Hyundai Tucson Automatic Transmission: Reliability & Used Buying Advice

The third-generation Hyundai Tucson built a reputation as one of the better-value compact crossovers on the road, and a big part of that value was the powertrain in the 2.4-liter trims. Behind that Theta II four-cylinder sits Hyundai's A6MF2 six-speed automatic, a conventional planetary gearbox that, when it's healthy and properly maintained, is a genuinely durable unit. I've pulled these transmissions out of donor Tucsons, run them on a test stand, replaced their valve bodies, and dropped tested units into customers' SUVs, so I can tell you which complaints are real, which are software or fluid, and which are an internet pile-on. This is the honest mechanic's guide to the Hyundai Tucson automatic transmission, written specifically for the 2.4L all-wheel-drive application most people are shopping for.

If you're a DIY owner staring at a rebuild quote north of $3,500, or a professional installer trying to source a clean, tested unit on a deadline, here's the short version up front: a quality used Hyundai Tucson automatic transmission is very often the smart financial move, as long as you confirm you're getting the correct A6MF2 unit and you know exactly what to inspect before you buy. The rest of this page is the long version. We ship tested OEM used and remanufactured transmissions nationwide across the United States from our facility in Sheridan, Wyoming, so I'll flag the sourcing details that actually matter as we go. You can see current stock on our Hyundai Tucson AT 2.4L AWD page.

Quick Specifications

Before we get into failure points, here's the hard data. The Tucson has used more than one automatic across its generations, and getting the exact unit right is half the battle. The table below focuses on the A6MF2 six-speed paired with the 2.4-liter Theta II engine, which is the transmission in the all-wheel-drive Tucsons most buyers are sourcing.

Specification	Detail
Transmission designation	Hyundai A6MF2 (6-speed automatic, transverse FF/AWD layout)
Type	6-speed hydraulic planetary automatic with electronically controlled lock-up torque converter
Shift mode	SHIFTRONIC manual-shift mode plus electronic shift-lock
Engine pairing	2.4L Theta II GDI inline-four (G4KJ), approx. 176 hp and 168 lb-ft
Drive layouts	Front-wheel drive (FF) and all-wheel drive (AWD with coupling and rear driveline)
Gear ratios (AWD)	1st 4.639, 2nd 2.826, 3rd 1.841, 4th 1.386, 5th 1.000, 6th 0.772; Reverse 3.385
Final drive ratio (AWD)	Approx. 3.320
Fluid specification	Hyundai genuine ATF SP-IV (do not substitute generic "universal" ATF)
Fluid capacity (drain & fill)	Approx. 3.5 to 4.0 US quarts; full dry fill is larger (roughly 7 quarts)
Torque converter	Lock-up converter with electronically modulated TCC clutch
Cooling	External ATF cooler / cooler circuit; warmer/cooler routing varies by trim
Years used (Tucson, 2.4L)	2016 to 2021 (3rd-generation TL platform, 2.4L SEL/Sport/Limited/Ultimate)
Sibling applications	Kia Sportage, Kia Sorento, Hyundai Santa Fe Sport (A6MF2/A6LF family)

Two things from that table matter most to anyone who works on these for a living. First, fluid type is not optional. The A6MF2 is calibrated around Hyundai SP-IV ATF, and dumping a generic "universal" or "import" ATF into one of these is one of the fastest ways to create torque-converter shudder, harsh shifts, and premature solenoid wear. Second, the 2.4L Tucson uses the A6MF2; the 2.0-liter base cars use the closely related A6MF1, and the 1.6-liter turbo Tucsons use a completely different seven-speed dual-clutch unit (the 7DCT) that shares none of this transmission's character. Confusing the A6MF2 with the DCT is the single most common sourcing mistake I see on this platform. If your Tucson is the 2.4L AWD, you want the unit on our Hyundai Tucson AT 2.4L AWD listing.

Reliability: How Long Does the Hyundai Tucson Transmission Last?

Let me be straight with you, because the Tucson's transmission reputation gets unfairly dragged down by the dual-clutch units in the turbo cars and the DCT in newer models. The A6MF2 in the 2.4L is a different animal entirely. It's a conventional torque-converter automatic, and as a piece of engineering it's fundamentally durable. A properly maintained 2.4L Tucson A6MF2 routinely reaches 150,000 to 200,000 miles, and I've personally seen well-kept AWD examples cross 180,000 on the original transmission with nothing more than scheduled SP-IV fluid services and a healthy cooler circuit.

