Mitsubishi ASX VS Hyundai Tucson
- Good safety package
- Interior space
- Weak engine/transmission combination
- Iffy ride and handling
- Feeling old
- Improved handling
- Worthwhile changes to drivetrains
- Looks more cohesive
- No AEB in two most affordable models
- Halogen headlights on three grades
- Can be pricey
You can never be completely sure about the age of a car, but I reckon the Mitsubishi ASX has taken over as the elder statescar after the demise of Holden's Captiva. The old Holden was commissioned by the pharaoh Khufu while the ASX arrived a few years later... in 2009.
Over the last near-decade, the ASX has consistently sold without any major changes. Evolution has been the name of the game (ironically), with now-annual running changes to the ASX to try and keep it fresh.
The compact SUV segment is enormously competitive, with new entrants squeezing the ASX harder than ever. Amazingly, despite being ready for the pension, it still manages to post excellent sales figures when by rights it should be languishing near the bottom - old cars are old news.
|Fuel Type||Regular Unleaded Petrol|
The Hyundai Tucson was never going to be left looking out of place amidst the Korean company's more aggressively-styled SUV line-up - and so what you see here is the mid-life update of the popular mid-size SUV.
But there are some minor cosmetic changes for this updated Tucson model - and the underlying story here is that the amendments go beyond the metal.
The Tucson's tech has been upgraded, and so have the drivetrains - plus the model range has been tweaked. How does it all stack up? Let's get down to the nitty gritty.
|Fuel Type||Regular Unleaded Petrol|
It might be as old as the hills but the ASX keeps going. It's tempting to say it's on life support, but it still does the job, and with the new ADAS package, there's still life in the old dog. It's also cheaper than before, although why you'd want to spend money on the Exceed when you have everything that's worthwhile in the ES ADAS or LS is beyond me. As for the pick of the range, I'd go for the LS - it has the nicer interior trim and better seats.
The ASX will be with us for a while yet - as the newest member of the Renault-Nissan Alliance, whatever was on the way has been delayed. So for now, the ASX is the roomiest, cheapest and among the best-equipped in its class. It's just a shame it has to be so boring.
Does the ASX do what you need or is the old-timer too far off the pace? Tell us what you think in the comments below.
Does the facelifted 2019 Hyundai Tucson change the game for the mid-size SUV segment? Not really. But it does improve an already well-rounded package.
The availability of the SmartSense safety pack on lower grades is welcome, even if some competitors offer some of the kit as standard. Even so, it'd be hard to go past the value on offer in an Active X 2.0-litre FWD model with the safety pack, which is our pick of the range - even if at least some of the safety stuff should really be standard.
What spec of Hyundai Tucson would you choose? Tell us in the comments section below.
The early cars were a study in minimalism and looked so bare they could have come straight out of an early Grand Theft Auto game, such was the lack of detailing. These later models feature lashings of chrome and a far less timid approach, on the nose at least. The profile has been the same for the better part of a decade, with just the occasional addition like new wheels or wing mirrors.
The 18-inch wheels give the car a good solid stance and the paint looks pretty good these days. But that's pretty much it. The ASX is a box on wheels with doors that clang when you shut them.
Inside has once again had a going-over. The last proper update to the cabin made it a much better place to be. The part-suede interior of the LS is the one to go for, the Exceed's leather merely adds to the overall cheap-feel. The ASX is entirely unpretentious - no soft plastics, no attempt to cover gaps or blanks (the fifth cupholder is now covered by a dodgy-looking cap) and the switchgear is a mix-and-match arrangement to get the job done. Nothing wrong with that, but it might leave an aesthete twitchy.
The exterior design of the updated Tucson is largely unchanged - the metalwork hasn't been altered, but there are new graphic differentiators if you take a look at the lights at either end of the SUV.
