2020 Hyundai Tucson

2020 is a carry-over year for the facelifted third-generation (TL) Tucson. The volume SEL and every trim above it use the 2.4L GDI four at 181 hp, and the SE/Value keep the 2.0L at 161 hp. There's no turbo or hybrid option in the US for 2020.

The naturally aspirated 2.4L makes 175 lb-ft, which is modest next to the turbocharged CR-V, Escape and Equinox rivals of the same era.

There's no 2020-specific instrumented test, but the drivetrain is unchanged from 2019. Car and Driver ran a 2019 2.4L FWD in 8.8 s and an AWD car in 8.4 s, which is slower than the class average.

The 2.4L is smooth and quiet at a cruise but gets coarse and strained when pushed. Passing and highway merges take planning, and the base 2.0L is weaker still.

The conventional 6-speed automatic shifts smoothly and avoids CVT drone, but with only six ratios it can be slow to kick down for passing. For 2019–2021 it replaced the earlier 1.6T's dual-clutch, which removed the low-speed jerkiness.

The 2.4L trims are rated at 2,000 lbs and the 2.0L SE/Value at 1,500 lbs. That covers light utility trailers but sits below the RAV4's 3,500-lb maximum.

AWD is optional on every trim from SE to Ultimate and includes a driver-selectable AWD lock. There are no terrain modes, low range or torque vectoring.

The Tucson is pavement-oriented, with only about 6.4 in of ground clearance and no off-road trim, skid plates or terrain modes. Its AWD lock and hill descent control help in snow and on gravel roads.

There are only two gas powertrains for 2020, both naturally aspirated fours with the same 6-speed automatic. No turbo, hybrid or plug-in was offered until the 2022 redesign, while the RAV4 and Escape already had electrified options.

The volume 2.4L FWD SEL returns 25 MPG combined, the same as the 2.0L FWD. AWD versions drop to 23 MPG, below the CR-V and RAV4 of the period.

The EPA rates the 2.4L FWD at 22 MPG city.

The EPA rates the 2.4L FWD at 28 MPG highway, which trails rivals that were rated in the low-to-mid 30s.

A 16.4-gal tank at 25 MPG combined gives about 410 miles of EPA range for FWD, falling to 377 miles for AWD.

The EPA estimates $2,550 a year on regular fuel for FWD models at current fuel-price assumptions.

Both 2020 engines are naturally aspirated and run on regular unleaded, with no premium recommendation.

The 2020 Tucson earned a 5-star NHTSA overall rating in both FWD and AWD form, with 5-star frontal and side ratings and a 4-star rollover rating.

The 2020 Tucson was a 2020 IIHS Top Safety Pick, but only with the optional pedestrian-detection AEB and the LED headlights on upper trims, so the volume SE/Value/SEL trims don't qualify. Every original crash test was rated Good. The later updated side test came back Marginal.

Every 2020 trim has forward collision-avoidance assist (AEB), lane keeping assist and driver attention warning as standard. Blind-spot and rear cross-traffic alerts are missing on the base SE, and adaptive cruise is limited to Limited/Ultimate, so the volume SEL lacks ACC.

The standard car-detecting AEB earned IIHS Superior, but pedestrian detection was limited to the Ultimate trim (Advanced, daytime only) and was never rated at night. That leaves the volume trim without pedestrian AEB.

Blind-spot collision warning and rear cross-traffic collision warning are standard from the Value trim up, and both are alert-only. The car has no rear cross-traffic braking or safe-exit assist, and the base SE gets neither system.

Lane departure warning with lane keeping assist is standard on every trim, but the 2020 Tucson has no lane-centering (Lane Following Assist), so the system only nudges the car back at the lane edge.

The volume SE/Value/SEL trims have conventional cruise control only. Smart Cruise Control with Stop & Go is available on Limited and Ultimate, and no trim has combined highway assist with steering.

No hands-free or hands-on highway driving assist is offered on any 2020 Tucson trim.

The volume SE, Value and SEL trims use halogen projectors that IIHS rated Poor. The LED projectors on Sport/Limited (Good) and on Ultimate (Good, with high-beam assist) are only on pricier trims.

An upright greenhouse and a reasonably low beltline give decent forward and side sightlines, though the thick rear pillars create rear-quarter blind zones. A rearview camera is standard, but there is no surround-view camera on any trim.

