1.6-litre with the dual-clutch is more economical, but only just, at 7.7L/100km.
My own testing saw me use an average of 9.2L/100km in the 1.6-litre Highlander and 10.3L/100km in the 2.0-litre Active with the auto.
More good news is you’ll only have to feed the petrol engines cheaper, 91 RON fuel.
There is no doubt in my mind that the 2.0 TFSI was the Q2 we've been waiting for. With its balance of extra grunt and better traction, it makes for a pretty involving and entertaining drive experience. You need to option drive mode selection, with five drive modes including an individual set-up, if you want to tailor the car to your desires. Adaptive dampers are available at a cost, too.
There's good response when you shove your right foot to the floor, with just a hint of turbo lag if you catch the car off-guard. Flick the shifter to the sport mode and that won't be an issue, and indeed the Q2 will eagerly hold on to gears in anticipation.
While dual-clutch transmissions are known for their low-speed foibles, this one seems to have most of those lurching movements ironed out - though it still takes a bit of getting used to, and there isn't a very nice sound from the drivetrain in most situations. A more raucous exhaust note would be welcomed.
The so-called 'progressive' steering doesn't have the best feel to it, but it is quick and accurate, which makes it feel like you're part of the action. The ride - even in our test car, clad with optional 19-inch wheels and low-profile tyres, while going without adaptive dampers - was mostly very good, particularly considering some of the surfaces we encountered (parts of the country roads in the Barrington Tops, in north-east NSW, consist more a patchwork of pothole repairs rather than an actual level surface). That said, really sharp edges can upset the front axle a touch.
The quattro AWD system comes into its own on sweeping country back roads, though, and the short gravel stint suggested there was good grip and traction on offer.
There’s a lot to like about the way the Tucson drives, but there are some areas where rivals do better.
I tested the Highlander grade with the 1.6-litre turbo-petrol engine and seven-speed dual-clutch, followed by the Active X with the 2.0-litre engine and six-speed automatic, and then I drove the Elite with the diesel engine and an eight-speed auto.
In one week I put more than 500km on the clock of the Active X, using it as a family car for the preschool drop-offs and grocery shopping in Sydney, with a trip away to see the grandparents on the weekend up in Newcastle. That gave me a combination of inner-city grind and open motorways.
I put about 300 kilometres on the Highlander and most of those were suburban and city kays, with some motorways thrown in, too.
Both have their merits. For the city I preferred the six-speed automatic in the Active far more than the seven-speed dual-clutch in the Highlander, especially in hilly areas. Traffic and intersections are the enemy of that dual-clutch which cause a lurching motion as you come off the brake and onto the throttle. Yes, there is a hill-hold button but activating it adds a ‘sticking’ sensation that does stop roll-back but does nothing for smoothness.
The six-speed auto meant smooth motion in low speed traffic and assured no roll back on hills.
As for the engines, the 2.0-litre is fine. You’re not going to break any land speed records, or maybe not even any speed limits because acceleration is definitely not rapid, but it's more than adequate.
The 1.6-litre turbo engine is peppy at lower speed, but as you start to push it harder it does feel like it runs out of puff. Being a turbocharged engine, the delivery of the grunt feels different to the naturally aspirated 2.0-litre. If you’ve driven turbo cars before you’ll know the ‘whooshy’ feel they have as the turbo winds up and you’re catapulted away.
On the open road, the dual-clutch is magnificent, changing fast and smoothly. Whereas the six-speed auto doesn’t seem to be enjoying itself anywhere near as much as it DCT sibling.
So, if you’re a passionate driver, then go the dual-clutch which, combined with the 1.6-litre engine, provides a more engaging drive. But if this SUV is just to get you around town then I reckon you’ll be happier with the 2.0-litre. Forget fuel economy - there’s nothing in it between them.
Read More:Hyundai Tucson 2019 review.
But wait, there’s something you should know. The diesel is my pick of all the variants as the best to drive both in the city and country. I tested the Tucson Elite with the diesel engine and eight-speed automatic and while it does sound like a delivery truck, that 400Nm of torque is fantastic for being able to move quickly when you need to, without much in the way of turbo lag.
As for ride and handling all Tucsons have the same suspension set-up: MacPherson struts at the front and a multilink in the rear, which provides comfort and good cornering for the class.
Hyundai has tuned the suspension in the Tucson for Australian roads – a lot of car companies don’t do this.
The Tucson isn’t a large SUV (it’s only 140mm longer than an i30 hatch back) and that makes piloting it into parking spaces and in narrow streets easy. Visibility is hindered by thick A-pillars either side of the windscreen and seeing out the back small windows is tricky, but the reversing camera helps here.
If you’re planning to tow, you’ll need to know the braked towing capacity of all Tucsons is 1600kg.
And while all-wheel drive isn’t four-wheel drive, the Tucson’s ground clearance of 172mm is higher than a normal car and will mean you can go a little bit further off the bitumen.
The Audi Q2 range has been awarded the maximum five-star ANCAP score, and comes fitted with a decent array of safety gear as standard. The goodies list comprises a reversing camera, parking sensors, auto emergency braking with pedestrian detection (up to 65km/h), blind-spot monitoring and rear cross-traffic alert.
There is an optional ($990) 'Assistance Pack' available across the range, which adds adaptive cruise control with high-speed AEB (up to 200km/h), lane keeping assist, Audi's traffic jam assist (which can accelerate, brake and steer at speeds up to 65km/h), semi-automated parking, automated high-beam lights and a system known as 'Emergency Assist', which can pull the car off the road if the driver is non-compliant with impulses sent to them (beeps, vibrations etc).
A head-up display is now optional on all variants, too, but at $1050, you'd just get the Technik Pack and make the speedo as big as it can be, right?
While the Tucson’s styling hasn’t changed in this 2020 update, the safety equipment list has in that the lower grades now come with more life-saving tech as standard.
New safety tech on the Active and Active X grades includes AEB that operates at city and urban speeds and lane keeping assistance. That’s in addition to rear parking sensors, rear view camera, and six airbags.
The Elite and Highlander have even more safety equipment such as blind spot warning, AEB which works at higher speeds and can detect pedestrians, rear cross-traffic alert and adaptive cruise control.
For child seats, all Tucsons have three tether points and two ISOFIX mounts across the second row. A full-sized alloy wheel is located under the boot floor.
The Tucson scored the maximum five-star ANCAP rating when it was tested in 2016.
Audi offers a three-year/unlimited km warranty on all of its new models, and servicing is due every 12 months/15,000km. Roadside assist is included for the length of the warranty period.
The brand has a pre-purchase service pack, which covers the first 36 months/45,000km of maintenance, which costs $1590.
The Tucson is covered by Hyundai’s five-year, unlimited-kilometre warranty. Servicing is recommended every 12 months/15,000km. For the 2.0-litre petrol Tucson you can expect to pay $280 for each of the first three services, while the 1.6-litre is a smidge more at $295.
The diesel is more expensive to service – you can expect to pay $390 for each of the first three services, and also at 12 month/15,000km intervals.