That's the good news. The honest caveat is that the A6MF2 has one well-documented weak spot that shapes its real-world lifespan: valve-body bore wear. The aluminum valve body uses pressure-regulating and reducing valves that, over many miles and many heat cycles, can wear their bores oversize. When that happens, line pressure leaks past the valves and you get the classic A6MF2 symptom set, harsh or banging shifts, a hard 6-4 kickdown, flares or momentary neutrals on up- and downshifts, and torque-converter clutch shudder. None of that is catastrophic the moment it appears, but it's the issue that most often ends an A6MF2's first life. The encouraging part is that bore wear is a known, fixable problem, and many of these "bad transmissions" are saved with a valve-body repair rather than a full rebuild.

So the honest reliability picture is this: the 2.4L Tucson A6MF2 is a genuinely long-lived, conventional automatic when it's fed the right fluid and kept cool, but it is unforgiving of fluid neglect and heat, and its Achilles' heel is valve-body bore wear that produces harsh shifting later in life. Highway-driven, regularly serviced, never-overloaded Tucsons age very well. Heat-soaked, fluid-neglected, stop-and-go-abused ones do not.

What separates the 180k-mile units from the early failures

In my experience the dividing line is almost always two things: fluid discipline and heat management. The A6MF2s that go the distance got fresh Hyundai SP-IV on a real schedule and lived behind a healthy, unrestricted cooler. The early failures I've torn down were heat-abused units, often a Tucson that crawled through hot-climate stop-and-go traffic for years with the original fluid, or one whose owner believed the "lifetime fluid" marketing and never serviced it at all. There is no such thing as lifetime ATF in a transmission you want to keep. When you're shopping a used unit, the donor's history and the fluid condition tell you more than the bare odometer number.

Common Problems With the Hyundai Tucson Automatic Transmission

Here are the failure modes I actually see on the A6MF2, ranked roughly by how often they show up. None of these should scare you off a clean, tested transmission, but you need to know them to inspect like a pro instead of guessing.

1. Valve-body bore wear (harsh shifts and banging kickdown)

This is the signature A6MF2 problem and the one to understand first. The valve body uses reducing and pressure-control valves whose aluminum bores wear with age and heat. As the bores open up, regulated line pressure leaks past the valves, and the transmission loses precise control of clutch apply pressure. The result is the textbook A6MF2 complaint: harsh 1-2 and 2-3 shifts, a brutal 6-4 kickdown bang when you stab the throttle for a pass, flares or brief neutral feel between gears, and erratic shift timing. On a used unit, this is the single most important thing to confirm has been addressed. A unit that has had a quality valve-body repair or shift-correction work is worth more than a cheap, untested core that may already be wearing its bores.

2. Torque-converter clutch (TCC) shudder

The second most common complaint is a shudder felt when the torque-converter lock-up clutch engages, typically at light throttle in the 35 to 50 mph range. It feels like driving over light rumble strips or a faint vibration coming up through the floor. On the A6MF2 this is usually driven by degraded fluid that has lost its frictional properties, sometimes combined with the same valve-body pressure issues above. The diagnostic tell on a used unit is whether the shudder clears after a full SP-IV fluid exchange; a transmission that still judders hard after fresh fluid has likely worn the lock-up clutch friction material itself or has valve-body pressure loss feeding it.

3. Slipping, flare, and clutch-pack wear

A transmission that flares (engine rpm climbs without a matching gain in road speed), slips under acceleration, or won't hold a gear under load is showing clutch wear, almost always a downstream consequence of heat and old fluid, and frequently aggravated by the valve-body pressure loss described above. Burnt-smelling, dark fluid is the giveaway. On a used unit, fluid color and smell tell you a great deal before you ever put it on a stand or in a car.

4. Solenoid faults and shift codes

The A6MF2 relies on a bank of solenoids in the valve body, including pressure-control and shift solenoids, to manage clutch apply. A sticking or electrically failing solenoid throws P0700-series and specific solenoid/pressure codes (for example P0715, P0741 for TCC performance, P0748 and related pressure-control faults) and causes erratic shifts, no lock-up, or limp mode. The good news is that on these units a faulty solenoid or a worn valve body is frequently the actual root cause of "the transmission is acting up," and that's a repair, not necessarily a full replacement. When buying used, a unit with verified-good solenoid performance is worth real money.

