Hyundai Tucson VS Mazda CX-5
- 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
- Gorgeous styling
- Interior fit and finish
- Added off-road capability
- Road noise still too high
- Firm ride
- No hybrid options
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|
Mazda’s CX-5 has long reigned as Australia’s favourite mid-size SUV, but 2020 is likely the year it loses that title to the much-improved, new-generation Toyota RAV4.
To try and keep up with fresher competition though, Mazda has introduced rolling updates to the popular CX-5, including a new off-road mode for all-wheel drive (AWD) variants that better equips the stylish SUV for rough terrain.
Pairing its new capabilities with the same high-calibre interior fit and finish as before, as well as a five-year/unlimited kilometre warranty, means the new CX-5 is the arguably the most complete package it has ever been, but is it still good enough for your consideration in 2020?
|Engine Type||2.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
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.
The latest round of spec enhancements don’t add too much to the already-winning formula, but the Off-Road Traction Assist function is a nice box-ticker for buyers worried about the CX-5’s sure footedness.
Class leading safety and catwalk-worthy styling remain strong attributes, but buyers will have to forgo a little comfort and no electrified engine options.
We love that crucial safety systems are fitted to all grades of the CX-5, meaning even the base Maxx variant is a compelling buy.
If we had to pick though, we'd go for the AWD 2.5-litre Touring for $40,980, which is loaded with nice creature comforts such as a head-up display and keyless entry for a price that doesn't break the bank.
The mid-size SUV field is as strong as it has ever been however, with the battleground set to heat up even more thanks to new and refreshed entrants arriving in the near future, meaning the CX-5 might soon need a big leap forward instead of just iterating to remain ahead of the pack.
For now though, the Mazda CX-5 still has the substance to back up its style, even three years on from the market launch of its latest form, though only just.
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 first of Mazda’s models to adopt its latest design language, the second-generation Mazda CX-5 hit Australian showrooms in 2017 and has remained largely the same since.
That’s no bad thing mind you, as the CX-5’s smooth panels, sharp edges and subtle creases embrace a more timeless and classic design philosophy relative to the dated design elements of its rivals.
Every touch point inside the CX-5 feels top-notch, including the steering wheel, door trims and seats, while buyers can also personalise the interior with colours such as black, white and brown.
Our top-spec Akera test vehicle came fitted as standard with nappa leather, which feels ultra-luxe and premium.
The interior is laid out with a clean and crisp design, with all controls well placed, and large swathes of black surfaces broken up with textured materials.
We don’t have much to complain about in with the CX-5’s design, inside or out, but at the risk of nit-picking, we’d say the multimedia screen is starting to look dated, especially when stacked up against the well-designed unit of the Mazda3 and CX-30.
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).
Measuring 4550mm long, 1840mm wide and 1680mm tall, the CX-5 is slightly shorter than the likes of the Toyota RAV4, Nissan X-Trail and Hyundai Tucson, but its generous 2700mm wheelbase is larger than most of its peers.
Which means interior room in the CX-5 is excellent, especially in the front seats, where there is plenty of head, shoulder and legroom.
The fantastic driving position in particular has to be called out, as our CX-5 test car serves up an electronically adjustable seat and steering column that let us get in just the right place for our hands and legs.
Mazda’s driver-focused philosophy applies to all its models, and the CX-5 family hauler is no exception.
Rear seat room, while adequate, will just about fit three adults sitting abreast, but a full row of children or even teenagers shouldn’t be a problem.
Keep in mind though that second-row legroom can be compromised for taller passengers, but there is plenty of headroom.
Amenities in the second-row also include air vents and, in our top-spec grade, heated pews and two USB sockets, the latter found in the fold-down armrest that also houses two cupholders.
As for the boot, the CX-5 will also swallow 442 litres of volume with all seats in place, extending to 1342L with the pews stowed.
In real world terms, that means the CX-5 will easily cart around a family of five with the weekly groceries and folded stroller in tow, but it is noticeably smaller than the 580L/1690L capacity.
We will also point out that we couldn’t find any bag hooks in the back of our test car, though there were handy seat-folding tabs that could stow just the centre seat or each of the outbound pews with just a simple pull.
Storage throughout the cabin is also just OK, with a shallow glovebox and small storage tray below the climate controls.
The centre storage cubby however, is sizeable, and comes with a tray to keep items like a phone or wallet close to the surface to prevent you having to reach in a fish them out.
Door pockets also offer decent storage up front, but rear passengers will only be able to fit a water bottle in their doors.
Price and features
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.
Though Mazda has slightly increased the pricing of its CX-5 for the 2020 model year, there's still a wide selection of grades available from $30,980, before on-road costs, to $51,330.
Our test car, the AWD Akera grade paired with a 2.5-litre turbo-petrol engine, is priced at $50,830, making it the second-most expensive variant available.
Standard features across the range include an 8.0-inch multimedia display, 17-inch wheels and push-button start, but our test car was also kitted out with dual-zone climate control, satellite navigation, a powered tailgate, head-up display, leather interior and power-adjustable mirrors.
However, it’s the huge array of standard safety equipment that stands the CX-5 apart.
All CX-5s, including the entry-level Maxx, are fitted with features such as adaptive cruise control and autonomous emergency braking, which are sometimes relegated to higher grades or options in competitor SUVs.
The Akera grade also gains 19-inch alloy wheels, ambient interior lighting, heated and cooled front seats and heated rear seats, as well as a frameless rearview mirror, heated steering wheel and woodgrain interior panels, It’s these small details that elevate the CX-5 from its peers.
There’s equipment here that is rarely seen in anything outside models from the big three German brands, and though a Mazda badge doesn’t quite hold that level of cache, the CX-5 is also not priced quite as highly as a BMW, Mercedes or Audi, either.