IIHS rated LATCH Acceptable on the cloth-seat SE and Marginal on the leather Limited. Both have only two full LATCH positions, but the rear doors open wide and rear legroom is reasonable for the class.

The third-generation (TL) Tucson is a two-row, five-seat compact SUV on every 2020 trim.

Front headroom is 39.6 in without the sunroof, about average for the compact SUV class. The panoramic roof on the Ultimate takes some of it away.

Front legroom is 41.5 in, slightly below the 41–42 in typical of CR-V and RAV4 rivals.

Rear headroom of 39.2 in is generous for the class, helped by the upright roofline.

Rear legroom of 38.2 in is competitive, though it trails the CR-V's 40.4 in. The rear seatback reclines.

There is no third row on any 2020 Tucson. It is a two-row, five-seat SUV.

Cargo space behind the rear seats is 31.0 cu ft, a few cubic feet short of the CR-V (39.2) and RAV4 (37.5). A height-adjustable cargo floor partly makes up for it.

With the 60/40 rear seats folded the Tucson holds 61.9 cu ft, below class leaders that top 69–75 cu ft.

Everyday storage is competitive: a two-level cargo floor with an underfloor tray, a decent console bin, door pockets and a front tray for phones. There is no standout feature such as a giga-console or a household outlet.

The front seats are supportive and comfortable for most drivers. The volume SEL has a power driver seat with power lumbar, and the rear bench reclines. Cushions are on the firm side and the volume trims are cloth.

The ride is composed and absorbs most bumps on the 17–18 in wheels. The Sport, Limited and Ultimate trims ride on 19 in wheels and feel firmer and busier over broken pavement.

The cabin is reasonably hushed at a cruise, with modest wind and road noise. The engine gets loud under hard acceleration, and there is no acoustic glass or active noise cancellation on the volume trims.

Heated front seats are standard from the Value trim up, and the volume SEL adds dual-zone automatic climate control with rear vents. A heated wheel and remote start come on the Limited, and ventilated fronts and heated rears on the Ultimate.

2020 is a carry-over year for the facelifted third-generation (TL) Tucson. The SE FWD started at $23,550 before the $1,095 destination charge, which was one of the lowest entry prices in the compact-SUV class.

The 2.4L SEL is the Tucson's volume trim, and most buyers add the $1,400 AWD option. That puts a typically equipped SEL AWD at about $28,400 delivered.

The naturally aspirated 2.0L/2.4L fours and conventional 6-speed automatic are simple and cheap to service, and the 5-year/60,000-mile basic warranty covers early repairs. The 2.4L Theta II's oil-consumption history adds repair risk later in ownership.

The 2020 Tucson is now more than five years old, so observed retention stands in for a projection. About 53% is mid-pack for the class, behind the Toyota RAV4 and Honda CR-V. It was also the second-to-last year before the 2022 redesign, which softened pre-redesign resale.

Hyundai's 5-year/60,000-mile new-vehicle limited warranty tops the band. The CR-V, RAV4, Rogue, CX-5, Forester and Equinox offered 3 years/36,000 miles.

The 10-year/100,000-mile powertrain warranty is double the 5-year/60,000-mile coverage most rivals offer. It applies to the original owner only.

Hyundai's 3-year/36,000-mile complimentary maintenance (oil changes and tire rotations) applied only to 2020 models bought or leased on or after Feb 1, 2020. Early-2020 buyers missed it, but it still beats ToyotaCare's 2 years/25,000 miles. Five years of unlimited-mileage roadside assistance and a Blue Link trial on equipped trims round out the perks.

$28,445 volume-trim price minus its estimated resale value after 5 years (53% retained, or about $15,076) leaves about $13,369 in depreciation. Add the projected $5,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $18,369 in total.

2020 is a mature year of the third-generation (TL) Tucson, one year after its 2019 mid-cycle refresh. J.D. Power rates it well above average, while Consumer Reports calls it about average for its model year. That split lands it in the upper part of the average band, above the Rogue and Tiguan but below the RAV4.

Around 2020 Hyundai ranked strongly in J.D. Power's Initial Quality studies and at or a little above industry average in 3-year dependability, which puts it mid-to-upper pack. Its long-term reputation in this era was still dented by the Theta II/Nu engine-failure litigation and the HECU fire campaigns.