5. Overheating and cooler-related failure

Heat is the number-one killer of any automatic, and the A6MF2 is no exception. Sustained high-load driving, hot-climate stop-and-go, towing near the Tucson's modest rating, or a restricted/plugged ATF cooler cooks the fluid until it stops protecting the clutches and the valve body. Once the fluid is heat-degraded, shudder and harsh shifts follow quickly. On a used unit, inspect the cooler circuit, confirm the lines aren't crushed or restricted, and verify the fluid is clean and amber rather than dark, burnt, or contaminated.

6. Delayed engagement into Drive or Reverse

A pause before the transmission engages when you select Drive or Reverse, sometimes followed by a clunk, usually points to low or degraded fluid, worn valve-body bores, or a tired pressure-control solenoid. On a healthy A6MF2 engagement should be prompt and smooth. Delayed engagement on a used candidate is a reason to dig deeper before you buy.

7. Cooler-line and seal leaks

Like any transmission, the A6MF2 can develop leaks at the cooler-line fittings, the pan/case interface, the axle seals, and the input/output seals. Low fluid starves the clutches and accelerates wear fast. On a used unit, inspect every seal and fitting for weeping and confirm the cooler circuit is intact before installation.

Pros and Cons

An honest balance sheet on the Tucson A6MF2, from someone who installs these rather than markets them.

Pros

• Conventional torque-converter automatic, far more durable and predictable than the dual-clutch units used in the turbo Tucsons.
• Genuinely long-lived when serviced, often reaching 150,000 to 200,000 miles on the original unit.
• Smooth, refined shifting when healthy, well-suited to a daily-driven compact crossover.
• Excellent parts availability; the A6MF2/A6LF family is shared across the Kia Sportage, Kia Sorento, and Hyundai Santa Fe Sport, so used and remanufactured units are plentiful nationwide.
• Its main weakness, valve-body bore wear, is well understood and repairable rather than terminal.
• Uses widely available genuine Hyundai SP-IV fluid rather than a hard-to-source specialty oil.
• SHIFTRONIC manual-shift mode gives useful control for grades and engine braking.

Cons

• Valve-body bore wear is a known late-life issue that produces harsh shifts and a hard 6-4 kickdown.
• Torque-converter clutch shudder is a recurring nuisance on neglected fluid.
• Sensitive to fluid neglect; generic ATF and the "lifetime fluid" myth cause shudder and wear.
• Heat-sensitive; hot-climate stop-and-go and towing abuse are common causes of early failure.
• Easy to mis-order; the 2.4L A6MF2, the 2.0L A6MF1, and the 1.6T 7DCT are not interchangeable.
• AWD versions add a coupling and rear driveline that must be matched and inspected separately.

Used Buyer's Checklist

If you're sourcing a used Hyundai Tucson automatic transmission, run through this list before money changes hands. This is the same inspection I'd do on a donor unit before I'd put my name on it.

• Confirm the exact transmission for your engine and drivetrain. The 2.4L uses the A6MF2; the 2.0L uses the A6MF1; the 1.6T uses a 7-speed DCT. Verify FF vs. AWD as well. Match by VIN, not the seller's word.
• Check the fluid condition. Clean amber Hyundai SP-IV is a good sign; dark, burnt-smelling fluid points to a heat-abused unit, and any sign of contamination is a hard no.
• Ask whether the valve body has been addressed. Given the A6MF2's known bore-wear issue, a unit with a documented valve-body repair or a shift-correction kit is a stronger buy than an untouched high-mile core.
• Verify mileage and, where possible, the donor's service history. Highway-driven, on-time-serviced units age far better than hot-climate commuters.
• Ask whether the donor ever towed or lived in heavy stop-and-go heat. Both shorten an A6MF2's life.
• Confirm clean shifts and lock-up if the unit was tested, and ask specifically about harsh shifting and 6-4 kickdown behavior.
• Inspect all seals, the pan, and cooler fittings for leaks, and confirm the cooler circuit is intact.
• On AWD units, inspect the coupling/output provisions and confirm the rear driveline interface matches your vehicle.
• Check the case and bell housing for cracks or impact damage from a collision donor.
• Confirm completeness. Is the torque converter included? Are the external sensors, solenoid harness, and mounting hardware present? This changes the real cost and install labor.
• Demand a written warranty and clear return terms. A real warranty is the single best protection on a used transmission.
• Confirm shipping and packaging so the unit arrives undamaged, with the converter retained and the ports sealed.

