Honda HR-V VS Hyundai Tucson
- RS model added
- Low-speed AEB standard
- Practicality unchanged
- Halogen headlights on base car
- No AWD model
- Full safety pack still only on top-spec
- 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
The changes aren't dramatic for the Honda HR-V 2019 model. In fact, you could look at it and not even know this is an updated, facelifted model.
But there are a few nips and tucks here and there that freshen up the appeal of the Japanese brand's small SUV, which first went on sale in Australia back in 2015.
It still has practicality on its side, and the value equation remains reasonably strong, especially on lower-grade models. And now, with some additional range-wide safety gear and a sporty looking RS model, there's arguably more to like than ever before.
|Fuel Type||Regular 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 are some positive changes to the updated 2019 Honda HR-V. The city AEB system on all models is a welcome addition, and personally, I'm absolutely sold on the look of the RS model, plus the additional effort that has been put in by Honda for this version makes it the most appealing example.
All in all, the Honda HR-V remains a favourite in the small SUV segment - admittedly one with limited choices in terms of drivetrains, and without all-wheel drive - but it possesses other strengths that make it pretty darn appealing.
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.
Can't tell the differences? There are a few, with new grille and headlight and tail-light finishes across the range, plus a new front bumper design. Elsewhere, it's hard to pick this as a facelifted model.
There is no denying the RS grade looks the best of this bunch, with its bigger 18-inch wheels and darkened chrome exterior styling highlights, along with the piano black body kit around the lower edges of the car and body-colour rear spoiler, all combining to create a cohesive and smart looking little SUV. The design of the exterior is really well considered.
That's not to say the other models don't live up to the RS, but it's certainly the standout. The entry-level VTi still looks like an 'affordable' model, with its yellow halogen lights and less appealing wheel choice.
The VTi-S and VTi-LX are harder to separate, but there are some design highlights to split them: the wheels are the same size (17-inch) but the VTi-S ones look a little tamer, and it gets body-colour door handles; the VTi-LX has chrome handles and a more attractive wheel design.
The exterior size of the HR-V hasn't changed, apart from the RS model, which is a little longer and a little wider due to its body kit. The measurements are: 4348mm long (RS: 4360mm) on a 2610mm wheelbase, 1772mm wide (RS: 1790mm) and 1605mm tall. It's hardly hard to get into, with ground clearance of 170mm, but for the concerned parents out there you can option side steps for the rear doors.
As you can see from the interior photos, the changes haven't been huge inside, and there are no differences to the interior dimensions. But the practicality - whether you choose a low-spec version with cloth trim or a flagship model with leather - is just about as good as you can expect in this segment.
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.
The Honda HR-V has cabin size on its side.
If you've never sat in one, you will probably be surprised when you do. There's a lot of room, both in the front and the back, and with the driver's seat set in my position (I'm 182cm tall), I had enough space to sit behind that spot.
There's good rear legroom and reasonable width to the cabin, but headroom could be a little better, particularly in the range-topping model with the big panoramic sunroof.
Being a Honda, the storage game is on point. There are cup holders up front, door pockets with bottle holders in each of the doors, and decent loose item storage, too.
Honda's 'Magic Seats' - fitted to all HR-V models - allow the rear seat area to double as a storage space. As you can see from the images, the base of the back seat can be flipped up, which allows you access to a huge space to store long items. You can fit pushbikes in there. Trust me. Or you can lower the seat bases down, and then drop the rear seat backs for a huge boot.
The boot space on offer in the HR-V is terrific for the class, with 437 litres of luggage capacity with the rear seats in place, with the boot dimensions expanding to 1462L with the back seats folded flat. The ridiculous floppy mesh cargo cover remains, but you can option a hard tonneau cover for the boot if you want, and there's a cargo liner available, too.
There's a space-saver spare tyre under the boot floor.
Only the VTi model misses out on roof rails, so if you want to fit a roof rack you might need to consider that.
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
So, you want to compare Honda HR-V models? You want to know what you get if you buy the top of the range model vs one of the entry grades? You've come to the right place.
Kicking off the price list is the value-focused VTi, which lists at $24,990 (RRP - that's the price before on-road costs, not a driveaway price). The next model up in the range is the VTi-S, listing at $27,990. Then there's the new RS model, at $31,990. How much is a top-spec HR-V? That'll be the VTi-LX, at $34,590.
Now we're done with the price guide, let's run through what each model is fitted with.
The entry-level VTi model is attractively priced, and scores some points on specifications, too.
Standard features include a 7.0-inch touch screen with in-built satellite navigation system (sat nav, GPS - whatever you want to call it) with Bluetooth phone and audio streaming and USB connectivity. Sadly, no model comes with Android Auto or Apple CarPlay, so you'll just have to sync your iPhone or other smartphone by USB or Bluetooth.
The media screen doubles as a display for the reversing camera. There's cruise control, single-zone climate control air conditioning, and the VTi has projector halogen headlights with LED daytime running lights. You don't even get HID lights on the base spec, which is disappointing.