There is only one NHTSA recall, but it is a serious one: an ABS/HECU module that can short and start an engine-compartment fire, issued with a park-outside advisory and covering 652k units. A knock-sensor (KSDS) service campaign for engine-bearing failure also applies, so the count understates the severity.

The volume SEL trim uses the 2.4L Theta II GDI four (181 hp) with a conventional 6-speed automatic, and SE/Value trims use the 2.0L Nu. Both engine families carry a documented connecting-rod-bearing failure history serious enough to prompt KSDS monitoring software and a class settlement extending engine coverage to 15 yr/150k mi. The 6-speed automatic is sound, but the engine history pulls this into the below-average band.

The 2019 refresh gave the cabin a cleaner dash with a tablet-style screen and better switchgear, and the layout is logical with physical controls. Reviewers still note plenty of hard plastic on lower trims, so it is competitive with the 2020 Rogue and Equinox but trails the CX-5's richer cabin.

By 2020 this was a settled, late-cycle body with no recall or complaint pattern for panel gaps, rattles or trim detachment. J.D. Power's strong quality score supports solid assembly consistency.

Hyundai's roughly 830 US dealers cover metro and suburban areas well, but the network is materially thinner than Chevrolet's, Ford's or Toyota's, which shows in rural areas. Service satisfaction is around the mainstream average.

This is a high-volume generation (2016–2021) that shares its platform, 2.0L/2.4L engines and 6-speed automatic with the Kia Sportage and Santa Fe Sport, so OEM and aftermarket parts are plentiful and routine repairs cost mainstream amounts. Engine replacement is the main cost risk, largely blunted by the settlement's extended engine coverage.

The volume trims use a 7-inch display audio touchscreen. An 8-inch screen with navigation is limited to the Limited and Ultimate.

Hyundai's 7-inch system is simple and quick to respond, and it keeps physical volume/tuning knobs and climate buttons. Reviewers praise how easy it is, though the screen is small and the graphics dated next to newer rivals.

Apple CarPlay and Android Auto are standard on every trim but connect by wire only. No 2020 Tucson offers wireless projection.

Native navigation is limited to the Limited and Ultimate trims. Voice control is basic command-based, so most owners rely on phone projection.

The base six-speaker system is adequate. An eight-speaker Infinity premium system with subwoofer is available from the Sport trim up and is a modest but welcome upgrade.

Every trim has analog gauges with a small center trip display; upper trims get a 4.2-inch color TFT. No trim has a full digital cluster.

There are no over-the-air software updates. Map and infotainment updates for navigation units are done by the owner via Hyundai's Navigation Updater or at a dealer.

Blue Link is standard from the Value trim up, with remote lock/unlock, car finder and remote start with climate (on the automatic). A complimentary trial gives way to a subscription, and there is no digital key.

The volume SEL has front USB-A plus a second-row USB charge port. Qi wireless charging comes only from the Sport trim up, and there is no USB-C or AC outlet.

Proximity key entry and push-button start are standard from the Value trim up, covering the volume trims. A hands-free smart liftgate is on the Sport and above, and there is no phone-as-key.

A rearview camera with dynamic guidelines is standard, and rear parking sensors are on the upper trims. No surround-view camera or automated parking is offered.

No head-up display is offered on any 2020 Tucson trim.

Wide-opening rear doors, a reclining rear bench and good rear headroom make child seats manageable. LATCH usability is only Acceptable to Marginal, and the 31 cu ft cargo bay gets tight with a stroller plus groceries.

It has a 5-star NHTSA rating, standard AEB and lane keeping, and blind-spot monitoring from the Value trim up. The IIHS Top Safety Pick applies only to upper trims with LED headlights, and adaptive cruise and pedestrian AEB are top-trim only.

Rear passengers get vents (SEL and up), a USB port, a reclining seatback and good headroom. Luggage space with the seats up is below class leaders, and the 2.4L feels strained when fully loaded.

The conventional 6-speed automatic is smooth in stop-and-go traffic with no CVT or DCT lurch, and the controls are easy to use. Merging needs planning, and adaptive cruise with stop & go is limited to the top trims.

