They may look different on the outside, but which one of these brothers-under-the-skin offers the better value for under $40,000?
Overview
Maybe you know this, maybe you don’t: Hyundai Motor Company owns 34 per cent of Kia Corporation. That’s not uncommon; Volkswagen Group, for example, owns 11 different car brands, including Audi, Lamborghini, Skoda and Bentley. Stellantis owns Alfa Romeo, Peugeot, Jeep and Maserati, among others. Nissan, Renault and Mitsubishi are part of an automotive partnership. There are more, but you get the point.
It’s important to know this because, in the case of the Hyundai Tucson and Kia Sportage, it means these two mid-size SUVs share many components, even though they look visually different. The reason is simple: money. By combining their development budgets and sharing the fruits, both Hyundai and Kia can bring a mid-size SUV to market for half of what it would have cost them to go it alone.
For example, the 2.0-litre petrol engine under the bonnets of our two rivals is the same 115kW/192Nm unit, and it’s paired with the same six-speed automatic transmission. More obvious signs of parts sharing are the high-quality infotainment screens and matching instrument clusters found in high-grade variants of both cars; they’re identical right down to the graphics and software.
It goes well beyond that, as you will see, and it means that anyone considering these two vehicles should be prepared to go deep to understand the real differences between the two. Or, you could just read this article, because we’ve done it for you. Thank us later.
We’ve chosen to compare the most affordable variants of these two brotherly rivals so any differences in equipment and value are at their most obvious, but also to see how much buying power $40K gives you these days.
Introduction
Hyundai Tucson
If you want attention in Australia’s most competitive new-car segment, you need fresh product to appeal to the masses. New metal with an interesting design that will hook potential buyers into having a closer look.
That’s Hyundai’s plan at least with its latest medium-sized SUV, the 2022 Hyundai Tucson. And we’ve got the $34,900 plus on-road costs entry into the Tucson range to see if it’s any good.
While the Tucson nameplate dates back to the early 2000s, this new-generation 2021 Hyundai Tucson – which uses the new platform shared by all of Hyundai’s and Kia’s latest front- and all-wheel-drive medium to large models – is minty fresh.
Initial impressions of this new Tucson are no doubt positive. While medium-sized SUVs are one of the most at-risk segments of looking and feeling a little bland, Hyundai has clearly added in a big dose of unique kerbside appeal to this new model.
However, the powertrain options – which have precluded the likes of electrification for now – don’t seem to carry on the fight in the same vein as the exterior presentation.
The true test of a new model is often had in its base specification, where there’s less fancy technology and flash finishing touches to hide behind.
Our base-specification Tucson is armed with the base powertrain option, which is the least impressive on paper: a naturally aspirated 2.0-litre four-cylinder petrol makes 115kW and 192Nm running through a six-speed automatic gearbox to the front wheels.
Other powertrain options include a 1.6-litre turbocharged engine, as well as a 2.0-litre turbo diesel, though both of these have arrived slightly later than planned behind the base petrol models.
Instead, our eponymous grade will need to impress with its fundamental character: cabin, ergonomics, space and comfort. Let’s get stuck into it.
Kia Sportage
If the reigning 2022 Drive Car of the Year Best Medium SUV – and Overall Winner – is going to have a chink in its armour, this is it. The 2022 Kia Sportage S is the least-expensive variant in the award-winning range, therefore you’d expect it to be the least impressive, right?
Let’s find out.
The Kia Sportage range has 11 variants, beginning with the S FWD petrol manual at $32,445 plus on-road costs and stretching to the GT-Line diesel AWD auto at $52,370 plus on-road costs.
The variant we’re testing here is the S FWD petrol automatic, which has a six-speed automatic transmission instead of a six-speed manual (plus $2000) and Vesta Blue metallic paint ($520), raising the price to $34,965 plus on-roads.
