2021 Honda CR-V vs Hyundai Tucson

What's the difference?

Although it’s getting on a bit now, the CR-V’s enduring popularity is understandable, and enhanced by the 2020 Series II facelift.

Though a family-orientated medium SUV, it’s handsome; though big and spacious, it never feels too unwieldy. And while not expensive, there’s always a sense of quality engineering, Core traditional Honda attributes right there.

We cannot recommend the undernourished and ill-equipped base Vi, but as a starting point, the cheapest turbo VTi also shows most of the big-name players how to play the value card, especially considering how much muscle you get for the money.

There are rivals that may be cheaper or roomier or comfier or faster or more lavishly equipped for around $35,000, but very few combine all of the above with as much brio as the VTi. It’s a compelling value-for-money all-rounder.

No wonder not just canny Americans love it.

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.

Honda seems to have two disparate styling themes – overwrought and fussy for passenger cars and clean ‘n classy for SUVs. For proof compare Civic/Odyssey and HR-V/CR-V. All obviously from the same stable but on opposite sides of the aesthetic fence. To our eyes, anyway.

So good looking is the existing CR-V, in fact, that styling must surely play a huge role in its North American success, because the face, proportions and tail-light look just right. If only more SUVs were as easy on the eye.

There are two further factors driving the Japanese crossover’s outstanding success.

Firstly, the Honda walks the fine line between wagon and SUV, with just enough extended-roof elongation to appeal to followers of the former, combined with the necessary elevation to appease fans of the latter.

Though now approaching its fifth birthday, the RW-series CR-V’s design is one of its strongest assets. We pity the team tasked with the styling of its successor.

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.

And the second big deal about the Honda is just how family friendly it is.

The CR-V is of the larger variety of medium SUVs, like a wagon wearing stilettos, offering exceptional ground clearance (198mm) and large apertures to clamber through as you slide your backside onto lofty seats. Note that the rear doors open up a full 90 degrees to aid entry/egress.

It’s immediately clear why the Honda has such magnetic showroom appeal once sat in place. The driver feels instantly at home, surrounded by acres of space, a broad seat and excellent forward and side views afforded by deep windows. Ventilation is generous, storage vast – you can fit half a Bottle-O shop between the doors, centre-console cave and glovebox – and most switchgear and controls are exactly where they’re needed.

Attention has been paid to limit the amount of hardier plastics visible to the casual eye, due to careful application of vinyl, glossy black appliques, metal-look trim and even some carbon-fibre-look material dotted about the place. It smells a bit down-market, but the execution is high quality.

When Honda’s current hexagonal-themed digital instrumentation debuted in the existing Civic back in 2016, we called it out for being big and clear but hardly a thing of beauty; it’s astonishing that BMW seems to have followed suit with their current equivalents. At this VTi level, there aren’t any ‘virtual cockpit’ style configuration options, just big simple and dumb-proof icons for vehicle settings, multimedia, communication, trip-meter and other functions.

Honda has also been listening to feedback because the multimedia system is massively better than before; still touchscreen-operated, its functions are much clearer and the previous, fiddly haptic slider action has been binned for a good old-fashioned volume knob. Hooray! Two USB-A ports and a 12V outlet are provided in an excellent location. But the fact that the driver must confirm the infotainment system start-up with a press of a button every single time is infuriating. Torturous even.

The front seats are on the large side, yet are sufficiently comfy; the backrest has a lever adjustment for rake, there’s a height lifter and the sides are gently bolstered to help locate you better. No lumbar support adjustment, however, is disappointing.       

Just as important in the CR-V is the second row (some models offer a seven-seat option). Probably the first thing most folk will notice with approval is how wide that bench is, allowing for a trio of adults to sit back there without too much intimacy or discomfort. The 60/40 split/fold backrests recline a little, contain a helpfully wide armrest complete with cupholders, and their cushions provide adequate support.

Additionally, big feet can easily tuck in beneath the (narrow-shouldered for easier front vision) front buckets, there’s face-level ventilation, a pair of additional USB-A ports, bottle-holder door bins, two map pockets, individual reading lights and side windows that go three-quarters of the way down. Oh well, Fido. At least the way the light floods inside lifts the ambience. And the overall craftpersonship is in keeping with Honda’s reputation.

If you’re a fan of the earlier-generation CR-Vs, you may lament the discontinuation of the famous picnic table-cum-boot floor gimmick, since instead there’s just a great big flat board that’s two-sided reversible for wet gear to be stored on. Users can also fold the backrests down using a handy lever system located just inside the tailgate area, there are two lights and a full-sized spare wheel living underneath.

The luggage compartment has a big, square opening that’s easy to load things through too. Much thought has gone into the Honda’s packaging even to the literal end. Cargo capacity is rated at a cavernous 522L, extending to 1084L with the rear seats folded. That brings a welcome flat floor right up to the front seats.

Spacious, practical, airy, easy and versatile, the CR-V ticks so many boxes it is difficult to imagine a better medium SUV for the money.