Step two in HR-V trim levels is the VTi-S, which sees the addition of keyless entry (smart key) and push-button start, auto on/off LED headlights, LED 'optical style' tail-lights, rear parking sensors, 17-inch alloy wheels, and Honda's 'LaneWatch' side camera system. This version gets roof rails, too, which the base grade misses out on.
The interior of the VTi-S model moves up to chrome and piano black finishes, a leather-wrapped steering wheel and leather-bound gear-knob, and the passenger's side vanity mirror is illuminated. Plus you get an extra pair of 12-volt plugs (one in the back seat, one in the rear), and a second map pocket in the back (the VTi has only one).
RS models are the sportiest looking versions in the range, and they get a different steering and suspension tune to live up to the look.
Beyond the stylish model-specific 18-inch alloy wheels, the RS gets piano black exterior trim for its body kit, including a lower front spoiler, side skirts, rear spoiler and wheel arches, plus smoked chrome look front and rear elements. This version also has dark chrome front door handles, auto-tilt passenger side mirror, black mirror covers, and additional sound deadening over the lower grades.
The RS also comes with leather seats (well, leather-appointed seats, as Honda puts it) which have been redesigned in this spec and the model above, plus the front seats are heated. It also adds rear tinted windows, auto wipers, alloy sports pedals, and a "smooth sports leather-wrapped steering wheel" with paddleshifters.
At the upper end of this model comparison is the VTi-LX, which builds on the equipment of the models below, with additions such as electric driver's seat adjustment, a panoramic sunroof, an auto-dimming rearview mirror, electric folding side mirrors, chrome exterior door handles, auto up/down windows for all doors, LED interior lights, dual-zone climate control, and front parking sensors.
As before, VTi-LX models have the more comprehensive safety suite, including high-speed auto emergency braking (AEB), lane departure warning (not active lane assist) and auto high-beam lights (but still no blind spot monitor). We'll run through the rest of the safety technology in the safety section below.
However, the VTi-LX drops back to a 17-inch wheel instead of rolling on 18s like the RS, and it doesn't get the sports leather steering wheel.
While the multimedia system covers off most infotainment needs, there's no DVD player or CD player, and no DAB digital radio, either. The sound system is identical between all four models, with six speakers (no subwoofer).
And if you're wondering about things like a power tailgate or heated steering wheel, the HR-V range doesn't quite go that far in terms of luxury.
Accessories-wise, customers have a range of options to choose from - and it goes well beyond floor mats. There are roof racks, black 18-inch alloy wheels or two-tone silver/chrome rims, a hard tonneau cargo area cover, a ow bar and bike attachment, bonnet protector and even a camping tent. Other ones that might appeal include a rear and front metal-look garnish (the latter is hardly a bull bar or nudge bar - if you want one of those, you might need to shop the aftermarket).
How many seats in the Honda HR-V? Five, and they're very practical!
Oh, what about colours (or colors, depending on where you're reading this!)? Well, there are seven on offer: the new hero colour is 'Phoenix Orange', but there are the usual suspects like 'White Orchid', 'Lunar Silver', 'Modern Steel' (grey), 'Ruse Black', 'Brilliant Sporty Blue', and 'Passion Red'.
Every one of those paint options will cost you $575 more, with only 'Taffeta White' non-metallic paint coming at no cost (RS models aren't available in that colour, but the paint cost is factored in to the list price).
Oh, and this time around there is no purple colour, and the green that looks so appealing on the Japanese market 'Honda Vezel' still isn't offered in Australia.
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
There are no changes to the engine specs of the drivetrain on offer in the updated HR-V.
The engine size and specifications go unchanged for the 1.8-litre four-cylinder petrol engine, remaining at 105kW of power (at 6500rpm) and 172Nm of torque (at 4300rpm). So, it's no horsepower hero - and there's no turbo engine in sight, which is a shame.
The motor is only available with a continuously variable transmission (CVT) - and there is no manual transmission option, as much as we'd like to see a version with a clutch in the RS spec. The CVT has been updated with 'stepped ratios' to "enhance the sporty feel" and provide "more responsive acceleration".
The HR-V sold in Australia remains a 4x2 (front-wheel drive) model only - there are some markets that get an AWD / 4x4 model, but we miss out. Likewise, there's no diesel version, and you can rule out LPG, too.
Does fuel tank size matter to you? The fuel tank capacity of the HR-V is 50 litres. And if you're curious about the kerb weight, the number for the VTi is 1269kg, the VTi-S is 1274kg, the RS is 1294kg and the VTi-LX is 1319kg.
You may want to reconsider fitting a towbar, because the towing capacity ratings of the HR-V are minuscule: 500kg for an un-braked trailer, 800kg for a braked trailer.
You may want to check out our Honda HR-V problems page if you have concerns about automatic gearbox problems and suspension issues, and be sure to consult your owner's manual for information on oil type, capacity and consumption and the correct battery you'll need. Timing belt or chain? It's a chain.
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.
Fuel economy for the models in the range is dependent on which variant you choose.
For instance, the VTi model has claimed consumption of 6.6 litres per 100km (so, the fuel consumption km/L figure is 15.1). The RS model claims 6.7L/100km (14.9km/L), while the VTi-S and VTi-LX models claim 6.9L/100km (14.5km/L).