According to Kia’s drive-away calculator, this example will cost $39,446 to park in your driveway, using a metro Melbourne address.
| Key details | 2022 Hyundai Tucson 2WD | 2022 Kia Sportage S FWD auto |
| Price (MSRP) | $34,900 plus on-road costs | $34,445 plus on-road costs |
| Colour of test car | Deep Sea | Vesta Blue |
| Options | Premium paint – $595 | Metallic paint – $520 |
| Price as tested | $35,495 plus on-road costs $39,596 drive-away (Mel) |
$34,965 plus on-road costs $39,446 drive-away (Mel) |
Inside
Hyundai TucsonThere are a few key indicators that you’re sitting in a base-specification Tucson. Actually, the first big hint you get is before you hop in: no keyless entry. Once you’re in, turning the car on will also require you to insert and turn a key, in the absence of increasingly common push-button start.
Below the 8.0-inch infotainment display sits your manual air-conditioning (no climate control) and you’re seated in comfortable manually adjustable seats. But on the plus side, there’s a handful of nice touches inside the Tucson that helps elevate the experience nicely.
Firstly, the steering wheel is leather-wrapped and feels nice in the hand. And along with the decently sized infotainment display, the overall design feels modern and a little bit refreshing.
The solid-feeling centre console is a good size, and offers enough storage along with space below the centre stack and your two regular cupholders. Power outlets include a wireless charging pad – something of a rarity for a base-spec car – and two USB-A points.
The second row of the 2021 Tucson is great for one simple reason: space. There’s plenty of it, which allows adults to fit in quite comfortably – even with somebody long-limbed up front.
While my own kids aren’t in space-sucking rearward-facing seats anymore, I can say that the lack of dancing feet on the seat back as we drove around is another positive indicator of plentiful second-row space.
There are air vents and USB-A power outlets in the second row, as well as cupholders in the fold-down armrest. One can fit a drink bottle in each door, and visibility from the cheap seats is also quite good.
A minor detail you might not notice in the Tucson at first is a tilting backrest for the second-row seats. Along with helping adults get a little more comfy at times, I have also found this extra adjustment helpful when installing child seats nice and tight.
The boot is also a solid offering owing to the 4630mm overall length of the Tucson. This is 150mm longer than the outgoing model, which allows extra room throughout the interior space. Its 539L (VDA) is good in five-seater configuration. Fold that second row flat (it does go flat) and you’ve got 1860L of storage space at the ready for your click-and-collect furniture adventures. Too bad you can’t enjoy a cheap hot dog at the moment.
The Sportage S’s interior is predominantly black, and the seats are cloth – leather trim is only standard on the SX+ and GT-Line variants.
The base Sportage also misses out on the impressive 12.3-inch touchscreen display (SX up) and 12.3-inch driver instrument display (GT-Line only), which initially makes the interior feel a touch austere, especially if you’re familiar with the more expensive variants.
That said, there is still plenty here to like, including a lower-spec digital instrument multi-function display flanked by LCD speed and rev dials that adds a splash of colour to the cabin, along with chrome highlights on the wheel, dashboard and doors.
The driver’s seat has manual adjustments, as does the steering wheel, but there’s no need to compromise the driving position because all adjust over a generous range.
Below the central touchscreen are the air-conditioning controls – non-climate-controlled – and below that again are two USB ports (one USB-A and one USB-C), and a 12V charging port ahead of the PRND automatic gear lever. Five switch blanks next to the gear lever are constant reminders that other Sportages get more gear than your one.
Behind the transmission lever is a drive-mode dial with Eco, Normal, Sport and Smart, which changes powertrain characteristics and the colours on the driver display to match.
There are cupholders between the front seats, and in each front door they’re big enough to take a water bottle.
The back seat has plenty of room for adults – leg, foot and head room, and the backrests can be reclined. It also has two air vents but no USB ports, and there ISOFIX mounts in both outboard seats. A fold-down central armrest has two cupholders, and there are seatback map pockets and door pockets on both sides.
