Nissan Qashqai VS Hyundai Tucson
- Impressive rear legroom
- Big boot
- Good to drive
- A bit pricey
- Acceleration feels sluggish
- Small display screen
- Interesting design
- Nice interior in all grades
- Bigger and comfier for passengers
- No hybrid or EV tech at all
- Halogen headlights on two of three grades
- Prices getting up there
It’s lucky cars aren’t as bad as the names they’re given because the Qashqai would be a shocker. Fortunately, the Qashqai is a good small SUV and this latest update has made it even better... and safer.
So, what’s so new about the 2020 Qashqai? What’s good about it and what could still be improved. Finally, there’s something else you should know, and it might make you want to wait longer before you do buy a Qashqai.
|Fuel Type||Regular Unleaded Petrol|
The Hyundai Tucson 2021 range has arrived, and it follows the well-trodden path of its predecessor. Sure it’s much more high-tech inside, has more advanced safety technology than ever, and is also roomier and better packaged, too. But has it stuck too close to the traditional formula for an all-new car in 2021?
The new Tucson retains the choice of a couple of petrol engine and a diesel powertrain, and there is no sign of electrification in any form whatsoever - no mild hybrid, no hybrid tech at all, no electric version and no chance of any such car in the near future, either. Hyundai says there are insurmountable barriers to introduce such cars at viable prices.
“Imagine tomorrow’s car, today”. That’s the marketing tagline for this all-new Hyundai Tuscon, but if I think about tomorrow’s car, it certainly doesn’t have zero electrification as part of its model strategy.
That may not matter to you, and mid-size SUV sales suggest that about 85 per cent of current mid-size SUV customers are buying petrol and diesel models.
But with new competition coming soon with electrification as part of their arsenals, like the all-new Nissan X-Trail and the new-generation Mitsubishi Outlander, and established rivals like the RAV4 Hybrid and Subaru Forester Hybrid playing alongside challengers such as the MG HS PHEV, has Hyundai really brought us a glimpse of tomorrow with the new Tucson? Or is it more like yesterday’s tech in a present-day package?
|Fuel Type||Regular Unleaded Petrol|
The Qashqai is one of Nissan’s best SUVs for the space it offers in such a small package. A good driving experience is short of being great thanks to the CVT auto, and the value could be better.
Now, here’s a spanner in the works for you. A new generation Qashqai isn’t far away, it’s probably about 12 months off and it will have a new look inside and out, have the latest technology, plus we’ll almost certainly see a hybrid version.
If you can hold on, do it, because what’s likely to be an even better Qashqai should be worth the wait. But if you are in market right now, the ST+ is definitely the pick of the bunch. The update has seen it pick up an excellent array of advanced safety equipment.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
The Hyundai Tucson cuts a fine figure and has a very interesting interior that is more practical and likeable than the existing model. But there are some elements of the range that don’t stack up, like those old-school engines that certainly don’t make it feel like “tomorrow’s car, today”.
Without driving the turbo-petrol and turbo-diesel models it’s hard to make a definitive call on the pick of the range, but one thing’s for sure - it isn’t a Tucson with the 2.0L engine.
We look forward to spending more time in the other Tucson grades, and giving you different perspectives.
Another strength of the Qashqai is its good looks – tough, yet pretty, with a rounded snub nose and muscular rear haunches.
No changes to the styling for this 2020 update inside or out, which is a shame because the cabin is beginning to date with the small screen and dash design. Still the interior is stylish with well laid out controls.
As you’d expect, the Ti’s interior is the plushest, with quilted leather seats and the huge sunroof, but even the entry grade ST with the leather clad steering wheel has a premium feel.
How big is the Qashqai? It’s a big-small SUV in that at 4394mm end-to-end it’s 10cm longer than a Honda HR-V and about 2.0cm longer that a Kia Seltos, but about the same width and height as both at 1806mm across and 1595mm tall.
All Qashqai’s come standard with alloy wheels, so no hubcaps here like you’ll see on the entry-grade Seltos.