Every used and remanufactured transmission we ship is a tested OEM used part, inspected and run-verified before it leaves the building, and backed by a written warranty. You can browse current stock on our Hyundai Tucson AT 2.4L AWD page or see the full range in our used transmissions catalog.

Vehicle Compatibility Guide

The A6MF2 is a shared Hyundai/Kia six-speed, so it appears across several vehicles, but the calibration, mounting, drivetrain provisions, and cooler routing differ by application. Here's where the 2.4L Tucson version fits and what to watch for with cross-platform swaps.

• 2016 to 2021 Hyundai Tucson 2.4L (3rd gen, TL platform) - A6MF2 six-speed automatic in FF and AWD; this is the unit most 2.4L buyers want.
• 2016 to 2021 Hyundai Tucson 2.0L - A6MF1 six-speed, closely related but calibrated and torque-matched to the 2.0L Nu engine; not a direct substitute for the 2.4L unit.
• 2016 to 2021 Hyundai Tucson 1.6L Turbo - 7-speed dual-clutch (7DCT); a completely different transmission with no parts commonality to the A6MF2.
• Kia Sportage 2.4L (QL generation) - uses the same A6MF2 family, but mounting, calibration, and AWD provisions differ.
• Hyundai Santa Fe Sport 2.4L / Kia Sorento 2.4L - related A6MF2/A6LF transverse units; share architecture but not plug-and-play tune or hardware.

The bottom line: match the transmission to your exact Tucson engine, generation, and drivetrain. The 2.4L AWD Tucson needs the correct A6MF2 with AWD output provisions, which is exactly why our Hyundai Tucson AT 2.4L AWD listing is matched to that configuration. If you're unsure which transmission your VIN calls for, send it through our free fitment and quote service and we'll confirm it before you order. If your project also needs the engine, read our companion guide on the Hyundai Tucson 2.4L engine and its recalls and known issues, since the Theta II GDI has its own important story.

Installation Tips

Whether you're a seasoned tech or a determined DIYer, the Tucson A6MF2 swap goes smoothly if you respect a few details specific to these units.

• Use only genuine Hyundai SP-IV fluid. Generic "universal" ATF causes shudder and harsh shifts in this transmission and can void coverage. Buy the correct fluid before the unit arrives.
• Confirm completeness on arrival. Verify the torque converter is installed and retained, the valve body and solenoid harness are present, and the external sensors and mounting hardware match your vehicle before you begin.
• Seat the torque converter fully. Make sure the converter is fully engaged on the pump before mating the case to the engine. A partially seated converter destroys the pump on first start, and it's the most common DIY install failure on these transverse automatics.
• Flush or replace the cooler circuit. If the old transmission failed, burnt fluid and debris linger in the cooler and lines; flush them thoroughly or you'll contaminate the replacement on day one.
• Replace consumables during the swap. Fresh axle seals, new cooler-line O-rings, and a clean filter are cheap insurance while access is easy.
• Inspect and replace tired mounts. Worn or oil-soaked transmission and engine mounts transmit vibration that gets blamed on the transmission.
• On AWD, inspect and service the coupling and rear driveline and confirm fluid in the transfer/coupling is correct before you drive it.
• Fill, then verify level at the correct fluid temperature. Like most modern units, the A6MF2 level is checked at a specific temperature window; follow the factory procedure rather than guessing.
• Clear codes and allow the TCM to relearn. Let the control unit complete its adaptive shift relearn before you judge how the transmission shifts; early shifts can feel firm until adaptation settles.

Maintenance Tips

This transmission rewards disciplined fluid care, and on a used unit the right habits make the difference between 100,000 trouble-free miles and an early valve-body repair. Do these things and a used Tucson A6MF2 will give you years of service.