The Sportage’s rear door opens manually to reveal a boot with 543L of space, which can be expanded by folding the rear seats 60/40. All Sportage variants have full-size spare tyres.
The floor has two setting heights, which means there can be room to store items out of sight beneath, or you can prioritise load height above. The Sportage S has a retractable cargo blind rather than a hard shelf.
| 2022 Hyundai Tucson 2WD | 2022 Kia Sportage S FWD auto | |
| Seats | Five | Five |
| Boot volume | 539L seats up / 1860L seats folded | 543L seats up / 1829L seats folded |
| Length | 4630mm | 4660mm |
| Width | 1865mm | 1865mm |
| Height | 1665mm | 1665mm |
| Wheelbase | 2755mm | 2755mm |
Infotainment and Connectivity
Hyundai TucsonEven the base Tucson offers a solid 8.0 inches of digital real estate, though this is the only grade to get it. Move up the spec ladder and you’ll have a 10.25-inch display.
The upgraded system has more features as well. While our system has wireless Apple CarPlay and Android Auto, it’s missing digital radio and native navigation. It’s not a big deal for those of us in the city with data to burn, but those in more remote areas might prefer in-built navigation in particular. The bigger-screen system also switched to wired smartphone connectivity.
The operating system is a good one that proved to be easy to navigate around. This is helped by buttons on each side of the display and steering wheel for controls, as well as a volume dial.
There is a 4.2-inch multifunction display in front of the driver, which has the typical range of information available: digital speed readout, trip computer and other basics. Tyre pressure monitoring comes through here, which is a nice safety addition to the Tucson. The screen is flanked by a set of traditional analogue gauges.
The one area where the most affordable Sportage betrays its budget price is the infotainment set-up. Whereas more expensive variants have two 12.3-inch, very colourful and feature-packed screens covering two-thirds of the dashboard, the Sportage S makes do with an 8.0-inch central touchscreen and a second digital/LCD combo unit in front of the driver.
The one in front of the driver houses digital dials for speed and engine speed, plus a fairly basic four-screen trip computer.
The 8.0-inch central touchscreen houses sound system controls and smartphone mirroring. It claims to have voice recognition, but that’s only if you have your smartphone hooked up.
There is no digital radio or satellite navigation.
Safety and Technology
Hyundai TucsonStandard safety equipment on the Tucson is quite good, and gains what Hyundai calls ‘Advanced Smartsense Safety Suite’. This includes blind-spot monitoring, lane-keep assistance, forward collision avoidance (Hyundai’s term for autonomous emergency braking) with cyclist and pedestrian detection, tyre pressure monitoring, intelligent speed limit assistance, junction and turning detection for the autonomous emergency braking, rear parking sensors and a reversing camera.
It misses out on a more advanced blind-spot-view camera system, reverse parking collision-avoidance assistance, as well as 360-degree camera. The top-grade Highlander specification needs to be investigated for these elements.
Because it’s a new model, the Hyundai Tucson is yet to be crash-tested by the local crash-testing authority. However, its safety credentials seem very good in terms of included equipment, and the fact that the 2021 Tucson shares bones with many five-star Kias and Hyundais on a similar N3 platform.
This is arguably the Kia Sportage S’s strong point. Kia has loaded the Sportage with active safety features right from the bottom of the range to the top. Standard features include the latest-generation autonomous emergency braking, blind-spot avoidance assist, rear cross-traffic alert and assist, lane-keeping assist, active cruise control with intelligent speed limit assist, driver attention alert, plus safe exit assist.
Rear parking sensors are standard, as is a rear-view camera with moving guidelines, high-beam assist and dusk-sensing headlights.
Rain-sensing wipers are not available on the base model, but are standard from the SX up.
The only other driver-assist safety features missing from the S are blind-spot-view monitors, a surround-view monitor and park collision avoidance assist, all of which are GT-Line only. While all of those are nice to have, they’re not must-haves.