Hyundai's new cascading grille design dominates the front end, and while the shape of the headlights hasn't changed, the inlays have, and along with the new bumper there are more angular LED daytime running lights. You can tell the higher-grade versions by the horizontal slatted chrome grille, while entry models have a black honeycomb look with a silver frame.
Sadly, you can only get LED headlights on the top spec, but the appearance on lower grade models which run halogen projector lamps is really dumbed down by the mix of crisp white angular lights and a round, yellowy bulb in the middle.
The tail-lights are slightly different looking - again, with a different inlay, and again with LED only fitted to the top spec. The reflectors have moved up a bit, mirroring the i30's Euro-look back end.
As you may expect, there's no difference to the dimensions - it's the same size from nose to tail at 4480mm long, 1850mm wide and up to 1660mm tall (with roof rails).
No matter which model you get, there's not a sporty edge to the Tucson - you can forget about a body kit or rear diffuser, but there is a tailgate spoiler. A set of side steps could be fitted, but may be unnecessary, because the Tucson doesn't sit up that high.
You guessed it, the interior dimensions are unchanged, too. But as the interior images show, there are now different options when it comes to the colour of the leather you can get. You can choose the lighter leather as part of a 'Luxury Pack'.
Straight up, I'll answer a common question - how many seats? The ASX is as near as you'll get to a five-seater in this segment. Interior photos show generous interior dimensions, its boxy exterior design delivering a good size cabin.
Front seat passengers score a pair of cupholders and a decent-sized central bin with a lid on top doubling as an armrest. Rear seat passengers miss out on many things - there's just one seatback pocket but there are two cupholders in the armrest.
Boot space starts with 393 litres, which is near the top of the class. If it's maximum luggage capacity you're after, drop the 60/40 split-fold rear seat and you'll have 1193 litres.
Despite looking like it's on stilts, the ground clearance is 205mm, which is significantly higher than the segment's low-rider, the Mazda CX-3. As you might expect, if you're this low-slung - and without 4 wheel drive, off-road ability is compromised.
The 4.4m long ASX's turning circle is a small-ish 10.6 metres.
The changes inside include a dashboard layout that mirrors the Santa Fe and Kona, and looks a damn sight more modern than the existing set-up.
It comprises a new tablet-style media screen, which is a 7.0-inch unit in the base model and this 8.0-inch screen in the rest of the range. The bigger screen adds digital radio and sat nav, but all models come with Apple CarPlay and Android Auto.
Some people might like the screen being up on top of the dash, so it's in your line of sight and easier to touch-control when you're driving. Others will prefer where it used to be, down where the air-vents are now.
The controls are all well placed, the seats are comfortable and offer good adjustment, and the storage is well sorted, too - there are cupholders between the front and rear seats, bottle holders in all four doors, and loose item cubbies here and there, too, plus a wireless phone charger in the high-spec model.
There are two interior colour options on the Active X, Elite and Highlander leather-clad models, and it's tidy… but does it feel as special as a Mazda CX-5? Not quite.
The back seat is very roomy, considering the external dimensions of the Tucson aren't as big as many of its competitors. With the driver's seat set in my position (I'm 182cm tall) and myself positioned behind it, I easily have enough rear legroom to be comfortable, enough toe room to stop them from going numb, and a lot of headroom, too - even in the high-spec Highlander with the lovely panoramic glass roof.
You should be able to fit three across the back without too much hassle, and there are dual ISOFIX positions and three top-tether points. Rear air-vents are only fitted to the top two specs, which is annoying, and the top three models get a rear USB charger, but the base model misses out.
The boot space dimensions on offer in the Tucson are good - bigger than a Nissan Qashqai and Mazda CX-5, but not quite as big as an X-Trail or Honda CR-V. The luggage capacity is 488 litres with the seats up, and the storage space expands to 1478L with them folded down flat.
Every model has a full-size matching spare wheel under the boot floor and cargo liner (and you get a retractable cover to keep prying eyes away from your boot cargo), and the top-spec gets an electric boot lid. If you're a sales rep or have dogs, you might want to consider a barrier, which you can fit behind the rear seat.
