2021 Hyundai Tucson

2021 is the final year of the third-generation (TL) Tucson and a carry-over from the 2019 refresh. The volume SEL and the Sport/Limited/Ultimate trims use the 2.4L GDI four at 181 hp, while the SE and Value get a 161-hp 2.0L. Hybrid and PHEV versions arrived only with the 2022 redesign.

The naturally aspirated 2.4L makes 175 lb-ft, which is well short of the turbo engines in the Escape, CX-5 Turbo and Tiguan. The turbo 1.6L offered on earlier Tucsons was dropped after 2018.

Tests of the 2.4L put it at about 8.8 seconds to 60 mph, which is mid-pack to slow for the class. The 2.0L is markedly slower. Consumer Reports' more conservative method recorded 9.6 s for the 2.4L.

The 2.4L is smooth and quiet at a cruise but grows coarse and strained under hard acceleration, and the 2.0L feels overmatched once the cabin is loaded. Throttle response is linear, with no turbo lag.

A conventional 6-speed automatic shifts smoothly and avoids CVT drone, but with only six ratios it is slow to downshift for passing and needs to rev the engine hard. It was a more refined choice than the dual-clutch it replaced for 2019.

With the 2.4L the Tucson tows 2,000 lbs when properly equipped, and 1,500 lbs with the 2.0L. That's enough for a small utility trailer and below the RAV4's 3,500 lbs.

AWD is optional on every 2021 trim and includes a driver-selectable AWD lock for low-speed traction. There's no low range, no torque vectoring and no multi-terrain mode selector.

Its roughly 6.0–6.4 in of ground clearance is low for a compact SUV, and there's no off-road trim, skid plate or terrain mode. The AWD lock and downhill brake control are the only off-road aids, so it's pavement- and snow-oriented.

There are two similar naturally aspirated four-cylinders, both with the same 6-speed automatic, and no turbo, hybrid or plug-in option. Electrified Tucsons arrived only with the 2022 redesign.

The volume SEL 2.4L FWD is EPA-rated at 25 MPG combined, and AWD versions drop to 23 MPG. That's behind the CR-V and RAV4 at 28–30 MPG.

The EPA city rating is 22 MPG for the 2.4L FWD.

The EPA highway rating is 28 MPG for the 2.4L FWD.

EPA range on a full 16.4-gallon tank is 410 miles for FWD models and 377 miles for AWD.

EPA estimates $2,550 a year in fuel for FWD models and $2,800 for AWD, at current EPA fuel-price assumptions.

Both engines run on regular unleaded, so there's no premium-fuel cost.

In 2021, the last year of the third-generation (TL) Tucson, both FWD and AWD versions earned NHTSA's 5-star overall rating, with 5 stars frontal and side and 4 stars rollover.

The 2021 Tucson earned IIHS Top Safety Pick (not TSP+), and the award applies only with the optional pedestrian AEB and the LED headlights from the upper trims. It rated Good in every test IIHS used for awards that year, including both small-overlap sides. In IIHS's later, tougher tests it scored Poor in the updated moderate overlap (rear-passenger protection) and Marginal in the updated side test, which shows the aging structure.

Every 2021 trim gets forward collision-avoidance, Lane Keeping Assist and Driver Attention Warning. Blind-spot and rear cross-traffic warning start at the Value trim and are standard on the volume SEL. Adaptive cruise and pedestrian-detecting AEB are reserved for the top Ultimate, so the volume trim lacks two core features that rivals like the RAV4 and CR-V made standard.

The standard camera-based system scored Superior vehicle-to-vehicle, avoiding a collision at 12 mph and cutting 24 mph off a 25 mph impact. Pedestrian detection is only on the optional system, rated Advanced, so the volume trim has no pedestrian AEB at all.

Blind-Spot Collision Warning and Rear Cross-Traffic Collision Warning are standard from the Value trim up, including the volume SEL, but they only warn and don't brake or steer. There's no Safe Exit Warning or camera blind-spot view in this generation, and the base SE goes without.

Lane Keeping Assist is standard but only nudges the car back when it nears a line. The TL Tucson has no lane-centering (Lane Following Assist) on any trim, which leaves it behind 2021 rivals that offered centering.

Smart Cruise Control with Stop & Go is standard only on the top Ultimate trim, so the volume SEL has plain cruise control. Even with SCC there's no integrated highway assist.

The 2021 Tucson offers no hands-free driving or lane-centering highway assist on any trim.