Whether you agree with Mazda Australia’s decision to push some models upmarket with higher price points and more equipment, there's no denying the blend of luxe and value presented in the CX-5.
Engine & trans
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.
We’ve tested this engine before, and while nothing has changed on the powertrain front, we’re still big fans of this mill’s effortless oomph.
As one of the most potent petrol engines you can get in the mainstream mid-size SUV class, coming away from the line is expectedly brisk and the engine will enable a zero to 100km/h in an almost-hot-hatch-bothering 7.7 seconds.
Overtaking at freeway speeds is also easy, with the smart-shifting automatic transmission smoothly kicking down a cog for some extra shove.
Speaking of, peak torque is available from 2000rpm, making the CX-5 a delight to drive at slower speeds instead of a slow-moving bothersome chore.
However, we reckon the six-speed auto need another gear for freeway driving, just to keep revs and engine down a little more.
If the flagship 2.5-litre turbo-petrol engine isn’t your speed, there are other powertrains available in the CX-5 range, including a base 115kW/200Nm 2.0-litre petrol unit that is paired to a six-speed manual gearbox and an automatic-transmission-only 140kW/252Nm 2.5-litre petrol.
Diesel is also offered in the CX-5 range, an increasingly rare occurrence as the Toyota RAV4, Ford Escape and Subaru Forester are no long offered with oil-burning options, and in Mazda’s case is a 140kW/450Nm 2.2-litre twin-turbo unit.
However, unlike the three aforementioned mid-size SUV competitors, Mazda does not offer its CX-5 with any sort of electrified powertrain.
One could argue that in 2020, Australia is yet to fully embrace the electric vehicle future, but for those wanting the latest in hybrid or plug-in powertrain technology, the CX-5 does not yet have an answer (like most competitors).
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.
Official fuel consumption figures of the 2.5-litre turbo-petrol CX-5 peg it at 8.2 litres per 100km, but with our short stint in the car we managed 9.8L/100km.
To be fair, our driving consisted mainly of inner-city suburban streets and a brief stretch of highway driving, as well as some hard acceleration.
For those looking for a more frugal CX-5 though, the diesel engine is also available that will sip just 5.7L/100km, while the 2.0-litre and 2.5-litre petrol units are also less thirsty at 6.9 and 7.4L/100km respectively.
Again, a petrol-hybrid option here would help lower fuel-consumption even more, so if stretching your dollar further at the bowser is a concern, you may want to look elsewhere.
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 big headlining change to the new CX-5 is the added off-road driving mode added to AWD variants.
Dubbed ‘Off-Road Traction Assist’, the system locks the rear differential at the push of a button, enabling torque to be sent to the wheels that have grip.
In theory, the system is designed to better allow the CX-5 to get out of a sticky situation, such as deep mud or some particularly tricky terrain, and in practice it does what’s advertised.
Don’t get us wrong, the CX-5 isn’t transformed into a Jeep Wrangler or Toyota LandCruiser because of the new feature, but it certainly helps that Mazda has added extra go-anywhere assurance to its popular model.
Also keep in mind that the CX-5 will still be limited by ground clearance and its approach angle.
On the occasion that the CX-5 ventures down an unsealed road or rough terrain in inclement weather when venturing to a remote Airbnb or holiday home, the Off-Road Traction Assist button will surely be a welcome addition.
Aside from the new off-road mode, the CX-5 drives largely the same as before – for good and bad.
Steering is sharp, direct and communicative, while also being light and pleasant enough to manoeuvre around town.
However, the trade-off for a nice steering SUV is that suspension is still a bit too firm, for our tastes at least, which is of particular note in a five-seat family hauler like the CX-5.
Don’t get us wrong, its not back-breaking by any stretch, and on smooth surfaces, the ride is perfectly liveable.
Unfortunately, Australia – and in this particular case, Melbourne – is full of more than just smooth roads, with the occasional large dip and bump (not to mention the juttering of travelling over tram tracks) transmitted right to occupants.
Mazda said it has also improved the NVH levels of the new CX-5 thanks to extra sound deadening, but without driving the old car and new one back-to-back, it is a little hard to tell the level of enhancement.
However, we are happy to report road and wind noise was kept to a minimum in our time with the car, even at freeway speeds.
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.
Safety is where the Mazda CX-5 stands heads and shoulders above the competition.
Lane departure warning, lane-keep assist, reversing camera, rear parking sensors, driver attention alert, autonomous emergency braking (AEB) and adaptive cruise control, as well as auto high beams, wipers and headlights, are all included as standard across the entire Mazda CX-5 line-up.
But wait, there’s more as our Akera test car also has front parking sensors, traffic sign recognition and a surround-view monitor to make parking a breeze.
New in the 2020 model-year upgrade however, is night-time pedestrian detection for the AEB system.
The list of safety equipment included in the CX-5, even at its cheapest, is the yardstick from which all other cars – including models from premium brands – should be measured.
No surprises then that the Mazda CX-5 carries a full five-star ANCAP safety rating when it was first tested in 2017.
The Mazda mid-size SUV scored 95 per cent in the adult occupant test, while the child occupant protection examination yielded an 80 per cent score.
As for the vulnerable road user and safety assist categories, the CX-5 notched 78 and 59 per cent respectively.
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.
Service intervals are every 10,000km or 12 months, whichever comes first.
Basic service costs will alternate between $347 and $378 up to 160,000km or 16 years, but additional scheduled maintenance items will cost extra.
For example, the cabin filter will need to be replaced ever 40,000km, costing an additional $80, while spark plugs will need to be refreshed every 60,000km interval at a cost of $327.
As such, the first five years of servicing, by our calculations for the 2.5-litre turbo-petrol CX-5 Akera, will cost buyers $2092.