So you can expect fuel mileage to vary slightly between models, but all versions have an 'econ mode' if you want to keep the consumption down. The HR-V can run on 91RON regular unleaded petrol.
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.
The majority of my launch drive time was spent in the RS model, which is - understandably - the version Honda wanted to show off most.
It's a new nameplate for the HR-V line-up, and it has the most visual differentiation compared to the other versions. But it's also the best to drive, with a more fun-focused edge to it.
In truth, the HR-V has never been that much fun to drive. The RS model changes that - to a degree - with a different steering system to the rest of the range. The new variable ratio set-up feels a bit more like real steering in your hand, as opposed to the standard electric system in the other models, which doesn't feel as natural or progressive.
The RS's unique steering requires less effort at higher speeds, but there's a slight downside: in combination with the bigger 18-inch wheels (with wider tyres than any other model in the range), the RS model has a bigger turning circle (11.0m vs 10.6m - or a radius of 5.5, vs 5.3m).
The suspension of the RS model has also been tweaked - the set-up remains a MacPherson strut front suspension and torsion beam rear suspension, although the RS gets a specific tune to the dampers which Honda claims "deliver a more rewarding drive with flatter cornering, greater control and a more stable ride".
It's a decent improvement, with more agility and control to the vehicle over bumps. We drove the RS and VTi-LX, and in comparing those two models it was clear the RS was the better tune in terms of body control and overall compliance, even if it offered a minor penalty to pay over sharp edges at lower speeds. But the RS's suspension never felt too harsh - which is important for a vehicle like this.
The real question is - why didn't Honda just do the RS suspension tune for all HR-V models? Presumably that suspension set-up would be even more impressive on a smaller wheel with a bigger tyre sidewall...
The performance from the 1.8-litre engine isn't terrific, but it definitely gets the job done. You're not going to win many acceleration races, and it doesn't gather speed with as much urgency as some of its competitors that roll with turbocharged engines.
But the revisions to the CVT have been worthwhile - it feels a little more willing when you plant your foot, and there's less droning from the transmission. Plus RS and VTi-LX models gain additional sound deadening to try and reduce road noise, and these versions get different seats to the lower grade versions, too. They feel a bit more plush, then, and not just because of the leather seat trim.
There is no off road review to be done here. While the numbers suggest the HR-V could cope with some rough terrain, (ground clearance mm: 170mm), the off road capability is limited by the fact it is front-wheel drive only.
Sure, you might be able to fit a set of off-road tyres to the alloy wheels, and yes, that would look pretty cool. But I wouldn't go testing the wading depth in my HR-V, if I were you.
That's fine, though - this is a city-focused SUV, and it nails that task.
Cabin design and practicality is where the HR-V still shines brightest, even if it isn't as up-to-date as it could be. There are little things, like the fact that every model is fitted with a space-saving electronic parking brake, and those 'Magic Seats' that are fitted to all variants, that add to the smartness of the space. Admittedly, to be even more enticing, things like Apple CarPlay and Android Auto would be added, plus a digital speedometer.
But all in all, the updated HR-V is an improvement on what was already a very good small SUV.
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 safety rating of the Honda HR-V remains a maximum five-star ANCAP score, which it was originally awarded in 2015.
The safety features list has been improved for this facelifted model, with the addition of a low-speed auto emergency braking (AEB) system, known as 'City-Brake Active'. It will warn the driver and apply brake force at speeds from five-32km/h.
The best safety package is still reserved for the range-topping model, which gets full forward collision warning and AEB, plus lane departure warning and auto high-beam. You can't option that tech on the other models, either, which is kind of disappointing. Unlike some rivals, you can't get blind-spot monitoring, or rear cross-traffic alert, or adaptive cruise control. So the high-spec model's kit is good, but not great.
There's a reverse camera on all grades, and Honda's 'LaneWatch' camera on the top three specs. The base model can be optioned with rear parking sensors, and those are fitted to the three higher specs as standard, with the top spec model gaining front park assist sensors.
If you need to fit a baby seat, you'll be pleased to know there are two ISOFIX anchor points in the outboard rear seats, plus three top-tether attachments.
All HR-V models have six airbags.
A lot of people search "where is the Honda HRV built?" Well, firstly, it's the HR-V - hyphens are important. And secondly, you might be surprised to learn the answer is not Japan, it's Thailand.
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.
Honda has a strong ownership plan compared to some of its small SUV rivals.
With a five-year/unlimited kilometre warranty, it's among the best in the class. No need to worry about an extended warranty, like you might if you bought a Toyota C-HR or Suzuki Vitara. No model in this segment has anything better than the warranty that Honda offers.
As for capped price servicing, the plan spans up to 10 years or 100,000km - meaning service intervals of 12 months/10,000km, whichever occurs first. The service costs are pretty well under control, too, with the average capped price service costing $296, before additional consumables.
See our Honda HR-V problems page for issues, complaints, common faults and defects. It should be able to help you gauge the reliability rating of the car.
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.