The halogen reflectors on the volume SE, Value and SEL trims rated Poor at IIHS, with inadequate visibility in all four curve tests. Only the Sport, Limited and Ultimate get the Good-rated LED projectors.

The upright TL body has a fairly large glasshouse and a commanding driving position, and reviewers generally rated its sightlines average or better for the class. The rear pillars are thick, and no surround-view camera is offered, only a rear camera and parking sensors on upper trims.

IIHS rated the LATCH hardware Acceptable on the cloth-seat SE and Marginal on the leather-seat Limited, where the anchors are harder to reach. The rear seat is roomy enough for two child seats, but anchor access is below average.

The 2021 Tucson is the last year of the third-generation (TL) two-row compact SUV and seats five in every trim.

39.6 in of front headroom is competitive for a compact SUV and has room for tall drivers.

41.5 in of front legroom is average to slightly short for the class (CR-V 41.3, RAV4 41.0, Rogue 43.0).

The upright TL roofline gives 39.2 in of rear headroom, among the better figures in the compact SUV class.

38.2 in of rear legroom is fine for adults but trails the CR-V (40.4) and the 2022 Tucson that replaced it (41.3).

There is no third row; the 2021 Tucson is strictly a two-row, five-seat SUV.

31.0 cu ft behind the rear seat is noticeably smaller than the CR-V (39.2) and RAV4 (37.6), one of the TL Tucson's known weaknesses.

61.9 cu ft with the 60/40 seat folded is near the bottom of the class (CR-V 75.8, RAV4 69.8).

There are conventional door pockets, a center console bin and a dual-level cargo floor with an underfloor tray. Nothing stands out against the CR-V's flexible console or the RAV4's shelves, and there are no household outlets.

Reviewers find the front seats supportive with a power driver seat from SEL up, and the rear bench reclines. The cushions are short on long trips, and the base SE has manual cloth seats.

The ride is composed and absorbs most bumps, though the 19-inch wheels on Sport/Limited/Ultimate add some firmness over broken pavement.

Wind and road noise are well controlled at a cruise, but the naturally aspirated engines get loud under hard acceleration.

Heated front seats come from the Value trim and dual-zone climate from the SEL. The heated wheel is on Limited/Ultimate, and ventilated fronts and heated rears are Ultimate-only. There's no remote pre-conditioning beyond Blue Link remote start.

2021 is the final model year of the third-generation (TL) Tucson, a carry-over from the 2019 refresh. The SE FWD started at $23,700 before the $1,175 destination charge, which was among the lowest entry prices in the compact-SUV class.

The SEL is the Tucson's volume trim, and most buyers add the $1,400 HTRAC AWD option. That puts a typically equipped SEL AWD at about $28,700 delivered.

The naturally aspirated 2.0L/2.4L fours with a conventional 6-speed automatic are simple and cheap to service. Hyundai's 3-year/36,000-mile complimentary maintenance and 5-year/60,000-mile basic warranty absorb most early costs, but the 2.4L Theta II has a known oil-consumption history that adds repair risk later on.

The 2021 Tucson is now about five years old, so observed retention stands in for a projection. It held 58.6% of its original price, helped by the 2021–2023 used-car price spike, which is better than Hyundai's historical norm and better than the 2020 Tucson's 53%.

Hyundai's 5-year/60,000-mile new-vehicle limited warranty tops the band. The CR-V, RAV4, Rogue, CX-5 and Forester offer 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; later owners get 5 years/60,000 miles.

MY2021 buyers got 3 years/36,000 miles of complimentary scheduled maintenance and 5 years of unlimited-mileage roadside assistance, which beats ToyotaCare (2 yr/25k) and Honda's offerings. Bluelink connected services were a trial on equipped trims only (SEL and up), not on the base SE.

$28,675 volume-trim price minus its estimated resale value after 5 years (58.6% retained, or about $16,804) leaves about $11,871 in depreciation. Add the projected $5,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $16,871 in total.

2021 is the sixth and final US model year of the third-generation (TL) Tucson, a mature carry-over with years of running changes behind it. J.D. Power rates its quality and reliability 'Great', and Consumer Reports has kept the Tucson at an average to above-average 3–4/5. The one serious blemish is the ABS-module fire recall (see 6.1.3), which keeps it in the upper part of the average band, below the RAV4.

Hyundai sits mid-pack on multi-year dependability, usually at or modestly above industry average in J.D. Power's VDS and mid-field in Consumer Reports' brand rankings. Its reputation in this era is weighed down by the Theta II engine-failure campaigns and the ABS-module fire recalls.