The Kia Sportage has not yet been crash-tested by the ANCAP independent safety body.
| At a glance | 2022 Hyundai Tucson 2WD | 2022 Kia Sportage S FWD auto |
| ANCAP rating & year tested | Untested | Untested |
| Safety report | N/A | N/A |
Value for Money
Hyundai TucsonBecause Hyundai has thrown in some nice specification touches to the inside of this Tucson, the base grade is likely to be where the best value-for-money punch will be thrown. There is a caveat here, however.
If you want more grunt and four driven wheels (which, let’s face it, most will), then it’s a moot point. Because you’ll then be looking at a higher-grade Tucson to catch a turbocharged motor and all-wheel drive.
And from there, you can spend up even further to Elite and Highlander specification, with a diesel-powered Highlander looking to set you back $52,000 plus on-road costs. And if you want to spend more, every model can also be optioned with an N-Line aesthetic package upgrade inside and out: 19-inch alloy wheels, LED lights front and back, bigger infotainment display, leather and suede seating, and some special badging.
Considering this costs $3500 for the base specification, it’s worth considering in terms of value for money.
The fact that Hyundai hasn’t left this base model to wilt on the specification vine does a lot to help its value credentials. Tyre pressure monitoring and wireless smartphone charging pads can be omitted from the standard kit on much more expensive rivals, but you’ll find them here in the base Tucson.
And while the prices have gone up over the previous generation, so has the size. Using similar underpinnings, the Tucson is now a little bigger in every direction. But thanks to those new bones, it’s managed to stay a little lighter at the same time.
To get an understanding of insurance costs for the Hyundai Tucson, we hit up one of the big insurance companies for a quote, which came in at $941 per year for a 35yo male with a clean record living in Sydney. That’s pretty good, though not best in class.
Kia SportageAll Kia models come with a seven-year, unlimited-kilometre warranty, which includes eight years of roadside assist if you service it at a Kia dealership.
Servicing costs on the Sportage S auto are capped at $1280 for three years and $2395 over five years, which is marginally cheaper than the more powerful turbocharged petrol ($2465) and diesel ($2512) variants.
During our test drive with the Kia Sportage S auto, we recorded a fuel consumption of 10.0L/100km, which is a fair bit more than the official claim of 8.1L/100km. If fuel consumption is a concern for you, the turbo diesel is a much better choice – you can expect 20 per cent less fuel consumption, and you get a more powerful engine – but the diesel option is a costly one (+$5400).
As for insurance costs, we got a quote of $886.49 per year for the Kia, which is surprisingly affordable compared to some of its rivals.
| At a glance | 2022 Hyundai Tucson 2WD | 2022 Kia Sportage S FWD auto |
| Warranty | Five years / unlimited km | Seven years / unlimited km |
| Service intervals | 12 months / 15,000km | 12 months or 15,000km |
| Servicing costs | $957 (3yrs), $1595 (5yrs) | $1280 (3 years), $2395 (5 years) |
| Fuel cons. (claimed) | 8.1L/100km | 8.1L/100km |
| Fuel cons. (on test) | 10.1L/100km | 10.0L/100km |
| Fuel type | 91-octane petrol | 91-octane petrol |
| Fuel tank size | 54L | 54L |
Driving
Hyundai TucsonPower and torque have both taken a backward step in this new Tucson in comparison to the previous generation. While both engines are a 2.0-litre naturally aspirated petrol unit on paper, it’s the superseded motor that is actually better – once again on paper – with 122kW and 205Nm.
Still Euro 5 emissions compliant and still running through a six-speed automatic gearbox, but you’re looking at 115kW (down 7kW) and 192Nm (down 13Nm). The change largely comes down to this model’s switch to multi-point fuel injection, whereas the previous generation used direct injection, though the engine design itself is described as new.
And while this new Tucson is bigger and more loaded with technology, it has managed to shed a few kilograms from its tare mass to help even the ledger.