Telling each Qashqai grade apart is easy once you know the ST doesn’t have foglights, while the ST+ does but doesn’t get the roof rails you’ll see on the ST-L or its 18-inch alloys. The TI can be spotted in the wild by its big 19-inch rims and the sunroof. See? Easy… sort of.
There are seven colours to choose from including 'Magnetic Red' and 'Pearl Black', but only the 'Vivid Blue' (the colour of my car in the video) is the only no-cost hue. The other premium paint colours are $595.
It’s larger, more accommodating and more interesting to look at than ever before. The new Tucson is nothing like the old one in terms of its design, and you’re either going to love it at first sight, or it’s going to grow on you.
Your neighbours won’t confuse it with a RAV4, Forester, X-Trail or Outlander, that’s for sure - despite the fact it’s closer to those models in size than ever.
The new Tucson spans 4630mm on a longer 2755mm wheelbase, and it’s 1865mm wide and 1665mm tall.
That represents a sizeable shift compared to the previous model (4480mm long, 2670mm wheelbase, 1850mm wide and 1660mm tall).
The new-generation Tucson is boldly different in its styling, with some eye-catching lines and interesting angles to it. Are you a fan? Tell us in the comments section!
The front end has a really interesting design, with daytime running lights that seemingly disappear into the wide grille - they’re amazingly integrated and really, really interesting to look at. They’re dull in Park, but in Drive or Reverse they’re brighter. Neat.
It’s a real head-turner from a forward-facing perspective, but - as mentioned above - in the two lower grade models you don’t get LED headlights unless you option the N Line Pack, and as you can see, the yellow lighting really cheapens the look.
In profile is where you might be amazed by the metalwork, and you mightn’t be all that surprised to learn the same man who oversaw the design of this car also penned some of the most iconic, triangulated Lamborghini models.
You’ve gotta hand it to Hyundai’s steel pressing team, the creases and sharp edges here are spectacular. I just hate to think what could come of them with a few shopping centre car park dings.
Wheel size and design varies by model, 17s on the base car, 18s on the mid-spec Elite, and 19s on the top-spec Highlander - while N Line Pack versions all get identical 19s.
The back end almost looks like a Mustang (or a Kia Sorento), but with a bold light strip across the tailgate it has its own look. But again, the lack of standard LED lighting on the lower grades isn’t awesome. I also don’t love the way the Tucson badge sits at an angle, but that’s just being nitpicky.
While it’s all sharp lines and edgy bits on the outside, the interior design is almost at odds with the exterior.
It’s soft, with rounded design elements, swooping trim features and an interesting story with the screens offered - the base car gets a smaller media screen, the mid-spec gets the big media screen but still analogue dials, and the top-spec has the full digital look. Is that good enough in 2021? You be the judge.
What’s for sure and certain is that the exterior and interior design offer something interesting enough to shake up the segment, while also offering better practicality and convenience for customers. Check out the interior images below.
Space and usability are two of the Qashqai’s strengths. For an SUV that is only 4.4m long, and for me at 191cm tall to be able to sit behind my driving position with room to spare is excellent. Headroom back there is good, too, even in the Ti which has a sunroof which eats into the ceiling.
Cabin storage up front is pretty darn good with a large and deep centre console bin, big door pockets and two cup holders; while the rear seats have door bottle holders and a tray in the rear of the front console. The ST-L and Ti come with a fold-down centre armrest in the back with two cupholders.
The 430L boot is one of the largest in the class (Seltos has a 433L cargo capacity). There’s also another large storage level under the boot floor in the Ti.
Getting in and out of the Qashqai is helped by a raised ride height and large doors that open wide.
The interior of the new Tucson is a massive departure from the existing model, and while it’s all swoopy looking inside, a lot of thought has gone into the fit, finish, materials and perceived quality.
This interior treatment with the curvaceous dashboard finish is reminiscent of some luxury brands in its application, with large elongated vent finishes and lots of premium high-quality feeling materials.
