2018 Hyundai Tucson vs Nissan X-TRAIL

What's the difference?

The Tucson has given Hyundai its next step forward, especially when it comes to design. It truly is one of the nicest looking rigs on the road today. It doesn't overplay itself, but yet it also has a boldness and a confidence that makes it look good in any driveway.

It’s a shame, though, that the Active X – as well as most models in the Tucson line-up – miss out on important safety aids like AEB, lane keeping and blind spot warning systems.

Combined with sensible practical touches, clever speccing to get it to a good price-point and a low-key yet fuss-free drive train, though, the Tucson Active X is one of the highlights of the Tucson range.

Does the Hyundai Tucson tick your adventure boxes? Tell us what you think in the comments.

Should you buy a 2018 Nissan X-Trail ST-L N-Sport? If you can get your hands on one, then it could be a good option. The X-Trail in general doesn’t set any benchmarks in the mid-size SUV space, but it doesn’t do anything particularly badly, either. I guess that’s why it sells so well.

I would personally choose a Honda CR-V over it, or possibly a Mazda CX-5. But I could also be tempted to wait to see how the new-generation Subaru Forester and Toyota RAV4 models shape up…

In this reviewer’s eyes, at, least, the Tucson is one of the most handsome cars currently on the road in any category.

It's a sign that Hyundai's design language has really matured under its European influences, and the Tucson has the rare honour of appealing across both genders and throughout the age spectrum. It's muscular yet still slender, handsome without being too macho, and very well balanced despite it being a relatively simple shape.

The interior is more workman-like than others in the category with evidence of hard plastics in plain view, while soft-touch materials are found under elbows and in other areas where body extremities can reach.

The relatively sombre grey black interior theme is cleverly offset by the subtle use of satin silver highlights, while the pale roof does belie its price point a little.

Nissan has added the N-Sport models to its X-Trail, Pathfinder and 370Z ranges to ‘up the cool factor’ of each of the respective donor cars. But is there anything more uncool than trying to be cool?

Teenage insecurities aside, the X-Trail N-Sport essentially brandishes a black pack over the ST-L model, with 18-inch black alloy wheels (stepping up from 17s on the ST-L), gloss black mirror caps, a lower body kit with dark metallic front and rear bumper finisher and black side skirts, and a dark chrome front grille and black roof rails.

You can have the X-Trail N-Sport in four colours, and none will cost you any extra – 'Diamond Black' (which seems a bit pointless), 'Gun Metallic' (grey), 'Brilliant Silver' or 'Ivory Pearl' (white). 

It’s not the most attractive of the mid-size SUV set to begin with, and the N-Sport model arguably doesn’t make it any prettier, either…

And you don’t get anything else different, and the cabin remains identical - check out the interior pictures for proof.

The Tucson Active X is a great family rig with plenty of clever storage touches and useful items to get you through the day.

A deep phone and wallet recess in the centre console is designed to hold inductive charges in higher models, but works perfectly well as a secure phone holder. Cupholders of different sizes reside in the centre console, although a manual handbrake does take up more room than an electronic equivalent. Bottles up to about one litre in size can be stashed in all four doors, and those door pockets are divided to stop items sliding around. The centre console bin is tall but narrow, while rear seaters also have their own pair of cup holders in a pull-down centre arm rest.

No chargers or vents as mentioned are supplied for that second row, but there are two ISOFIX baby seat mounts.

Cargo room is good at 488 litres, even with the full-size spare that hides underneath the boot floor.

The rear seats, too, can be locked vertically to create a squared-off area for stacking boxes against it; it's essentially like a cargo barrier if you haven't got backseat passengers. Of course, each passenger can then recline the seat back to a favourite position, which is a nice touch.  There's plenty of head room and toe room back there, even for our tall teenage passengers.

Once the seats are flipped, there is 1478 litres of cargo space to drag along all of the accoutrements that a family collects over a weekend.

The X-Trail’s cabin offers one of the roomier spaces in the mid-size segment: it’s a thoughtful cabin, and family buyers will be well served by it.

There is storage for bottles in all four doors, there are cupholders between the front seats and there’s a fold-down centre section of the back seat with cup storage, too (not an armrest, but a small portion that also doubles as a ski-port). There’s a pair of map pockets for those in the back, and good loose item storage up front, with a nice cubby in front of the shifter and a good covered centre bin.