If that's not enough size, every model comes with roof rails, so fitting a roof rack system won't be too much of a problem.
Price and features
The MY19 upgrade - one of many over the ASX's long and fruitful life - has brought some changes to the price list and a rejig of the available models. There's a new entry-level model, the ES, the mid-point LS and a range-topping Exceed. All pricing is RRP and how much you pay is between you and your dealer. The drive-way price is helpfully listed on the Mitsubishi website, however. Our model comparison features the full price range.
A big change for MY19 is the end of the all-wheel drive (AWD) for the ASX, with just front-wheel drive on offer. So no more AWD option, meaning if you're after an off-road review, you're out of luck.
The new entry-level ES means it's now $1510 cheaper than before for the cheapest ASX.
The ASX now starts at $23,490 for an ES with a manual gearbox and $25,490 for the CVT automatic transmission. The value proposition is pretty reasonable - you get 18-inch alloys, four-speaker stereo, climate control, reversing camera, halogen headlights, leather gear shifter and steering wheel, power folding rear vision mirrors, cruise control, power windows all round, cloth trim and a space saver spare tyre.
The ES ADAS is $26,990 and is essentially the ES with a safety pack, which you can read about in the safety section.
Moving on to the second of the three models, the LS starts at $27,990 and is auto-only - so no manual transmission. To the ES spec you can add keyless entry and start, the 'ADAS' safety package, rear parking sensors, fog lights, auto high beam, auto headlights and wipers and partial leather seats with fake suede inserts (which are rather good, actually).
The $30,990 Exceed adds leather, two speakers to make the speaker number six as well as a sunroof.
The ES and LS comes with a four-speaker sound system while the top of the range Exceed scores six speakers. All of them have the same 8.0-inch touchscreen multimedia system. What is standard across the range is iPhone and Android integration with Apple CarPlay and Android Auto respectively. The new screen looks good and the updated software is easy to use, but it's not very well integrated - for instance, Apple CarPlay's clock disappears off the edge of the screen.
There is no sat nav (hmmm) or CD player (far enough, it's 2018), but there is digital radio, Bluetooth connectivity and a baffling screen that displays your GPS co-ordinates.
There are seven colours available - black, 'Lightning Blue', 'Titanium' (grey, obviously), red, 'Sterling Silver' and 'Starlight' all cost an extra $590 while white is a freebie. Not surprisingly, orange and brown are off the menu.
When it comes down to it, price is important - so here's a price list of how much each version of the Tucson range will cost you. Note: these are the prices before on-road costs (RRP), not the drive away price. Check our Tucson listings for great deals.
The Go can be equipped with the 2.0-litre petrol and a six-speed automatic (FWD) at $30,650, or with a 136kW/400Nm 2.0-litre turbo-diesel eight-speed auto at $35,950.
The Go has standard features such as 17-inch steel wheels with a full-size spare, a 7.0-inch touchscreen media system with six speakers, a reversing camera, Bluetooth connectivity, a single USB port up front, Apple CarPlay (for your iPhone) and Android Auto smartphone mirroring, a digital driver information screen with digital speedometer and trip computer, cruise control, manual air conditioner controls, front fog-lights, roof rails, auto projector halogen headlights and LED daytime running lights.
The range then steps up to the Active X, available as a 2.0-litre FWD manual from $31,350, with a 2.0L FWD six-speed auto at $33,850, or in 2.0-litre diesel AWD form for $35,950.
The Active X gains 17-inch alloys with a matching spare tyre, tyre pressure monitoring, rear parking sensors, 8.0-inch multimedia touchscreen with built-in sat nav, DAB / DAB+ digital radio, eight-speaker sound system with subwoofer, leather seats, two-way electrically adjustable driver's seat with electric lumbar adjustment, heated and folding exterior mirrors, and front and rear USB power outlets.