In the Highlander model with the digital dashboard (or any grade with the N Line pack), you might think that a screen without any form of cowl to shadow the instruments from the sun could lead to some glare issues – but that didn’t seem to be the case during our time in the car.
The more conventional instrument cluster design found in the base and mid-grade cars is fine, but not quite as 2021.
The media screen is – depending on the model – quite good. The lower grade version runs an 8.0-inch screen that doesn't have sat nav and uses only wireless Apple CarPlay (you cannot use USB-connect for CarPlay), and the screen is a little fidgety.
I tried for 10 minutes to get my phone (an iPhone XS) to work with it, and even with one of Hyundai’s tech guys there, it simply wouldn’t connect. My co-driver’s iPhone 12 Pro hooked up instantly. Be sure to test your phone in the dealership.
The screen in that base car does look a little less appealing and less impressive than in the higher grades with the 10.25-inch screen - it has a lower resolution display, but at least there are tuning and volume dials.
The higher-spec screen has a series of touch-sensitive buttons for volume and tuning (and all other operations) which can be hard to hit on bumpy roads.
Around the infotainment screen - no matter the grade - is a swathe of piano black trim, while the dashboard has neat cloth trim across the top, and the doors mirror that trim finish.
The seats - cloth in the base car, leather in the higher grades - are comfortable and offer good adjustment.
I’m not a huge fan of the look of the steering wheel, but the controls fall to hand easily enough, with cruise, active safety and volume / tuning adjustments all possible at the driver’s fingertips. Maybe the lack of knobs and dials isn’t that big an issue, then?
The cabin has very good storage throughout, including large bottle holders with storage caddies in the doors (front and rear), while up front there is a pair of cupholders between the seats, a wireless phone charger storage tray front of the shifter and another small storage section for your wallet and keys. There’s also a covered centre console bin and a reasonably sized glove box.
In the back there are mesh map pockets and a flip down armrest with cupholders in all three grades, plus there are directional air vents for all models, and a pair of USB ports for charging devices (plus two more up front).
The rear seat space is exceptional for adults. I’m 182cm / 6’0” tall, and easily fit behind my own driving position. Legroom is excellent, toe room generous and headroom good, even with the panoramic sunroof in the top-spec model. The width of the cabin is better than the last model, and you can fit three across if you need to.
If your rear seat passengers are smaller/younger, there are two ISOFIX child seat anchor points and three top tether points. And, happily, the rear doors open almost 90 degrees, allowing easy load-in and step-in for occupants of all ages.
The boot space is claimed to be 539L (VDA) which is very good for the class, and we managed to fit the CarsGuide luggage and a folding pram in the cargo zone with a little bit of room to spare.
Speaking of spare, there is a full-size alloy under the boot floor of every single version of the Tucson, which is a big tick for country and rural buyers.
Those rear seats do fall flat to allow up to 1860L (VDA) of flat storage space. Very accommodating.
Price and features
The entry-point into the Qashqai range is now $27,990 (an increase of $500 over the previous car) and that will get you into the ST with a manual gearbox, while the auto (CVT) is $29,990.
That ST is the only grade which comes with a manual, the rest are all autos with the ST+ listing for $31,990, then the ST-L for $34,000 and at the top-of-the-range is the Ti for $38,490.
A limited-edition N-Sport version sits between the ST-L and Ti and lists for $35,000, but there are only 600 being made.
As for what’s new, that’s simple – Apple CarPlay and Android Auto compatibility is now standard across the range. The ST+ also now has rain sensing wipers and auto headlights. The rest of the new features are safety items which we’ll cover in that section below.
Along with the Apple CarPlay and Android Auto, standard features on the ST include a 7.0-inch screen with rear view camera, front and rear parking sensors, six-speaker stereo, cruise control, cloth seats, push-button start, LED running lights, halogen headlights and 17-inch alloy wheels.
Step up to the ST+ and you’ll gain all the ST’s features plus sat nav, privacy glass, fog lights, and power- folding heated wing mirrors.
