All generations and engines together · 142,965 MOT tests in the 2025 data · typical mileage at age 7: 61k
Split by first-registration year. Cars registered in a changeover year can belong to either generation.
Computed from DVSA MOT results, all of Great Britain, 2025. Nothing here is opinion.
Share of tests where each item was recorded. The dark tick is the class average across all tracked models; bars are scaled within each group.
The rows that judge the model rather than its keeper. 83,663 tests in this band.
Tyres, pads and stone chips say more about how the car was driven and maintained than about how it was built.
Owner folklore from forums and the motoring press. Most of it never shows up in an MOT, which is why this section exists at all.
The 1.7 CRDi diesel (2015-2019 Tucson) makes its peak torque very low down, around 1,250-1,300rpm, and that seems to load the clutch and dual-mass flywheel hard in everyday low-speed driving. Owners report judder from near-new, and in worse cases the clutch has burnt out at mileages as low as 3,500-21,000 miles, sometimes taking the flywheel with it. A full clutch and DMF replacement runs to roughly £2,500-£3,200. Hyundai has treated some cases as a warranty goodwill fix rather than a formal recall, so cover is patchy once the car is out of the original 5-year warranty.
The hands-free foot-activated tailgate on higher trims has a habit of triggering on its own with no key nearby, or the reverse: failing electrically and needing the manual release lever to get the boot open at all. It is not linked to one engine or gearbox and turns up across the 2015-2021 range. There is no manufacturer campaign for it; owners generally end up replacing the tailgate control module or sensor strip, a job in the low hundreds of pounds.
Some 1.6 GDi petrol owners describe a hesitation of a second or two when lifting off the throttle and then reapplying it gently, most noticeable in traffic. Dealers have repeatedly told owners this is normal calibration behaviour rather than a fault, so it never became a TSB or recall, and plenty of other owners report no such issue at all, which is why it sits as disputed rather than confirmed. Worth feeling for on a test drive since there is no fix to fall back on if it bothers you.
Owners on the used Tucson (especially the heavier 4WD and diesel variants) commonly report front discs and pads needing attention earlier than expected, with some describing brake judder returning soon after a replacement. Brakes are also the measured MOT signature fault for this segment, and the folklore lines up: this is a car whose braking system clearly gets worked hard, whether that is disc quality, pad compound, or just kerb weight. A front set typically runs £150-£300 at an independent garage.
A smaller number of owners report the steering feeling loose or 'wandery' at speed, and in at least one documented case a full steering rack replacement under warranty did not fully resolve it. It is not reported often enough to call it a pattern across the range, but worth a straight-line motorway test if you can, since a wandery feel that a dealer cannot pin down is a difficult thing to sell on afterwards.
Cars fitted with Hyundai's 7-speed dual-clutch automatic (mainly the higher-powered diesel and later petrol hybrid variants) can develop the classic DCT symptoms: a pause pulling away from a stop, then a jerky take-up of drive, worse when the box is cold or in stop-start traffic. A software reflash sometimes helps; a full clutch pack or mechatronic unit replacement, if it comes to that, is an expensive job well into four figures. Manual and torque-converter automatic cars are not affected.
Built from the two sections above.
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