It’s a powertrain that does the job well enough, but that’s about as far as it goes. While good enough, it feels underdone when compared to more powerful drivetrains from both within the broad segment and amongst the model’s stablemates.
You’re looking at not the best in terms of efficiency, either. Naturally, hybrids like Toyota’s rampant RAV4 dominate in this sense. But smaller and more advanced turbocharged engines from other manufacturers also have this more rudimentary combination of a 2.0-litre non-turbo engine and six-speed auto beat.
During our time with the car, which included a good mix of town and highway driving, we logged fuel consumption of 9.3L/100km. It’s acceptable without being impressive.
Straight-line performance aside, the Tucson proved to be a comfortable and easy companion for around-town driving during our time with it. The ride quality is a particular highlight. You’ll notice plenty of sidewall on offer with these 17-inch wheels, which no doubt helps the Tucson soak up rough roads and bigger imperfections with an impressive demeanour. It seems to favour ride quality over handling, but doesn’t feel floaty or boaty through corners. In terms of fit for purpose, I reckon the Tucson is well dialled.
The steering also feels well weighted for the job at hand. This is all quite typical for Hyundais overall these days, but I was surprised to learn that the Tucson doesn’t get a specific Australian ride and handling tune like Hyundai models of the past. The Australian tune often adds a little bit of extra weight to the steering feel, but I don’t think I can really fault the Tucson despite it adopting a global ride and handling package.
Kia Sportage
The base-variant Kia Sportage S is powered by a familiar 2.0-litre non-turbocharged petrol engine that sends 115kW and 192Nm to the front wheels via a six-speed automatic transmission.
These are not stunning figures, and so the 1538kg Sportage S’s accelerative performance is not stunning either. Instead, let’s call it serviceable.
The Sportage S’s powertrain has sufficient oomph to keep up with commuter traffic, and does a decent job accelerating when needed. But because of its meagre outputs and the Sportage’s body weight, if you demand a lot from the engine you will use a lot of fuel.
The Sportage S rides on Nexen Roadian GTX SUV tyres, which do a good job providing grip without sending too much tyre noise into the otherwise quiet cabin.
One bonus of this not-so powerful powertrain is that you are never in danger of the engine overpowering the front wheels, making you wish you had all-wheel drive underneath.
The automatic transmission generally works well with this engine, although it is at times too quick to upshift, which hampers acceleration on moderate throttle inputs. By the same token, it’s also slow at times to downshift – for example, to maintain speed on hills. It feels like Kia has tuned it for tall-gear efficiency over response.
Typical of Kia models, the Sportage S rides rough Australian roads very well, and has the dynamics to respond quickly when called on to do so. That is partly down to Kia’s commitment to tune suspension settings for Australian conditions, and that’s something not all brands do.
The soft initial tune helps it soak up harder hits, but there’s an underlying firmness that keeps excessive wheel travel and body roll to a minimum.
The Sportage’s steering is light and relatively quick, which makes low-speed manoeuvres less taxing. Its 11.4m turning circle is good, but not class-leading.
| Key details | 2022 Hyundai Tucson 2WD | 2022 Kia Sportage S FWD auto |
| Engine | 2.0-litre four-cylinder petrol | 2.0-litre four-cylinder petrol |
| Power | 115kW @ 6200rpm | 115kW @ 6000rpm |
| Torque | 192Nm @ 4500rpm | 192Nm @ 4500rpm |
| Drive type | Front-wheel drive | Front-wheel drive |
| Transmission | Six-speed torque convertor automatic | Six-speed torque convertor automatic |
| Power to weight ratio | 75kW/t | 75kW/t |
| Weight | 1527kg (tare) | 1538kg |
| Tow rating | 1650kg braked, 750kg unbraked | 1650kg braked, 750kg unbraked |
| Turning circle | 11.8m | 11.4m |
Conclusion
Let’s start with the mechanical differences because that’s going to be quick and easy. We hope. Both cars have the same drivetrain and both cars weigh the same, so it’s no surprise that real-world performance is the same and fuel consumption is too.