The ST-L has all of this, but adds leather and cloth seats, heated front seats, roof rails, and 18-inch alloy wheels.
At the top-of-the-range is the Ti and this grade unlocks more features on top of the ST-L’s including 19-inch alloys, adaptive LED headlights, panoramic sunroof, dual-zone climate control, power adjustable driver and front passenger seat, adaptive cruise control, and leather seats.
The 2020 update also saw a special edition N Sport Qashqai released for a list price of $35,000. The N Sport has all the ST-L's features and adds 19-inch alloys, body-coloured front and rear bumpers with a matt silver trim, side skirts, body-coloured wheelarches, silver mirror caps, black headliner and an N-Sport badge to make sure everybody knows.
Is it good value? Well you can get into an entry-grade Kia Seltos with all the advanced safety features in the Ti for $25,990 drive-away. A Honda HR-V is also more affordable with a start price of $24,990.
I’m afraid the answer to that initial question then is, no. The Qashqai is not good value in comparison to the Seltos or Honda HR-V.
The Hyundai Tucson has long been one of the value players in the mid-size SUV market, often with drive-away deals done for less than thirty grand.
That’s not going to be the case this time around, with prices up across the board, and while there have been a number of additional safety items added, some of the exclusions seemingly make the inclusions and price adjustments look a little bit questionable.
Here’s a price list to help you understand the range - it’s a little complicated. Oh, and yes, the base model is known simply as Tucson, with the mid-spec model the Elite and top-end grade being the Highlander.
|Tucson (MSRP)||Elite (MSRP)||Highlander (MSRP)|
|2.0 MPi 2WD||$34,500||$39,000||$45,000|
|1.6 T-GDi AWD||$43,000||$50,000|
|2.0 CRDi AWD||$45,000||$52,000|
As you can see, there’s one powertrain for the base model, and three engine options for the mid- and high-grade versions.
Standard equipment for the Tucson grade includes: halogen headlights, LED daytime running lights, 17-inch alloy wheels, a leather steering wheel, 8.0-inch touchscreen media system with wireless Apple CarPlay and Android Auto, four USB ports, tyre pressure monitoring, a 4.2-inch driver info screen, drive mode selector (Eco, Normal and Sport), cloth seat trim, manual adjust front seats, manual air-conditioning, turn key ignition, auto folding door mirrors, and 'premium door and dash trim.'
The Elite grade scores plenty of extras including 18-inch alloy wheels, keyless entry, push-button start, leather seat trim, heated front seats, power drivers seat adjust, dual-zone climate control, rain-sensing wipers, rear tinted glass, a larger 10.25-inch touchscreen media system with sat nav - plus a couple of added safety items. But you’re still getting halogen headlights on a car approaching $50K on the road. Yikes.
Topping the range for now is the Highlander variant, again available with a choice of three powertrains - but those prices are getting high.
Features include 19-inch wheels, LED headlights, LED rear lights, LED interior mood lighting, heated and cooled front seats, heated rear seats, a heated steering wheel, a 10.25-inch digital instrument cluster, Bose sound system, power tailgate, a panoramic sunroof, a 360-degree surround view camera, and something called a 'passenger walk-in device', which is a set of electric seat adjustments on the front passenger seat that the driver can control.
I think it’s really poor Hyundai is offering halogen lights (they’re not very good on dark roads, I tested them!) on a car featuring so much other new tech. And if you hate that as much as me, fear not - there is a way around it.
Buyers can option the N Line pack on all grades, and here’s a rundown of the prices with that pack:
|Tucson w/ N Line Pack (MSRP)||Elite w/ N Line Pack (MSRP)||Highlander w/ N Line Pack (MSRP)|
|2.0 MPi 2WD||$38,000||$41,000||$47,000|
|1.6 T-GDi AWD||$45,000||$51,000|
|2.0 CRDi AWD||$47,000||$53,000|
The model grade you apply the pack to will determine the extra equipment you get. And it actually looks like pretty good value for all grades, with the Tucson adding $3500, the Elite adding $2000 and the Highlander $1000.