The 2.4L FWD manages only about 25 MPG combined (23–24 MPG AWD), below RAV4 and CR-V levels and with no hybrid option. Regular fuel and inexpensive maintenance soften the cost.

A compact 176-in footprint and a tight 34.9-ft turning circle make it easy in the city. Thick rear pillars and the lack of a surround camera call for care when parking.

With a 2,000-lb tow rating (1,500 lbs on the 2.0L) and a 31 cu ft cargo bay, the Tucson only handles light utility-trailer and home-improvement duty.

This is a family crossover, not a work tool. Hyundai's 2.4L Theta II has a mixed record for oil consumption and engine failures (covered by an extended warranty), and the interior is not built for abuse.

It has cargo tie-down hooks, a 12V outlet, roof rails from the Value trim up and an accessory hitch, but no AC power or work-focused upfit ecosystem.

A comfortable ride, supportive seats and a 16.4-gal tank give a range of about 400+ miles. The volume trims lack adaptive cruise and lane centering, and the engine is noisy on highway grades.

Optional AWD with a lock mode and downhill brake control handle snow and gravel roads, and roof rails take bike or ski racks. Ground clearance of about 6.4 in and the 2,000-lb tow limit keep it pavement-oriented.

The 60/40 split rear seats fold nearly flat, the adjustable cargo floor adds an underfloor bin, and roof rails and a hitch are available. Total volume of 61.9 cu ft is below the class leaders.

Handling is secure and predictable, with controlled body roll and a planted feel, but it isn't as eager as the Mazda CX-5 or Escape.

The steering is accurately weighted and precise enough for daily driving but delivers little road feel.

Pedal feel is progressive and the brakes are easy to modulate. Stopping distances were around the class average in instrumented tests of the same-generation 2.4L.

The naturally aspirated 2.4L and 6-speed automatic are smooth and linear around town with no turbo lag or CVT rubber-banding. Response is leisurely when passing, and kickdowns are slow.

The engine is quiet at a steady cruise but gets coarse and buzzy under hard throttle, as is common for older naturally aspirated fours.

A 34.9-ft curb-to-curb turning diameter is among the tightest in the compact SUV class.

The SEL's power driver seat and tilt/telescoping wheel give a good commanding position, and its logically laid-out physical controls are easy to reach. Thick rear pillars limit over-the-shoulder visibility.

Competent and pleasant, but the modest power, dull engine sound and numb steering make the Tucson an appliance rather than a car you'd take the long way home in.

Even the base SE includes forward collision-avoidance assist, lane keeping assist and driver attention warning, plus a 7-in touchscreen with Apple CarPlay and Android Auto. The volume SEL adds the 2.4L, blind-spot and rear cross-traffic alerts, heated seats and dual-zone climate, for less money than comparably equipped CR-V or RAV4 trims.

Low prices across all six trims, a fully loaded Ultimate at about $33K, and the class-best warranty make the Tucson strong content-for-money. Its dated, slow naturally aspirated engines (161/181 hp, 0–60 mph in about 8.8 s) and below-average cargo space hold it back from a top score.

Six well-spaced trims (SE, Value, SEL, Sport, Limited, Ultimate) span about $24K to $34K, with AWD available on every one. There are only two similar gas engines, though, and no hybrid or turbo option.

With 123,657 US sales in 2020, the Tucson was a solid mid-pack seller, far behind the RAV4 and CR-V. Sales fell 10% from 2019 as the generation aged and the pandemic hit the market.

In 2020 Hyundai was seen as a value brand with good warranties, improving but not yet the design and tech standout it became with the 2022 Tucson. Resale and loyalty trailed Toyota, Honda and Mazda.

As an aging model in a pandemic-disrupted 2020, the Tucson commonly carried cash-back offers and 0% APR financing, plus Hyundai's 2020 job-loss and payment-deferral programs. That was a real benefit to buyers before 2021's inventory shortages ended most discounting.

2020 was the fifth model year of a generation that launched for 2016, freshened for 2019. A complete redesign with hybrid and PHEV powertrains was revealed in September 2020 for MY2022, so 2020 buyers got an aging car shortly before its replacement.

Reviewers praised its value, ride, easy-to-use tech and warranty but faulted the weak engines and modest cargo room, and it rarely won compact-SUV comparisons. It earned an IIHS Top Safety Pick (with specific headlights).