This model also requires buyers to add the 'SmartSense' safety pack at a cost of $2200, but at least Active X buyers will know their GPS navigation system will get upgrades every time the car is serviced. Read more about ownership below.
The Elite is auto-only: the FWD 2.0L petrol lists at $37,850, or you can have it with a 1.6-litre turbo-petrol with all-wheel drive (AWD) and a seven-speed dual-clutch auto for $40,850, and the diesel-auto-AWD version is $43,850.
The Elite moves up to 18-inch alloy wheels, adds a fully powered driver's seat, smart key (not the full keyless entry set-up - you still need to push a button on the door handle) and push-button start, rain-sensing wipers, tinted windows and rear park assist as well as various aesthetic touches. This spec still has projector halogens - not even HID or xenon lamps, which is disappointing at this price tag.
Top of the range is the automatic and AWD only Highlander. It can be had with the turbo-petrol auto AWD at $46,500, or with the diesel AWD auto at $48,800. It's the premium package, if that's what you're into.
The Highlander comes equipped with 19-inch alloy wheels, LED headlights (which would be welcome in grades below!) and LED tail-lights, front park assist, panoramic sunroof, power passenger seat, heated front seats and a heated steering wheel, powered tailgate, 4.2-inch colour LCD screen in the dash, wireless phone charging, dimming rear mirror and various aesthetic touches.
Buyers can option both the Go and Active X models with the SmartSense safety pack at a cost of $2200, and that brings not only extra high-tech safety gear, but some additional desirable equipment, too.
The pack - which is fitted to Elite and Highlander models as standard - brings blind spot monitor (also known as lane change assist), driver attention warning, forward collision warning with pedestrian detection, auto emergency braking (AEB), lane departure warning with active lane keep assist (with power steering intervention), rear cross-traffic alert and adaptive cruise control (which works down to 0km/h).
That's on top of a traction control system with ESP, hill start assist, and hill descent control - but there's no differential lock, even on the AWD models. It also adds dual-zone climate control, a cooled glove box, electric park brake, electric folding and heated side mirrors, and puddle lamps to the base two grades.
While we don't control your purse strings, a quick glance at the models suggests it'd be a hard choice in this model comparison: Active X 2.0-litre auto with the safety pack vs the Elite 2.0-litre auto.
No model comes with a CD player, and while the infotainment system is good, its multimedia capabilities don't extend to a DVD player, either. The tech gadgets don't include 'Homelink', either (some US market models can get this smart garage door opening system).
Unlike some brands, there's no launch edition - but the company has hit showrooms with attractive drive-away prices on lower grade variants. And there's a chance an N-Line sport edition may show up before this generation model is replaced.
As for accessories, we reckon you could argue with the dealer to throw in a set of floor mats on all trim levels, and you might be able to swap rims if you ask nicely, too. If you're thinking of a light bar, bullbar, nudge bar or snorkel you might need to go to an aftermarket parts specialist.
As for colours, the Go model is available with five options: 'Aqua Blue', 'Pepper Grey', 'Phantom Black', 'Platinum Silver' and 'Pure White'. Active X and Elite models add two more options - 'Gemstone Red' and 'Sage Brown'.
The Highlander has all of the above, and adds 'Dusk Blue' and 'White Pearl'. There is no green or orange available, but you can get beige leather trim on the three higher grade models ($295).
How many seats in the Tucson? Only five. If you need seven, you ought to check out the very impressive Santa Fe model.
Engine & trans
The ASX's model simplification extends to the drivetrain. Gone is AWD and diesel, leaving just one petrol engine. The engine specs read fairly adequately - the 2.0-litre naturally aspirated four-cylinder delivers 110kW/197Nm. As with the rest of the segment, engine size and power seems to be legislated to almost these exact specifications.
The 0-100 acceleration performance is best described as leisurely and noisy. The motor, codenamed 4B11, uses a chain rather than timing belt, which should help keep service costs down and improve long-term reliability. The 4B11 is capable of producing a lot more horsepower, but sadly the version of the engine in the Evo X is not available.