Space in the rear is pretty good for the class, with easily enough room for me - a 183cm human adult man - to sit behind my own driving position very comfortably, with enough leg, head and toe room for long trips, and there’s enough width to the cabin to account for three adults, too.

There are the usual kid seat fittings - ISOFIX and top tether attachment points - and there are rear air-vents too.

While some versions of the X-Trail come with seven seats, the N Sport doesn’t. But it does have sliding second row seats to allow extra boot space or more legroom, depending on your requirements.

The boot is very clever - offering an adjustable false floor system known as 'Divide-n-Hide' that can be configured to suit whatever you’re carrying. The boot space luggage capacity is 565 litres with the back seats up, and that figure increases to 945L with the seats folded down.

There’s a space-saver spare under the boot floor, too. 

As practical as the X-Trail is, it doesn’t feel overly special inside. The flat-bottom steering wheel is sporty and all, and the materials are all of a decent quality… but there’s no real wow-factor to be had here. Even little things like the digital driver info display being really crisp, and the touchscreen multimedia system being more pixelated - they don’t make it feel loveable, even if it is very likeable. 

The Nissan X-Trail N-Sport model is based on the mid-spec ST-L petrol, retaining the same 2.5-litre engine and CVT auto, available with two-wheel drive (2WD) at $39,250, or four-wheel drive (4WD) for $41,250 (before on-road costs). 

There will be 600 examples of the ST-L N-Sport available, and the price increase over respective donor ST-L 2WD ($37,200) and 4WD ($39,200) models is $2050.

So, in addition to the sports pack/black pack elements and bigger wheels, what does the ST-L N-Sport come with as standard? We aren’t doing a full model comparison here, but the ST-L grade comes in midway through the model range, and is decently equipped.

Standard gear includes leather seat trim, heated front seats, a leather-lined steering wheel and gear knob, a 7.0-inch touchscreen with satellite navigation, USB input and Bluetooth (but no Apple CarPlay or Android Auto phone mirroring), DAB+ digital radio and a six-speaker sound system. 

The N-Sport pack clearly adds 18-inch wheels (the ST-L usually rides on 17s) and there’s still a space-saver spare under the boot floor. Auto headlights are standard, but auto wipers aren’t, and nor is an auto-dimming rearview mirror. The ST-L grade (and the ST and TS versions) have LED daytime running lights and LED tail-lights, but they don’t get LED headlights, which is a shame.

However, the safety game is pretty strong for the 2018 X-Trail range - and we’re not just talking about the surround view camera fitted to the ST-L grade. Read more about X-Trail safety equipment in the safety section below.

How many seats in the Nissan X-Trail? Well, if you’re choosing the N-Sport, the maximum is five, but you can get an X-Trail ST-L with seven seats if you need that.

Hyundai's in-house 2.0-litre naturally aspirated four-cylinder combines well with Hyundai's own traditional torque converter-equipped, six-speed automatic gearbox.

While the outputs of 121kW and 203Nm are relatively modest, the engine is honest, seamless, and very linear.

The 1580kg Tucson does feel the strain when it's loaded up, and steep inclines aren't its best friend, but on the whole, it's a very dependable, very faithful drive train to this category of car.

The X-Trail ST-L N-Sport models are available only with a 2.5-litre four-cylinder petrol engine producing 126kW of power and 226Nm of torque. Those aren’t huge numbers, but it gets the job done just fine.

For the N-Sport model you can choose between the 2WD or 4WD model, the latter featuring Nissan’s intelligent shift-on-the-fly system, which will apportion torque between the front and rear axles as needed - but it’s a front-biased system.

Both the 2WD and 4WD models come with a continuously variable transmission (CVT).

Towing capacity for X-Trail models with the 2.5-litre engine is 750 kilograms for an un-braked trailer and 1500kg for a braked trailer.

Hyundai rates the Tucson Active X auto as consuming 7.9 litres per 100km on the combined fuel economy cycle – it’s the thirstiest Tucson in the range by a small margin.

Over our 320km test loop, we recorded a dash-indicated 9.1L/100km, and a fuel top-up of 28 litres works out at 8.75L/100km.

With a fuel tank capacity of 62 litres, it’s got a theoretical range of around 780km on a single tank, and it’s perfectly happy with regular unleaded fuel.