• Service the fluid on schedule with genuine SP-IV. Ignore "lifetime fluid" marketing. Drain-and-fills on a sensible interval (and shorter under severe duty) keep the friction material and valve body alive.
• Never use generic ATF. If anyone ever topped it off with universal fluid, plan multiple drain-and-fills to restore correct SP-IV throughout the unit.
• Keep it cool. Make sure the cooler circuit is unrestricted, and if you regularly haul or drive in extreme heat, consider an auxiliary cooler. Heat is this transmission's main enemy.
• Address shudder and harsh shifts early. TCC judder often clears with fresh fluid if you catch it before the clutch material wears; harsh shifts that persist point at the valve body, and catching that early can save the clutches.
• Check for leaks regularly. Low fluid starves the clutches; fix weeping seals and cooler fittings immediately.
• Don't lug or overload it. The Tucson is a compact crossover, not a tow rig; respect the rating and the transmission lasts.
• Scan periodically. Catching a pressure or solenoid code early lets you fix a $300 problem before it becomes a $3,000 one.

Warranty Information

A used or remanufactured transmission is only as good as the warranty behind it, and this is where buying from a real supplier matters. Every tested OEM used Hyundai Tucson A6MF2 we ship across the United States is inspected, run-verified, and backed by a written warranty so you're not carrying the risk alone. Coverage terms, mileage limits, and what's required to keep coverage valid, correct Hyundai SP-IV fluid, professional installation documentation, and a proper fill-and-level procedure, are spelled out in our terms and conditions. Read them before you install, because the most common way buyers void an otherwise valid claim is by using generic fluid or skipping the documented fill procedure at startup. If you have any question about whether a specific unit is covered for your application, contact us first and we'll confirm in writing.

Common Mistakes to Avoid

• Ordering the wrong transmission for the engine. The 2.4L A6MF2, the 2.0L A6MF1, and the 1.6T 7DCT are not interchangeable. This is the number-one Tucson sourcing error.
• Using generic or universal ATF. The A6MF2 needs Hyundai SP-IV; the wrong fluid causes shudder, harsh shifts, and can void coverage.
• Believing in "lifetime fluid." There's no such thing in a transmission you want to keep. Neglected fluid is the root of most A6MF2 complaints.
• Buying on price alone. A bargain unit with no test history and no warranty almost always costs more in the end than a tested transmission.
• Ignoring the valve body. If you're buying a high-mile core, factor in the known bore-wear issue; a tested or repaired unit is the safer path.
• Not seating the torque converter fully. A partially seated converter destroys the pump on first start.
• Ignoring the cooler circuit. Debris from a failed unit will contaminate the replacement if the lines and cooler aren't flushed.
• Setting fluid level cold or by guesswork. The A6MF2 level is temperature-dependent; follow the procedure or you'll overfill or starve the unit.
• Forgetting to keep install records. No documentation can mean no warranty when you need it.

Frequently Asked Questions

Is the Hyundai Tucson automatic transmission reliable?

The 2.4L Tucson's A6MF2 six-speed is a conventional torque-converter automatic and is genuinely reliable when maintained, often reaching 150,000 to 200,000 miles. Its main weakness is valve-body bore wear later in life, which produces harsh shifting but is repairable. It is far more durable than the dual-clutch transmissions used in the turbocharged Tucson trims.

What transmission does my Hyundai Tucson have?

It depends on the engine. The 2.4L (2016 to 2021) uses the A6MF2 six-speed automatic, the 2.0L uses the closely related A6MF1, and the 1.6L turbo uses a seven-speed dual-clutch (7DCT). Always confirm by VIN and engine before ordering, because the A6MF2, A6MF1, and DCT are not interchangeable.

What fluid does the Tucson A6MF2 transmission use?

Genuine Hyundai ATF SP-IV. Do not substitute a generic "universal" or "import" ATF. The wrong fluid causes torque-converter shudder, harsh shifts, and premature solenoid and valve-body wear, and it can void warranty coverage. Despite any "lifetime fluid" claims, you should service it on a sensible interval.

Why does my Tucson shudder around 35 to 50 mph?

That's almost always torque-converter clutch (TCC) lock-up shudder, usually caused by degraded fluid that has lost its frictional properties, sometimes worsened by valve-body pressure loss. A full SP-IV fluid exchange clears many cases. A unit that still judders hard after fresh fluid has likely worn the lock-up clutch material or has valve-body bore wear feeding it.

What causes the harsh shifting and hard 6-4 kickdown on the A6MF2?

The signature A6MF2 issue is valve-body bore wear. The aluminum bores for the reducing and pressure-control valves wear oversize over time, letting regulated pressure leak past and causing harsh 1-2 and 2-3 shifts, a banging 6-4 kickdown, and flares between gears. It's a well-known, repairable problem; a valve-body repair or shift-correction kit usually resolves it.