On the upside, this simplicity means no turbo problems or diesel problems and in this unstressed spec, engine problems are unlikely to occur with regular servicing.
Power reaches the front wheels through Mitsubishi's ubiquitous continuously variable transmission (CVT). LS buyers can choose a less than bang-up-to-date five-speed manual, but that's probably down to the fact almost nobody buys a manual.
If you're interested in the tank size, oil type and weight, the owners manual lists these things. The CVT seems a hardy if unspectacular unit, so gearbox problems appear unusual in my sweep of the usual internet forums. The CVT's abilities, however, are another thing entirely.
Towing capacity is rated at 750kg unbraked and 1300kg braked.
Just in case you're wondering, there is no LPG (or gas) option.
The range is pretty complex in terms of drivetrains, engine specs and ratings, but let's go through each motor in detail.
The entry-level engine is the 2.0-litre four-cylinder non-turbo petrol model, which Hyundai calls the 2.0 GDi (gasoline direct injection). It produces 122kW of power at 6200rpm and 205Nm of torque at 4000rpm, and is available with a six-speed manual transmission or a six-speed automatic transmission. It comes in FWD (4x2) only. This drivetrain has seen some tweaks for better refinement, but the changes aren't groundbreaking.
The next engine up is actually smaller in engine size, but features a turbocharger to up the horsepower - it's the 1.6 T-GDi, and it has 130kW of power (at 5500rpm) and 265Nm of torque (1500-4500rpm). It only comes with a dual-clutch automatic and AWD (the system is an on-demand unit, as opposed to a proper permanent 4WD set-up with low-range). This drivetrain is unchanged compared to the pre-facelift version.
The diesel engine on offer is the 2.0 CRDi turbo four-cylinder unit, which has 136kW (at 4000rpm) and 400Nm (1750-2750rpm). It used to be available with a six-speed auto, but now has an eight-speed automatic.
The fuel consumption of this model has dropped - more on that in the next section. The engine is Euro 5 compliant, meaning there is no AdBlue, but there is a diesel particulate filter.
So there are two petrols and a diesel, but we don't get any LPG, plug-in hybrid or EV versions of the Tucson.
No models on launch had a towbar fitted, so there's no part of this review that touches on that element of load capacity - but every model has the same towing capacity of 750kg with an un-braked trailer and 1600kg for a braked trailer. However, the towball down-weight limit differs for the front-wheel drive (120kg) and AWD models (140kg).
Gross vehicle weight, or GVM, varies depending on the model, with the base FWD Active listed at 2070kg (with a minimum kerb weight of 1497kg) and the top-spec diesel AWD Highlander listed at 2280kg (min. kerb weight: 1707kg).
Be sure to check out our Hyundai Tucson problems page for any mention of diesel problems, automatic gearbox problems, engine, clutch, battery, suspension, cruise control or transmission issues.
Mitsubishi says the ASX's fuel economy figures are 7.6L/100km of 91 RON petrol. Fuel tank capacity is listed at 63 litres. If you can eke out this sticker figure mileage you could squeeze out nearly 800km of range. We found its real-world fuel consumption is closer to 11.5L/100km in a mix of city and highway driving.
Fuel economy is rated at 7.8 litres per 100 kilometres (or 12.8 kilometres per litre, if that's how you prefer it) for the petrol 2.0-litre manual FWD, while the 2.0-litre auto FWD claims 7.9L/100km (12.6km/L).
The turbocharged petrol 1.6-litre DCT AWD model has claimed consumption of 7.7L/100km (13.0km/L)
Diesel fuel consumption is improved thanks to the eight-speed auto, now rated at 6.4L/100km (15.6km/L), where it was previously 6.8L/100km (14.7km/L) for the Highlander.
