Hyundai Tucson Common Problems

The Tucson is Hyundai's mid-size SUV. The first generation (2004 to 2010, often called JM) had a 2.0 petrol or a 2.7 V6 with a 4-speed auto, then the ix35 filled the gap until 2015. The TL (2015 to 2021) offered a 2.0 MPi (G4NA), a 2.0 GDi (G4NC), a 1.6 T-GDi (G4FJ) with a 7-speed dual-clutch and AWD, and a 2.0 CRDi diesel (D4HA) with a 6-speed auto, or an 8-speed from the 2018 update. The NX4 (2021 on) has a 2.0 petrol with a 6-speed auto and front drive, a 1.6 turbo petrol and a 2.0 diesel with AWD, and later a 1.6 turbo hybrid. The Tucson is comfortable and well equipped, but TL petrol engines and dual-clutch gearboxes cause the most trouble.

Oil burning and piston slap (2.0 GDi G4NC and 1.6T G4FJ, TL, 2015 to 2021)

The TL's direct-injected engines can suffer scoring of the cylinder bores. Symptoms are heavy oil use between services, knocking or tapping that is worst from cold, and in bad cases seizure when the oil runs low. Dealers usually confirm it with an oil consumption test, and the fix is a rebuilt engine or a new block. Some TL petrol owners report engine failures, and a replacement engine out of warranty is a very expensive job. A class action has been filed in the Federal Court alleging defects in both engines; check its current status.

Connecting rod bearing failure (2.0 MPi G4NA, TL, 2015 to 2017)

Early TL 2.0 MPi cars were recalled because a connecting rod bearing could fail early. That can cause engine damage, an oil leak and, with an ignition source, a fire. Warning signs are a new knocking noise, smoke or an engine warning light, and Hyundai told owners to stop and call a dealer if they appear. The recall work is free, so check it has been done. A car already showing bearing knock needs an engine.

Dual-clutch judder at take-off (7-speed DCT, 1.6T, 2015 to 2024)

The 1.6 turbo comes only with a 7-speed dual-clutch. Some owners report judder as the car pulls away and a delay before the gearbox engages. These symptoms match known dual-clutch faults, and a dealer software update may help. If it does not, worn clutches may need replacing, roughly $2,500 to $5,000 out of warranty, and a whole new gearbox costs far more. Drive any DCT Tucson in slow traffic and up a slope before buying.

DPF clogging and intake sludge (2.0 CRDi diesel, 2015 to 2024)

The diesel needs regular highway running to burn the soot out of its particulate filter. Used for short trips, the filter clogs, and a forced burn-off does not always clear it. Some owners also report black sludge from soot and oil mist building up in the intake, which in bad cases must be cleaned out by hand, a big and costly job. A DPF clean costs roughly $500 to $1,500, and a new filter costs more.

Timing belt and shift problems (first generation, 2.0 and 2.7 V6, 2004 to 2010)

First-generation Tucsons are now cheap, but age has caught up. The petrol engines use a rubber timing belt, and around 100,000 km is the change interval usually quoted, so check the logbook. A snapped belt can destroy the engine. Some owners report harsh or late automatic shifts, which can sometimes be fixed with a software update, though some cars needed new control modules. Early V6 cars can idle roughly with a check-engine light from a loose intake clamp. Some early cars also leak water onto the front floor.

Infotainment and body computer glitches (TL and NX4, 2015 to 2024)

TL owners report multimedia screens that freeze or fail, usually fixed by a dealer reloading the software. Some owners report a faulty body computer causing locking, lighting and window problems. NX4 owners report wireless Apple CarPlay dropping out, plus sat nav map and Bluetooth complaints. These are annoying rather than dangerous, but test everything on a test drive.

Recalls and safety

Many TL Tucsons were recalled because a circuit board in the ABS module could short circuit and start a fire, even with the car switched off. Other TL recall themes include a bonnet secondary latch that could release, an overheating heater core connector on some diesels, and the 2.0 MPi connecting rod bearing. A campaign on recent NX4 cars updates instrument cluster software that could fail to show the speed. Some first-generation cars were recalled for a parking brake lever that might not engage. Have a Hyundai dealer check the VIN for open recalls and see our recalls page.

Buying a used Hyundai Tucson? What to check

• Oil level: Check the dipstick on TL petrols. Low oil soon after a service suggests the engine is burning it.
• Cold start: Listen for knocking or tapping from cold, and walk away from any TL 2.0 MPi with a deep knock.
• Recall proof: Ask for paperwork showing the ABS module and, on 2.0 MPi cars, the connecting rod bearing recall were done.
• Dual-clutch test: On 1.6 turbo cars, crawl in traffic, pull away on a hill and reverse, feeling for judder or delay.
• Diesel history: Ask how the car was driven and whether the DPF warning has come on. Short-trip diesels are higher risk.
• Service record: Look for on-time oil changes in the logbook, as missed services weaken any engine claim with Hyundai.
• Engine paperwork: Ask whether the engine has been replaced or oil-tested, and get the receipts.
• Electronics: Pair a phone, test CarPlay or Android Auto and sat nav, and try every lock and window.
• Timing belt: On a first-generation car, ask for a receipt for the last timing belt change.

Run a Carify VIN check on the car, then work through our Hyundai Tucson buying checklist before you buy.

The verdict

On current evidence, an NX4 with the 2.0 petrol and conventional auto is the simplest, lowest-risk Tucson. A TL or NX4 diesel with a full logbook suits towing and country driving, but not short trips. Buy a TL 2.0 GDi or 1.6 turbo only with a clean oil record or a documented replacement engine, and test any DCT car in traffic. Check the early 2.0 MPi's bearing recall has been done. First-generation cars are cheap runabouts that need belt receipts.