The brand reckons 50 per cent of customers will choose the pack - I’m not so sure that’ll be the case.
But what you get is worth the money. In the Tucson you add 19-inch alloy wheels, leather and suede seats, a 10.25-inch digital instrument cluster, LED front and rear lights including auto high beam lighting, gloss black grille, N Line skid plate design, N Line badging and the N Line sports body kit.
For the Elite, the changes are identical. For the Highlander, you’re switching 19s for 19s, and you already have all the LED lighting, the 10.25-inch driver screen, so it’s more a cosmetic upgrade inside and out. But for $1000 it’s enticing.
In a hurry to get your new Hyundai Tucson, and after one that’s not a 2.0L petrol? There’s bad news. The Tucson 1.6T AWD won’t arrive until June, while the 2.0D AWD models will be here in the third quarter, along with any models fitted with the N Line Pack.
Colour choices for the Tucson range include: 'Shimmering Silver', 'Amazon Grey' (actually dark green), 'Silky Bronze', 'Deep Sea Blue', 'Crimson Red', 'Titan Grey', 'White Cream' and 'Phantom Black.' Only white is no cost, the rest are $595.
For the Tucson grade the interior is black cloth, while Elite has black leather interior trim. The Highlander can be had with black leather, grey leather, or brown leather trim.
Changing from black to the other colours adds just $295 to the price.
Engine & trans
All Qashqais have the same engine – it’s a 2.0-litre four-cylinder petrol which makes a reasonable 106kW of power and 200Nm of torque.
As I mentioned in the driving section the engine isn’t at all gutless, I’ve driven SUVs and cars with the same torque and less power with better acceleration. It’s the continuously variable transmission (CVT) in the Qashqai which causes the lackluster acceleration.
You’ll notice this lack of oomph particularly on hills and when you need to overtake. Some carmakers are now producing CVTs which do provide better acceleration, but Nissan’s isn’t one of them.
On the plus side CVTs are good for fuel economy, which is what we’re about to discuss.
All combustion engines for an all-new car? Seems a bit yesterday to me. Here are the details of what’s on offer.
The entry level engine is a 2.0-litre petrol four-cylinder unit (2.0 MPi 2WD), producing 115kW of power (at 6200rpm) and 192Nm of torque (at 4500rpm).
This multi-point injected motor is new to the Tucson line-up, but replaces the existing 2.0L direct-injection engine, which actually had more power (122kW) and more torque (205Nm). And keep in mind, this new Tucson is larger and heavier than its predecessor.
Stepping up the range of engines sees you arrive at a downsized 1.6-litre turbo-petrol four-cylinder engine, referred to as the 1.6 T-GDi, producing 132kW of power (at 5500rpm) and 265Nm of torque (from 1500-4500rpm). That’s just 2.0kW more than the old model.
It still runs a seven-speed (dry) dual-clutch automatic transmission, and it has on-demand all-wheel drive (AWD).
The top-end 2.0-litre four-cylinder turbo-diesel engine (2.0 CRDi) is a bit of a step up in performance, hence its higher cost.
Its power output is 137kW (at 4000rpm) and 416Nm (2000-2750rpm). That’s 1kW and 16Nm more than before, and the engine is 20kg lighter than before because now it runs an aluminium engine block (was cast iron).
It has a standard-fit eight-speed automatic transmission with on-demand all-wheel drive. Diesels also get a 'Terrain' mode for unsealed road driving.
Hyundai Australia says local cars come from the plant in South Korea, and importing any of the electrified versions from Europe would be cost prohibitive.
Our test only included time in the 2.0 MPi 2WD. See the driving section for impressions.
Nissan says the Qashqai with its four-cylinder petrol engine and CVT auto will use 6.9L/100km over a combination of open and urban roads. That’s pretty good and better than the ST with its manual gearbox which officially does a best of 7.7L/100km.
Fuel consumption figures vary by drivetrain, as you’d expect. But you mightn’t expect that one of these new powertrains is actually less fuel efficient than before.