All models have fuel tank capacity of 62 litres - a good size to ensure decent mileage for long-distance driving, especially if you stick to ‘Eco mode'.
The ASX is the archetypal appliance on wheels. It's one of the least involving cars you will ever drive. The inconsistently-weighted steering completely insulates you from the road. It seems to need an extra quarter turn to do anything and that gets tired pretty quickly.
The CVT auto is rudimentary at best, completely outclassed by that in the Honda HR-V. The pronounced rubber band feel is something that takes some time to get used to and requires a keen eye on the speedo.
The all-around independent suspension promises much but delivers the workmanlike performance of a bored politician who knows they're resigning before the next election. Sharp bumps resonate through the cabin and body control is lacking - turn the wheel left to right and it ties itself up in knots. But once you're up to speed, it's a comfortable rider.
The safety systems seem to work reasonably well, although we did find the reverse cross traffic alert to have longer range sensors than the Starship Enterprise.
There was a mix of models on offer at the launch. I drove the diesel Elite, the FWD versions of the Go and Active X, and the turbo-petrol Highlander. So I came away with a good understanding of the strengths and weaknesses of each drivetrain - though it must be said there are no real deal breakers, here.
Let's start off with the 2.0-litre petrol drivetrain, which will account for the vast majority of Tucson sales, and has been tweaked in this iteration with peak torque coming in a little sooner. That means you don't quite need to rev it as hard to get the best out of it, but it still likes a rev.
This time around, though, the refinement has been improved, with less raucousness to it as you build revs. And while it isn't fast, it doesn't struggle to keep moving, and is more than suitable for the vast majority of peoples' needs.
If you choose the Sport drive mode the transmission seems to behave itself a bit better than it does in Eco or Comfort, holding gears a little longer - but on the steep, twisty mountain roads we were on, I chose the select gears manually (though there are no paddle shifters on any model).
There are no drive modes on the Go model, so you can't quite get the same result. It's a slightly more tedious drive experience, but only if you're attacking hilly roads. On the highway and around town, you'll find little to whine about.
What's most impressive about the Tucson is its Mazda CX-5-beating drive experience: there's a great level of connection for the driver, with the steering offering natural and rewarding response (best in the lower-grade models), and the suspension dealing with lumps and bumps extremely well.
I also drove the Highlander with the 1.6T engine and DCT. There are some vehicles with these sorts of gearboxes that are more renowned for their automatic transmission problems than anything else, and you may have read some issues with Hyundai's ‘box, too. But from a test drive perspective, there's not a lot to complain about.
My steer was pretty much problem-free, though there is a chance you might find the low-speed manoeuvrability compromised, as the combo of the turbo engine and DCT can be a little laggy in terms of throttle response.
I noted that the Highlander, with its bigger wheels and low-profile tyres (245/45/19) felt a little heavier on centre when turning, and there was a bit of road noise to contend with, too. The ride, though, was nicely sorted.
What about the diesel? Well, if you can justify the expense, you will be getting the best drivetrain of the lot in the Tucson range.
It revs smoothly once the engine is warm, and is barely perceptible at highway pace. The new eight-speed auto shifts smoothly, and its hard to catch it in the wrong gear, with the torque of the engine easily allowing you to power out in higher gears without raising a sweat.
Now, if you're into stats and facts, here are some numbers for you: 172 = ground clearance mm; 11 turning radius metres; 2.51 = turns lock-to-lock (down from 2.71).
What about performance figures? Well, Hyundai doesn't offer up any claims for 0-100km/h acceleration or top speed, but it's fair to suggest either of the turbocharged drivetrains in Sport mode will reward the more enthusiastic driver more than the 2.0-litre will.
The roads we drove weren't exactly fit for an off road review, and these sorts of SUVs typically aren't the best candidates for a lift kit or all terrain tyres. But the damp gravel roads we found ourselves driving on were littered with pockmarks and potholes, and the Australian tuning team seems to have done a terrific job.
