Hyundai Tucson 2020

Hyundai Tucson 2020 Q&As

Check out real-world situations relating to the Hyundai Tucson here, particularly what our experts have to say about them.

• My 2023 Hyundai Tucson N Line is revving high before changing gears

  The engine in a modern car has inbuilt protection where it won't rev beyond what is safe for it. So you needn't worry about that. But a vehicle that wants to hold gears too long can become tiring to drive, as well as using more fuel than it might if its shifted gears at lower engine speeds.

  Your car has what are called drive modes which tailor the aggressiveness of the throttle and alter gearshift points to tailor the car's behaviour in different conditions. My suspicion is that your car is set on Sport which is what's making it feel a bit hyperactive. There's a switch on the centre console which will allow you to change the Drive mode to Comfort or Normal. Try that to see if it tames the gearbox's behaviour.

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• My 2018 LDV T60 is making air noise under load

  The engine in a modern car has inbuilt protection where it won't rev beyond what is safe for it. So you needn't worry about that. But a vehicle that wants to hold gears too long can become tiring to drive, as well as using more fuel than it might if its shifted gears at lower engine speeds.

  Your car has what are called drive modes which tailor the aggressiveness of the throttle and alter gearshift points to tailor the car's behaviour in different conditions. My suspicion is that your car is set on Sport which is what's making it feel a bit hyperactive. There's a switch on the centre console which will allow you to change the Drive mode to Comfort or Normal. Try that to see if it tames the gearbox's behaviour.

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• I am looking to upgrade my 2017 Toyota Camry Atara SL. After many hours of research, I found the 2021 Hyundai Tucson Highlander very attractive. Is $6000 more for a diesel engine worth it?

  The extra purchase price of a diesel engine over a petrol one is only the start of the cost comparison. Generally speaking, diesels will cost a bit more to service (it depends on the make and model) and that’s if you don’t have problems with the diesel particulate filter (DPF) or soot build-up in the engine’s intake system that needs to be manually cleaned out.

  You also need to consider your driving habits to decide whether a diesel is right for you. As a rule of thumb, if you don’t go for a decent drive at highway speeds for about an hour or so at least once or twice a month, then a diesel is not for you. Using a diesel engine exclusively for short trips at suburban speed can often see the DPF requiring more attention than it should, and that equals cost.

  Also, modern petrol engines have really closed the fuel-economy gap that the diesel once enjoyed. The fuel consumption difference between the diesel Tucson and the petrol version is likely to be about a litre per 100km (based on the official combined figure for each). That means that even at $2 per litre (and based on the $6000 difference in price you’ve quoted) you’d need to drive 300,000km before the diesel began to pay for itself in terms of fuel saved. I’m not sure there’s a full $6000 separating the two versions of the Tucson, but even so, you get the idea.

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• What is causing my 2010 Hyundai Tucson to overheat?

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

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

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

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

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