The 2.0 MPi (replacing 2.0 GDi) has official combined cycle fuel consumption of 8.1 litres per 100 kilometres, which is 0.2L/100km higher than its predecessor.
The 1.6 T-GDi AWD model has an official fuel consumption of 7.2L/100km. It used to have an official figure of 7.7L/100km.
The 2.0 CRDi diesel AWD fuel consumption figure is 6.3L/100km. Last time around, the number was 6.4L/100km.
Obviously the fuel economy figures might not be representative of what you see in the real world, but during our test in the Tucson 2.0L models we drove, the figure we saw was 8.2L/100km. Note: a lot of that time was highway and country driving.
On the whole, the fuel consumption is class-adequate, but sets no new benchmarks.
Here’s why. The ride is comfortable and composed, the steering is accurate and has good feel to it and the handling (for a small affordable SUV) is great.
You’ll like the extra security the height gives you along with the good visibility, and you’ll like the size in terms of ease of parking, too.
What you might notice is that acceleration feels a bit disappointing and you might think the engine is ‘gutless’ for want of a better word. It’s not the engine, it’s something else. Read on to find out.
All Qashqais are front-wheel drive, but a decent 188mm ground clearance means they’ll handle gravel roads without fear of damaging the underside.
The launch of this updated version had us driving on about 50km of gravel and dirt roads, and sure, if the Qashqai had all-wheel drive it would have kept the car from sliding around on the loose rocky surface a bit, but we had no problems with clearance.
The Qashqai's braked towing capacity is 1200kg.
Expecting a big leap forward here? Sadly, that’s not the case.
This all-new Tucson hasn’t been tuned to Australian tastes. Usually the brand tweaks and adjusts the suspension dampers and springs, as well as the steering tune, to suit our specific local desires. That didn’t happen this time around.
Blame COVID-19, but the brand has instead adopted a global tune, developed in the Korean company’s Namyang HQ, which has apparently passed rigorous testing Down Under.
Maybe the standards have changed, but this new model doesn’t drive “like an Australian Hyundai drives."
I’ve driven every single locally-tuned Hyundai product on sale today, and I can tell you the character and competency of this driving experience is different.
It’s softer, a bit wobblier, and a bit more conservative. It’s not as fun, not as tight and turnable, and feels a lot more targeted towards different tastes than the brand’s other interpretations.
The steering is light and lacks the directness and weighting that most other Hyundais have. It feels a lot less communicative, and just less likeable on the whole.
Plus it’s light and requires quite a bit of twirling at lower speeds, and the turning circle diameter is 11.8m, which is big for this size of SUV.
And the suspension tune might be fine for those who just drive on freeways or urban roads, but country road corners showcased noticeable body roll, and mid-corner bumpy sections made the back end feel skittish.
There is some pitter-patter over pockmarks, but on the whole, the suspension is fine. It's just that during turning manoeuvres at speed, it doesn't quite offer the level of control or balance we'd like to see.
We haven’t even got to the worst part of the drive yet, which is that 2.0-litre engine.
As mentioned above, the 2.0 MPi 2WD models were the only versions available to test at the launch drive, and if you’re in the market for a new Tucson you should wait to drive one of the other versions.
I don’t recall the 2.0 GDi in the last model being anywhere near as breathless as this “new” multi-point engine, and indeed, it was at times frustratingly sluggish in its response.
Up hills or when trying to overtake there was just not enough power and torque to give you the confidence you’d want, and the at-times confused six-speed automatic made things even more annoying, jumping between fourth, fifth and sixth gears in the hope of saving fuel.
You can (almost) get around it by selecting 'Sport' mode, which makes the transmission hold gears, or you can choose manual mode and dictate terms. But even then, it’s not like the motor gains 20 horsepower - it just revs harder.
As I said, if you just do flat-road highway commuting or drive around town at urban speeds, the engine might be fine. But ask anything more than the bare minimum of it, and you won’t be rewarded.
At least (when you’re not wringing its neck) the engine is quiet, and there’s an excellent level of noise insulation in the cabin for rough country roads, too.