How many miles will a used Tucson transmission last?

A maintained used A6MF2 can deliver many years and well over 150,000 total miles. What matters most is the donor's history and the fluid condition. A highway-driven, on-time-serviced unit ages far better than a fluid-neglected, hot-climate stop-and-go commuter, and a unit whose valve body has been addressed is a stronger long-term bet.

Is a used Tucson transmission worth it compared to a rebuild or new unit?

For most owners, yes. A dealer replacement or a full internal rebuild can run well into the thousands. A tested used or remanufactured A6MF2 that's verified, complete, and warrantied is usually the smarter financial choice. See current pricing on our Hyundai Tucson AT 2.4L AWD listing.

Will a Kia Sportage or Santa Fe Sport transmission fit my Tucson?

Not as a direct swap. The Kia Sportage 2.4L, Kia Sorento, and Hyundai Santa Fe Sport use the same A6MF2/A6LF family, but mounting, calibration, and AWD provisions differ. Match the exact engine, generation, and drivetrain of your Tucson, and verify by VIN before buying.

Can I tow with the Tucson transmission?

The Tucson is a compact crossover with a modest tow rating, and the A6MF2 is not a heavy-duty hauling transmission. You can tow within the vehicle's rating, but exceeding it or towing in high heat without adequate cooling is a common cause of early fluid breakdown and clutch wear. If you tow, add an auxiliary cooler and shorten the fluid interval.

What do P0741 or pressure-control codes mean on my Tucson?

P0741 indicates a torque-converter clutch performance or stuck-off condition, often tied to TCC shudder, degraded fluid, or valve-body pressure loss. Pressure-control solenoid codes point at a sticking or failing solenoid, frequently downstream of valve-body bore wear. On the A6MF2, scan first; many of these are solenoid or valve-body repairs rather than a reason to scrap the unit.

Does the used transmission come with the torque converter and valve body?

It depends on the listing. Some units include the converter, valve body, solenoid harness, and external sensors; some are sold as a core. Always confirm completeness before buying, because it changes both the price and the install labor. Ask us and we'll tell you exactly what's included.

How fast can I get one shipped?

We ship tested transmissions nationwide across the United States. Lead times depend on stock and your location; our delivery policy covers handling, packaging, and freight details, and our team can give you a firm timeline when you request a quote.

Conclusion

The Hyundai Tucson automatic transmission story is cleaner than the internet makes it sound, as long as you separate the engines. In the 2.4L Tucson, the A6MF2 is a conventional, torque-converter six-speed that comfortably passes 150,000 to 200,000 miles when it's fed genuine SP-IV fluid and kept cool. Its real weaknesses, valve-body bore wear that produces harsh shifts and a hard 6-4 kickdown, plus the usual TCC shudder and heat sensitivity, are all well understood, all detectable before you buy, and all repairable rather than terminal. That's a fundamentally different and far better reliability picture than the dual-clutch units in the turbo trims.

That's exactly why a tested used Tucson A6MF2 is so often the smartest way to get a 2.4L AWD Hyundai back on the road for far less than a dealer unit or a full rebuild. If you do your homework on the donor's history, run the buyer's checklist above, use only genuine Hyundai SP-IV on install, follow the fill-and-level procedure, and insist on a written warranty, a used Hyundai Tucson automatic transmission is absolutely worth it. The key is buying from a source that tests and stands behind what it ships rather than a no-name core with no story and no coverage.

Want to keep researching before you commit? Our other Hyundai/Kia and same-class guides are worth a read: the matching Hyundai Tucson 2.4L engine guide covering the Theta II GDI's recalls and known issues, the closely related Kia automatic transmission guide for another Hyundai/Kia gearbox, the Kia Cadenza six-speed automatic guide for a related six-speed application, and the comparable crossover in the Chevy Equinox automatic transmission guide.

Get a Tested Tucson 2.4L AWD Transmission Shipped to Your Door

Ready to move forward? Browse our in-stock, tested, warrantied Hyundai Tucson AT 2.4L AWD or explore the full parts shop and used transmissions catalog. Not sure which transmission fits your VIN and engine? Contact us for a free fitment and quote and let our team match the right unit, confirm warranty coverage, and arrange fast nationwide shipping from our Sheridan, Wyoming facility. Learn more about Next Drive Global and why thousands of DIY owners and professional installers trust us for tested OEM used and remanufactured transmissions.