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. 

Is there a Hyundai Tucson seven seater? Nope - there’s no model with third row seats. They’d probably fit, but there’s a Hyundai Santa Fe for that!

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.

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 Tucson grade scores a reversing camera, rear parking sensors, and an array of active safety technology that helps justify the price increase - read about that in the safety section below. 

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.

Diesel versions also get the 'Remote Start Parking Assist System', which means you can park the car using the key. Watch Richard Berry’s review of the Kia Sorento to see how that works. 

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:

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. 

Aside from diesels, Honda never really jumped on the turbo bandwagon in Australia... not until the current generation Civic and CR-V launched.

Related to the less powerful unit found in better Civics, the L15B7 VTEC is a 1498cc 1.5-litre twin-cam 16-valve four-cylinder turbo petrol engine that meets Euro 5 emissions standards.

Delivering 140kW of power at 5600rpm and 240Nm of torque between 2000rpm and 5000rpm, it tips the scales at 1536kg, for a power-to-weight ratio of a commendable 91kW/tonne.

The VTi is the cheapest CR-V you can buy with this far-superior engine than the old single-cam 2.0-litre atmo unit offered in the base Vi. It drives the front wheels via a continuously variable transmission, with no manual alternative available, sadly.

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.

The 2.0 MPi model is fitted with a standard six-speed automatic transmission, and is front-wheel drive (FWD/2WD).

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.

So, where is the mild-hybrid, hybrid, plug-in hybrid, electric or any form of EV model? Not here, and probably not coming.

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.

We averaged a reasonable 9.1L/100km at the pump.

While that’s some way off the official 7.0L/100km (translating to 160 grams per kilometre of carbon dioxide emissions) on the official combined average cycle (that drops as low as 6.0L/100km on the extra-urban run while the urban result is 8.8L/100km), the CR-V was not spared in the interests of fuel economy. Very hot weather, lots of air-con on and quite a few higher-speed runs affected that outcome, and in that context, for such a tall vehicle weighing in at nearly 1.6 tonnes, that’s not too bad.

Note that the CR-V is tuned to operate on standard 91 RON unleaded petrol, though ours was run using the premium brew.

Fitted with a 57-litre tank, some 815km between refills is possible, extending to 952km if you pussyfoot around. Which you may not, given the rortiness of the turbo VTEC.

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.

The CR-V is a big medium SUV with a small crossover’s ability to live and love the inner-urban or city life. That’s because it’s easy to get in, drive, park and see out of; and even the 11-metre turning circle is pretty good for a 4635mm long by 1855mm wide by 1679mm high-riding wagon.

Another urban bonus is how responsive the 1.5-litre turbo is. Yes, CVTs are renowned for being a bit laggy down low and droney at higher speeds, but the CR-V’s is tuned to leap off the line quick-smart and keep pulling hard as the revs rise towards the red line. Excellent for zipping in and out of traffic spots.

Out on the open road, this powertrain continues to impress with its fast and fiery nature. The VTi keeps building up speed well beyond what is legal in Australia. There is a lot of muscle and flexibility in the Honda’s performance delivery.

Floor the accelerator, though, and everybody in the car will know it, because the engine is quite vocal. Not unpleasantly so, but louder and perhaps a tad coarser than we’ve come to expect in a Honda. That, plus the inevitable engine drone at a certain part in the rev range where the CVT deems it to be the ratio point providing optimum power and efficiency, can make for a noisy ride at times.

After prolonged heat during our week with the CR-V, the rains came, and with it, slippery roads. This led to some obvious torque steer, whereby the front tyres scrambled to maintain traction and so spun the wheels, resulting in some undesirable shuddering coming in through to the driver.  

But, beyond that, the Honda is a beautifully sorted machine dynamically, with nicely-weighted steering that imbues the driver with confidence to enjoy what’s on offer. For a biggish medium SUV, the CR-V’s handling is light yet controlled, offering poise and precision aplenty, while always feeling connected to the road.

That sense of composure also translates at higher speeds, or over gravel, backed up by a strong set of (four-wheel disc) brakes, while the suspension (MacPherson struts up front and a multi-link independent arrangement out back) is notable for providing ample absorption on rougher roads.

However, back in town, we’d like a bit more softness over smaller-frequency bumps, while there is quite a bit of road and tyre noise intrusion over some types of surfaces.

Overall, the CR-V is a talented and capable performer, albeit one that can be fairly vocal at times.

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.

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.

Like all Hondas, the CR-V offers the industry-standard five year/unlimited kilometre warranty with roadside assistance, so it trails Kia’s leading seven-year coverage as well as Mitsubishi’s conditional 10-year regime.

It also calls for servicing once every 12 months or 10,000km whichever comes first, and features capped-price servicing known as Honda Tailored Servicing, that lasts for five years or 100,000km.

As of April 2021, each standard ‘Base’ service cost $312 annually for up to 12 years or 120,000km.

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.