One other observation was that, in the base model car, the rearview mirror (not auto-dimming) is considerably more prone to vibration than in the top-spec version, which is the only grade to get an auto-dimming rearview mirror. It can be more distracting than you'd expect.
It might all sound like bad news. But I need to make it clear this car drives better than some of the elder statesmen in the class. I’d have it over an Outlander or X-Trail, even with the 2.0L engine.
However, Hyundai has forged a path in this market to the point that we’ve come to expect more of the brand, and that it hasn’t really delivered on its potential is what’s most disappointing. Maybe the 1.6T and 2.0D models will change that. I look forward to finding out.
The Qashqai was awarded the maximum five-star ANCAP rating when it was tested in 2017.
The ST+ has come out well in this update, not only did it score Apple CarPlay and Android Auto, but the amount of standard advanced safety equipment increased, including blind spot warning and rear cross-traffic alert.
While all Qashqais come with AEB as standard the top-of-the-range Ti ALSO picked up AEB with pedestrian detection in the update.
Forward collision warning and lane departure warning ARE also standard on all Qashqais.
For child seats you’ll find two ISOFIX points and three top tether anchor mounts.
A space saver spare wheel in under the boot floor.
At the time of publishing there is no ANCAP crash test safety rating for the new Hyundai Tucson, but in theory it has the right equipment and technology to score the maximum five-star rating. It almost scores a perfect 10/10 here.
Standard is a forward auto emergency braking (AEB) system that operates between 10km/h and 180km/h for cars, and between 10km/h and 85km/h for pedestrians and cyclists.
There is also a system called 'Junction Turning Assist', which can stop the car from darting through an unsafe gap in traffic. It works between 10km/h and 30km/h, within set parameters.
There is adaptive cruise control that works at all speeds, lane keeping assist (60km/h to 200km/h), and 'Lane Following Assist' that reads the road markings to keep the Tucson centred in its lane (0-150km/h).
All grades also have blind spot monitoring with a system called 'Blind Spot Collision Avoidance', which can apply the brakes above 60km/h to stop you moving into the path of oncoming traffic. Also there is rear cross-traffic alert with auto braking.
The Tucson models all have 'Safe Exit Assist' to warn occupants if they’re about to open their door into traffic. There is also a 'Rear Occupant Alert' system to remind you to check the back seat.
The entry grade comes with a reversing camera and rear parking sensors, while the Elite adds front parking sensors.
The top-spec Highlander adds a surround view monitor (360-degree camera), as well as 'Parking Collision Avoidance Assist', and the 'Blind Spot View Monitor' - a display in the driver info screen that shows you a camera feed of the view behind.
All Tucson models have seven airbags - dual front, front centre, front side, and full-length curtain airbags.
The Qashqai is covered by Nissan’s five-year,/unlimited-kilometre warranty.
Servicing is recommended annually or every 10,000km and is capped at $226 for the first service, $309 for the second, $236 for the third, $435 for the fourth and $245 for the fifth.
Hyundai has built a very strong reputation in the market, with a competitive warranty cover of five years and unlimited kilometres. It was early to move to that warranty cover, but most mainstream brands are equal to it now.
There’s up to 10 years of roadside assistance included if you service your car with the brand’s workshops, and why wouldn’t you?
There’s a choice of lifetime capped-price pay as you go servicing, or prepaid servicing plans you can roll into the cost of the car and include in your finance payments, it makes a lot of sense to take advantage of what’s on offer if you can.
The 2.0 MPi 2WD has intervals set at 12 months/15,000km, with an average cover of $319 for the first five years/75,000km.
The 1.6 T-GDi model needs more regular maintenance, every 12 months/10,000km. It costs the same - $319 per year, but remember, that’s averaged over 50,000km not 75,000km.
And the diesel version has 12 month/15,000km intervals, averaging out at $375 per visit over the first half-decade.
The prepaid service plans are priced identically to PAYG maintenance, but you can choose from three-, four- or five-year options.