2021 Hyundai Tucson vs Nissan Qashqai

What's the difference?

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.

The Nissan Qashqai Midnight Edition has a nice look to it, and some nice interior inclusions as well. It's a good size and offers competitive value for money, and if you're not that fussed about how a car drives, you could find it to be a great choice for your needs.

But bear in mind it's getting on in years, and there are now literally 20 newer entrants in the small SUV segment that could well deserve your attention more than this car does.

Does the new Midnight Edition offer enough of a reason to consider the Qashqai over its numerous rivals? Tell us what you think in the comments section below.

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.

The Midnight Edition is all about standing out from the other Qashqais in the shopping centre car park, and to the brand's credit, it does. Nissan describes the look being “stand-out” and “street-smart”. Yeah, fair call. It's a looker.

The appearance is more contemporary than the actual age of the Qashqai suggests should be possible - the angular headlights and sharp LED daytime running lights look great, while the blacked-out exterior trim finishes and colour-coded lower body kit styling pack really helps keep the old Qashqai modern looking.

But there might be some people out there who just know the facts around the Qashqai's age, and it's more evident in the cabin, where Nissan has tried to keep the cockpit appearance up to date over the years, but it's really showing its age in terms of the design. More on the practicality below.

More philosophically speaking, the Qashqai is a larger entrant in the small SUV segment. Back when it launched, it was straddling the barrier between small and mid-sized SUVs, but with the recent ambush on the compact SUV/crossover market - with the likes of the VW T-Cross, Skoda Kamiq and others all offering tiny exterior size with big interior practicality - the Qashqai is feeling a bit dated, and a bit odd-sized, too. 

At 4394mm long, 1806mm wide and 1595mm tall, it could be the right size for a lot of buyers. But what's the cabin practicality and space like? Check out our interior images for an idea.

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!

One of the reasons people have bought the Qashqai over the years is that it is arguably the “right size” for most buyers.

And it hits the mark for those who want something hatchback sized but also want that higher seating position. But it may be too high for some.

Like me! I usually have to lower my seat when my partner drives a test car (she is 165cm, I'm 182cm) – that was not the case in the Qashqai, because the seating position is so high as standard that she was obviously comfortable - but that was in the lowest position. I wanted to lower it further: it felt about two inches higher up than I'd like to sit.

Otherwise the ergonomics are mostly good. There's reach and rake adjustment for the lovely, flat-bottomed leather steering wheel, and the vision from the driver's seat is mostly pretty good.

The driver gets a 4.2-inch digital info screen with plenty of available data including digital speedo, and it's all pretty easy to interact with, too. 

The same is the case for the 7.0-inch touchscreen media system, which has a simple enough menu system and the Apple CarPlay smartphone mirroring tech seemed to work a treat every single time for me. I wouldn't really use anything else on most occasions, but the radio controls are easy and there are knobs and buttons to appease cranks like me who don't like digital buttons.

I like the presentation of the Midnight model's cabin, with the brushed black finishes adding a little bit of interest to what is otherwise a dated looking interior. The next-generation Qashqai - due in 2021 - is likely to take a huge step forward in terms of interior design and presentation.

Indeed, the cabin space could be better up front. There are two cup holders between the seats, and two small open storage areas (okay for a phone and wallet, but it all fills up fast), and there's a large covered centre console bin. There's no wireless phone charger, and there's no space that's really big enough for a larger smartphone to sit comfortably, either.

The doors have bottle holders up front, while in the rear the door storage is a bit smaller. Unlike some other small SUVs around this price point, there are some soft materials and elbow pads on the back doors, too.

The back seat has no rear air-vents, but has another small open storage box - would be a great spot for USB charge ports, but that's not the case. There are twin map pockets on the seatbacks, as well as a fold down armrest with cupholders which offers 60/40 split capability if you need to fold it down for additional storage.

There's enough width that you could just fit three adults, but the seat comfort isn't great - it juts into your lower back a bit. As mentioned, I'm 182cm or 6'0”, and I found the actual physical space behind my own driving position to be fine. My knees were brushing the seat ahead, while my shins were hard against it.

Kids will likely be better catered for in terms of space, and there are dual ISOFIX and three top-tether points for fixing car seats in safely. 

The boot capacity of the Qashqai is good, with 430 litres of cargo space. The shape of the boot is a little odd, meaning we couldn't fit our entire suitcase set (124L, 95L and 36L) all at once. Soft luggage could be a better option here. 

There is a space-saver spare wheel under the boot floor, too.

The new Nissan Qashqai Midnight Edition comes in at $35,900 (MSRP/RRP - not including on-road costs), which means it slots in above the mid-range ST-L grade but below the top-spec Ti model. It's also just above the existing N-Sport model, which shares a few features with this model.

So for about thirty six grand, what do you get? The Midnight Edition gets a bunch of dark-themed extras the enhance the look: black grille, adaptive front LED headlights with darkened surrounds, black bumper blades, black 19-inch wheels, darkened LED tail-lights, and black mirror caps, side mouldings and roof rails. There's also a Midnight badge on the tailgate.

Inside there are a few more black touches, with gloss and brushed interior finishes, illuminated kick plates, Alcantara trimmed seats with leather accents, and there's black headlining, too.