The ride compliance is largely very good, with the front suspension only occasionally jolting hard into sharper edges (especially in models riding on the larger alloys wheels), but the rear suspension was very well judged.
And if you want to push it hard in corners, you'll be surprised by how much each of these models will morph into a high-riding rally car - the Aussie engineers have done a terrific job of blending suspension control, compliance and comfort with accurate steering, and the end result is a rewarding drive, even in the entry-level models.
If you need to load up a baby car seat, there are three top-tether anchor points and two ISOFIX anchors.
In the interests of transparency and for an opportunity to self-deprecate for your amusement, about a year ago I wrote that the ASX was missing advanced safety systems and was unlikely to see them anytime soon.
That update is called the ADAS package, optional on the ES and the same features are standard on the Exceed. ADAS includes lane departure warning, lane change assist, forward AEB and rear cross traffic alert. You also get auto wipers and headlights and rear parking sensors.
Irritatingly, the LS loses blind spot warning, lane change assist and rear cross traffic alert with no apparent way to get them on that spec. The Exceed's package also picks up automatic high beam.
The ASX has a maximum five-star ANCAP safety rating, awarded in 2014.
The Hyundai Tucson scored the maximum five-star ANCAP safety rating when it was tested back in late 2015 - and that rating remains current for the new model you see here.
That's despite the fact the previous version only saw advanced safety equipment like auto emergency braking (AEB) fitted to the top-end model. Now, however, the features available across the range include forward collision warning, adaptive cruise control, lane keeping assist, blind-spot monitoring and rear cross-traffic alert… although you still have to option that stuff as a safety pack for $2200 in the lowest two grades, and you can get the safety gear in the base manual model.
Every model, though, has ISOFIX so you can fit a baby car seat (or two), and you'll be able to see what's happening behind you by way of a reverse camera, standard on all grades. There are no parking sensors on the Go model, you get rear sensors on the Active X and Elite, and the flagship Highlander adds front parking sensors - but no model has semi-autonomous park assist (self parking), and unlike some rivals, there's no surround-view camera, either.
Every Tucson has six airbags (dual front, front side, full-length curtain).
Where is the Hyundai Tucson built? Well, unlike the pre-facelift model, all variants are now made in South Korea. The previous version saw Australian supply split between Korea and Czech Republic.
The ASX now has a five-year/100,000km warranty with one year of roadside assist in the form of membership to your state or territory's motoring organisation (eg RACV, RACT, NRMA). The three-year capped price servicing regime also includes extending that membership another 12 months.
Each service will cost you $240 which isn't especially cheap nor is it overly-pricey. Annoyingly, the car demands to be returned to the dealer at the 1000km mark for a free look-over.
A quick search reveals an absence of common problems, faults or issues. It seems a pretty solid sort of car, with few common complaints from owners. Resale value is heavily dependent on the model, with early cars not doing as well as later updates.
Hyundai's strong reputation for ownership has helped make the company one of the country's best-selling brands.
But not many can match Hyundai's service cost plan - it has a capped price servicing program that runs for the life of the car, which undoubtedly helps with resale value (so does making sure you get genuine dealership stamps in your owners manual/logbook - and that should also help you with wriggle room if you encounter problems or run into common faults, complains or issues).
Maintenance requirements are determined by the drivetrain - if you choose the petrol turbo you're in for maintenance every 12 months or 10,000km, while the non-turbo petrol and the turbo-diesel require servicing every 12 months or 15,000km.
There's some variance across the pricing for the first five years of maintenance. For the 2.0-litre petrol, the average cost is $301 over 60 months/75,000km; the 1.6-litre turbo petrol works out at $317 per visit (for 60 months/50,000km); and the diesel averages $486 per visit over 60 months/75,000km.
You can do your own research into reliability ratings, but Hyundai takes care of its customers - if you service your vehicle with them, they'll give you up to 10 years' roadside assist for free, and you'll get the same duration for map updates, too, if you need them.