Hyundai Tucson 2010 Problems

The rear does more than just roll along the road and contribute to the braking; it actually helps support a fairly heavy vehicle. Most of these type vehicles seem to be getting rather poor tyre mileage and our tyre specialists report similar mileage to that you're getting. Keeping a watchful eye on the tyre pressure to make sure it's up to spec is one of the things you can do, it's also worthwhile checking the alignment to make sure that's in spec as well, particularly if there are any signs of uneven wear across the tread.

Your long-term experience reinforces what we already know from our time with all the latest Hyundai models.

There are two issues with making the swap. The first is the load rating of the 215/60 tyre is lower than that of the 215/65 tyre in Standard load form. You might be able to compensate for that by using an Extra load version of the tyre. The second thing is that that 215/60 tyre is 22 mm smaller in diameter than the 215/65 tyre, which exceeds the maximum allowable 15 mm difference. For that reason it would make your car unroadworthy.

I would rule out the CX-7 on the basis of poor fuel consumption, the performance of the iX35 petrol version is a little lacking, the Tucson is a better car, but I would suggest the X-Trail is probably your best bet.

It's likely to be the computer detecting something wrong and shutting the engine down. Does it come back to life if you turn the key off and then try to restart? If so it's most probably the computer.

WHEN we contacted Hyundai they confirmed plans to bring the new model Tucson to Australia in the first half of 2010.

If a car overheats (for whatever reason, but a blown head gasket is a prime cause of this) the damage to the engine internally can be catastrophic. Pretty much any component can be compromised after an overheating event, so knowing where to start looking is the big question here.

Changing the head gasket requires removal of the cylinder head, and reassembly involves making sure that the camshaft timing is reinstated correctly. If there’s been a mistake made in this regard, the engine will almost certainly not run. 

Certainly, injector failure is not unknown in modern turbo-diesels, but the fuelling system on a modern, common-rail turbo-diesel is a complex, fine-tolerance arrangement, so you also need to check the filters, fuel pump(s) and operating pressures. Even then, you might find that a simple, cheap-to-replace sensor is the single component preventing the vehicle from running.

I’d start with an electronic interrogation of the car’s computer. The problem there is that if the car hasn’t actually run with the issue that’s preventing it from starting, the computer may not have had the opportunity to log the problem in the first place. That said, a simple fault code might be all you need to know to move forward, so a scan is in order. Beyond that, it’s back to first principles, checking the timing and clearances of all the mechanical bits and pieces, including having the injectors bench-tested.