That's in addition to the stuff you'd usually get in the ST-L, including a 7.0-inch touchscreen media system with sat nav, Apple CarPlay and Android Auto, Bluetooth phone and audio streaming and DAB digital radio. There's also keyless entry and push-button start, manual seat adjustment, manual air-conditioning, auto headlights and wipers, a flat-bottom leather-lined steering wheel, and 4.2-inch driver info display with digital speedometer.

Standard safety spec includes a 360-degree surround view camera system with reversing camera and front and rear parking sensors, and there's more to discuss on the safety specs below.

Colour options for the Midnight Edition include the Gun Metallic you see here, as well as Vivid Blue, Ivory Pearl (white), Magnetic Red and Pearl Black.

It's a decent value proposition, and could well be more appealing than some rivals. Don't know whether we could say it's better value than a C-HR Koba or CX-30 Touring, though...

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.

Nothing too special here. The Midnight Edition runs the same 2.0-litre four-cylinder petrol engine producing 106kW (at 6000rpm) and 200Nm (at 4400rpm), which is paired exclusively to a continuously variable transmission (CVT) auto and front-wheel drive.

The outputs are okay for the class. The drive experience could be better, though. More on that in the Driving section.

Harbouring dreams of tackling the great Aussie caravan trip with a Qashqai? Beware the towing capacity is 729kg unbraked and 1200kg braked.

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 claimed combined cycle fuel consumption is 6.9 litres per 100 kilometres, which again, is okay for the segment but not astounding. Turbocharged rivals claim about 30 per cent less in some cases.

In our testing, we saw an at the pump average of 10.0L/100km across a mix of urban, highway and open road driving. That's not great.

Thankfully the fuel tank capacity is a rather generous 65 litres - a lot for a compact SUV like this.

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.

I wouldn't recommend the Qashqai to my mum, but you might recommend it to your mum. I know my mum would love the size, the seating position, and the fact it has a few desirable safety items.

So, why wouldn't my mum like it? She's a bit of a car enthusiast, and she loves cars that are exciting to drive. And the Qashqai - even this Midnight Edition - is not that.

Indeed, it is one of the most unappealing cars in the segment in terms of driving manners, with nothing to set it apart and make you go ‘wow!'. It's older than most of its rivals, admittedly, but just be aware that the Qashqai is a car for those who have needs, more than wants.

The 2.0-litre petrol engine is okay in some situations, but it generally feels strangled by the CVT automatic, which is annoyingly inconsistent in the way it behaves, and can be really frustrating in the way that it will offer a lot of acceleration in one instance and then almost dullness in other instances - all while applying about the same amount of throttle.

The powertrain is the biggest issue with this car - it really isn't that enjoyable to drive in any situation other than highway cruising. And yes, it will get away from a standstill fine - better than some rivals with dual-clutch automatic transmissions, too - it just struggles to maintain linear momentum and it's hard to drive it smoothly as a result.

 And the Midnight Edition with the larger alloy wheels and decent tyres also sours the drive experience, with a ride that is a bit firm thanks to the low profile rubber, but also a bit bouncy and unsettled as well. It just isn't as comfortable or as compliant as many of its rivals.

Further to that, there is some serious road noise to contend with on coarse chip roads. The M4 motorway in Sydney forms a big part of my driving, and there are sections on there where I had to adjust the stereo volume just to hear the music over the boom, while on the better surfaced parts, it was smooth progress.

Over speed bumps and in urban driving you will likely also notice that the rear suspension is a bit sharp.

In driving around town, the steering offers a light enough action and is also reasonably fuss free, plus there's a bit of feel through the wheel but it's just not that engaging to drive.

The Nissan Qashqai was awarded a five-star ANCAP crash test safety rating in 2017, but it wouldn't score that under today's stricter criteria.

That said, the Qashqai Midnight has a few safety inclusions that help it stand out. Standard is the aforementioned 360-degree surround view camera system, as well as front and rear parking sensors, and it has a forward collision warning system with a low speed auto emergency braking (AEB) but it doesn't incorporate pedestrian or cyclist detection - you have to get the Ti spec for that.

Also standard here is a blind-spot monitoring system with rear cross-traffic alert, lane departure warning (not lane keeping assistance - again, that's on the Ti grade), and seven airbags: dual front, front side, driver's knee and curtain coverage for both rows.

There's no adaptive cruise control on this grade. You guessed it - the Ti has it.

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. 

The Nissan range is backed by a five-year/unlimited kilometre warranty, which is about the standard offer in the Australian market. Rivals like the Kia Seltos, MG ZS and ZST, and SsangYong Korando have seven-year warranty cover, while Mitsubishi offers up to 10 years for the ASX and Eclipse Cross.

There's a capped price servicing plan that runs to 12 years or 120,000km so, you guessed it, the maintenance intervals are every 12 months/10,000km (whichever occurs first), which means they're a bit less lenient than competitors which offer 15,000km intervals.

The average servicing cost over that 12-year period, according to Nissan's website, is $322.75. That's not bad as a baseline, but that doesn't include some consumables.

The brand also offers a five-year roadside assistance service as part of the warranty plan.