Physically, both cars are dimensionally identical despite their styling differences. The Kia is 30mm longer tip to toe, but don’t expect that to deliver any more room inside, because it doesn’t.
Both have plenty of headroom and legroom in the back seat for adults, and both back rows split-fold 60/40 to make big boots bigger. Interestingly, Kia claims 543L of boot space whereas Hyundai claims ‘just’ 539L. Maybe Hyundai’s boot carpet has a thicker pile, because it can’t be a higher floor due to spare tyre differences – both carry full-size spares.
All of that said, there are two practical differences in how they drive and how comfortable they are. For years, Hyundai Australia has conducted local suspension testing to give each model a Goldilocks set-up for our roads. Kia has too. But for some reason, this Tucson skipped that local tuning program, which means its suspension set-up is not as composed. It’s a subtle difference, and one that few will pick unless you drive the two back-to-back, because both are still in the top half of the class for ride and handling.
Possibly because of this, the Hyundai’s turning circle is marginally worse than the Kia’s – 11.8m versus 11.4m – even though both have the same wheelbase and ride on the same-size tyres (235/65R17). The diameter difference is little more than a loaf of bread, but as we said at the outset, it’s the little differences that will decide this comparison.
Okay, then, what about financial differences?
The Kia’s RRP starts off $500 cheaper, but marginally more expensive premium paint and higher dealer delivery fees erode that down to just $150 by the time they’re parked in your driveway.
Kia well and truly burns that advantage with higher servicing fees – $800 more than the Hyundai across the first five years – which seems a tad unfair since they both share the same oily bits. Perhaps Kia’s technicians’ overalls cost more to dry-clean?
We then grabbed insurance quotes for both, and this time the Kia came out ahead with an $80 annual saving, which we have to assume is down to Hyundais crashing more or Hyundai spare parts costing more. Regardless, that whittles the Hyundai’s $650 advantage back to just $250 after five years.
The only other perishable that will need replacing in the first five years (or 75,000km) is tyres, but we’re going to assume that since both cars ride on the same-size rubber, replacements can be bought for the same price.
So, our ad hoc financial assessment gives the win to the Hyundai, but the difference is less than a pub dinner for you and your partner once a year.
Okay, what about safety? On an active safety equipment front, it’s a tie because while both of these vehicles are at the bottom of their respective ranges, they want for little. In fact, the inclusions and exclusions are so alike, it’s as if their safety suites were developed by the same team…
What about equipment? Neither of our contenders will ever be mistaken for luxury cars, but neither are they the embarrassing, stripped-out econoboxes of the 1990s. You know, the ones where ‘air-conditioning’ involved manually winding the window down, and an infotainment system was a know-it-all mate in the passenger seat.
Both cars have cloth seats with manual adjustment, single-zone air-conditioning, six-speaker sound systems, wired and wireless smartphone mirroring, and remote locking and unlocking. Neither have push-button start, satellite navigation, digital radio, wireless phone chargers or electric tailgates. All of which is absolutely no help whatsoever in splitting the two.
This leaves us without a runaway winner, but we can still find a winner. Our research reveals that while neither car has an equipment advantage to hold over the other, the Hyundai should be $250 cheaper to own over five years of ownership. But the Kia’s warranty extends to seven years, its suspension has been locally tuned, and it has a tighter turning circle, all of which will reduce the stress of owning and driving it.
Those reasons may seem petty to some, but when you’ve got two such evenly matched machines, anything that makes the everyday easier is worth grabbing. And that’s why we choose the Kia.
Or maybe those are the justifications we’d give for going with the Kia’s edgier styling over the Hyundai’s more conservative clothes.
The post 2022 Hyundai Tucson v 2022 Kia Sportage S comparison appeared first on Drive.