Nissan claims fuel consumption of 7.9 litres per 100 kilometres for the 2WD model and 8.3L/100km for the 4WD version, which is heavier. The kerb weight of the five-seat ST-L 2WD model is 1493kg, while the 4WD tips the scales at 1549kg.

During our time in the X-Trail ST-L N-Sport 4WD we saw about 9.0L/100km displayed most of the time, but that fell to 8.6L/100km on open road, limited traffic cruising with two on-board. 

It has a 60-litre fuel tank, which allows good cruising range, and happily drinks standard 91 RON unleaded.

In daily use, the Tucson Active X really excels. Its relatively small capacity, 2.0-litre naturally aspirated engine matches well with Hyundai's in-house automatic six-speed transmission for seamless forward motion.

The engine can feel strained when pushed, but around town, it works perfectly well, especially in conjunction with the Tucson's front-wheel-drive layout. Its steering is firmly weighted, too, and easy to manage.

Hyundai goes to some lengths to tweak the suspension of its cars to suit Australian roads, and the Tucson is no exception. As a rule, the local tune generally imparts a slightly firmer ride quality with less body roll, and this suits the Tucson perfectly. There's great visibility out the front with a sloped bonnet, as well as all around the car.

The Tuscon's doors open wide allowing for easy access, too. It's just basically a lovely, simple, no-fuss car that does everything right and pretty much nothing to annoy you or your passengers.

In general there is nothing that the X-Trail does brilliantly in terms of the drive experience, but nor is there anything that it does really poorly. 

That’s true of the N-Sport model, too, even with the sportier exterior additions and bigger alloy wheels than the ST-L.

It still rides fine - not exceptionally well, but with enough composure over bumps to feel well controlled and comfortable enough. The back seat experience is a little more lumpy, but not enough to make the kids complain. 

It exhibits a bit of body roll in corners, and while the twisty mountain roads near Cairns and Port Douglas in Far North Queensland would have been much better suited to the 370Z N-Sport, and while my time behind the wheel of the X-Trail through about 40km of cornering roads was tolerable and hassle-free, it wasn’t fun. That may matter to you, or not. 

The steering is decently weighted and responsive enough, but doesn’t have the lightness and accuracy of a VW Tiguan, nor the involved nature of the CX-5 or CR-V. There’s some understeer if you’re pushing it - but that’s not what this car is about.

Its drivetrain does an okay job in most situations. It will punch hard when you plant your right foot to overtake or get away from an intersection quickly, and while the CVT auto makes for a noisy experience in those situations, it deals with getting things going just fine. Again, the perky turbo in the CR-V or Tiguan will offer more engagement, not to mention more refinement, too.

The Nissan X-Trail range scored the maximum five-star ANCAP crash test rating when it was put through its paces in 2017. 

Commendably, and unlike some of its big-name competitors - yes, we're talking about you, Honda CR-V - every model in the X-Trail range has auto emergency braking (AEB), plus forward collision warning. 

The ST-L (and therefore the N-Sport) adds blind-spot monitoring and rear cross-traffic alert, but you have to shop up to the Ti and TL models to get pedestrian detection and lane departure warning, but no lane-keeping assist. 

All X-Trail models have six airbags - dual front, front side and full-length curtains. 

Hyundai offers a five-year, unlimited kilometre warranty for the Tucson, as well as a free 1500km service and 12 months of roadside assistance. Service intervals are at 12 month or 15,000km intervals.

Five-year fixed price servicing costs for the 2.0-litre engine equals $1525.

Nissan remains one of the few manufacturers to continue with a three-year/100,000km warranty for its models. Many competitors offer superior warranty plans, both in terms of duration and kilometre cover.

All X-Trails require servicing every six months or 10,000km, which is annoyingly short in terms of intervals, as plenty of competitors only need maintenance every 12 months/15,000km. However, Nissan’s capped price service plan covers six years/120,000km, which is better than the likes of Toyota (the current RAV4’s plan only spans three years/60,000km. 

X-Trail models with the 2.5-litre engine will cost you, on average, about $321 per service, or $642 per year. Not especially cheap - in fact, dearer than the likes of the German-sourced Volkswagen Tiguan.

Brake fluid top-ups are due every 24 months/40,000km at a cost of $32 each time.