The 2021 has only one NHTSA campaign, but it is a serious one. The ABS/HECU module can short-circuit internally and start an engine-compartment fire even with the vehicle off. Hyundai issued a park-outside advisory, and the recall was expanded to cover the whole 2016–2021 generation. A fire recall with a park-outside warning lands in the low band despite the low count.

The volume SEL trim uses the 2.4L Theta II GDI four with a conventional 6-speed automatic (SE and Value get the 2.0L Nu MPi). The 6-speed is a well-proven unit, and the 2021 2.4 is not part of the rod-bearing engine recall. However, the Theta II family carries a long record of connecting-rod-bearing failures, oil consumption and GDI carbon build-up in earlier applications, which holds this to the average band.

The TL cabin is tidy and well screwed together with logical physical controls. It is plain against the 2021 class, though, with more hard plastic on the dash and doors than the CR-V or CX-5, and it looks dated next to the NX4 that replaced it.

As the final year of a six-year generation built on settled tooling, the 2021 shows no systemic rattle, panel-gap or water-leak pattern, and owner-reported quality is strong. This scores above the launch-year 2022 NX4.

Hyundai's network of roughly 830 US dealers gives solid metro and suburban coverage but is materially thinner than Chevrolet, Ford, Toyota or Honda in rural areas. Service satisfaction sits around the mainstream average.

The TL Tucson sold in high volume for six years and shares its platform, 2.0/2.4 engines and 6-speed automatic with the Kia Sportage and other Hyundai/Kia models. Parts, including used and remanufactured engines, are plentiful and routine repair costs are mainstream. A Theta II engine replacement outside warranty is the main cost risk, though the 10-year/100k powertrain warranty covers original owners.

The volume trims use a 7-inch touchscreen; only the Ultimate gets the 8-inch navigation unit. Both are small next to 2021 rivals.

Hyundai's interface is simple and quick to respond, with physical volume and tuning knobs and hard climate buttons. The 7-inch screen is small and dated-looking by 2021.

Apple CarPlay and Android Auto are standard on every trim, but wired only. Wireless projection never reached the TL Tucson; the 8-inch Ultimate unit is also wired.

Native navigation is limited to the Ultimate's 8-inch unit; the volume trims rely on phone projection. The built-in voice recognition is basic command-style.

The base six-speaker system is ordinary. An eight-speaker Infinity premium system with subwoofer arrives at the Sport trim and is decent but not a standout.

Every trim uses analog gauges with a center trip-computer screen; the Ultimate's color TFT display is the only upgrade. No full digital cluster was offered.

The TL Tucson has no over-the-air software updates; navigation map and software updates are done at the dealer or by USB download.

Blue Link connected services (remote start with climate, remote lock, car finder) are available from the Value/SEL trims with a complimentary trial, then a subscription. There's no digital key.

USB-A ports front and rear (rear charge-only) and 12V outlets; wireless charging only from the Sport trim. No USB-C and no household outlet.

Proximity key with push-button start comes from the Value trim and Blue Link remote start is available; the hands-free smart liftgate starts at the Sport. The base SE uses a traditional key and there's no phone-as-key.

A rear camera is standard; rear parking sensors are available on upper trims. Sources disagree on whether a surround-view monitor was offered on the Limited, and the TL Tucson's US spec is generally listed without one, so this is scored as rear camera + sensors only.

No head-up display was offered on any 2021 Tucson trim.

Wide-opening rear doors and generous rear headroom make loading kids easy. IIHS rates LATCH only Acceptable to Marginal, and the 31 cu ft cargo hold is tight for a stroller plus groceries.

It earned an NHTSA 5-star overall rating and IIHS Top Safety Pick, with AEB, lane-keeping and driver-attention warning standard. On the volume SEL, though, pedestrian AEB, adaptive cruise and the Good-rated LED headlights are missing, and there's no rear-occupant alert.

The rear seat is roomy enough with reclining backs, but rear amenities are thin (charge-only USB, heated rears only on Ultimate) and the small cargo hold limits luggage for four.

The conventional 6-speed automatic is smooth in traffic, and the light steering and compact footprint make it an easy commuter. The 2.0L feels sluggish when merging, and stop-and-go adaptive cruise is only on the Ultimate.

At 25 MPG combined (2.4L FWD) and 23 MPG with AWD it trails gas rivals (RAV4 30, CR-V 30) and offers no hybrid, so per-mile fuel cost is above the class norm. Regular fuel and cheap Hyundai consumables soften that.

At about 176 in long, it's one of the shorter compact SUVs. Its 34.9 ft turning circle is tight, and visibility is good, but there's no surround-view camera and the halogen-lit volume trims see poorly at night.

A 2,000 lb tow rating with the 2.4L (1,500 lb with the 2.0L) and a 61.9 cu ft max cargo hold make it light-duty only.

The conventional automatic and naturally aspirated engines are simple. However, the Theta II 2.4L family carries an engine-failure recall and class-action history, and this unibody crossover isn't built for hard use.

There are cargo tie-down hooks, roof side rails on most trims and a dealer hitch, but no onboard AC power and no upfit ecosystem.

It has a quiet, composed highway ride and comfortable front seats. Range is about 410 miles (FWD), but on the volume trims the lack of adaptive cruise and lane centering means more fatigue on long drives.

AWD with a locking center coupling and downhill brake control handles gravel and snow. Ground clearance of about 6.4 in is low, and the tow rating of 2,000 lb or less limits toy-hauling.

The 60/40 seat folds nearly flat, there's an adjustable dual-level cargo floor, and roof rails are available, but at 31/61.9 cu ft the hold is among the smallest in the class.

The TL Tucson feels tidy and secure with modest body roll, but it isn't as eager as the CX-5 or Escape. It's composed rather than engaging.

The steering is light and accurate at low speed but offers little feedback, and it is a touch vague on center on the highway.

Reviewers describe a firm, progressive pedal and class-typical stopping. No verified instrumented stopping distance for the 2021 model was retrieved, so this is scored mid-band.

The geared 6-speed automatic shifts smoothly with linear, lag-free tip-in. It's slow to downshift, though, and the 2.4L has to rev hard for passing. There's no engine stop/start to cause hesitations.

The engine is quiet at a cruise but grows coarse and buzzy near redline, with the 2.0L working hardest.

At 34.9 ft curb-to-curb, the turning circle is among the tightest in the compact SUV class.

The upright seating gives a commanding view, with a tilt/telescoping wheel and power driver seat from the SEL. Physical climate and audio controls are logically laid out, though the rear pillars are thick.

It's a pleasant but appliance-like crossover; with modest power, a 6-speed tuned for comfort and numb steering, there's little reason to take the long way home.

Every 2021 trim came standard with forward collision-avoidance assist, lane keeping assist, driver attention warning, a 7-inch touchscreen with Apple CarPlay/Android Auto, and automatic headlights. That's competitive for about $24,900. Blind-spot and rear cross-traffic warnings start at the Value trim, and the SE has steel-look 17-inch wheels, cloth seats and a small screen.

Pricing undercut the CR-V and RAV4 trim for trim, and it had the class's longest warranty. Most buyers also paid well below sticker thanks to 0% APR and cash offers. Against that, the 161/181-hp engines are slow, fuel economy trailed rivals, and the late-cycle cabin was dated beside the redesigned 2021 rivals.

There are six trims (SE, Value, SEL, Sport, Limited, Ultimate), each with FWD or AWD, spanning about $24,900 to $34,600. They're well spaced, but the only engine choice is between two similar naturally aspirated fours, and there's no hybrid or turbo.

The third-generation Tucson was a steady top-ten compact seller, but it sold at less than a third of the RAV4's volume. MY2021 was a short run-out year, superseded by the NX4 in spring 2021, so the calendar-year totals mix both generations.

In 2020–21 Hyundai was seen as a solid value brand with a strong warranty, but it still trailed Toyota, Honda and Subaru on durability reputation and resale. The Theta II engine recalls and lawsuits, which cover the Tucson's 2.4L, weighed on its image.

As a run-out model, the 2021 TL Tucson carried rich factory support through early 2021: 0% APR for 60–72 months, or up to $3,500 cash plus bonus cash. Those deals came before the chip-shortage inventory crunch ended discounting later that year.

2021 is the sixth and final model year of the third generation (launched for 2016, refreshed for 2019). The all-new fourth-generation Tucson, with hybrid and PHEV options, arrived for MY2022 within months, so buyers were getting an outgoing design.

Reviewers credited the late TL Tucson with a comfortable ride, easy controls, a good warranty and value. They knocked its weak acceleration, below-class fuel economy and smaller cargo hold, and it ranked mid-pack in segment rankings, not as a comparison-test winner.