Latest news with #HyundaiTucsonHybrid
Yahoo
29-07-2025
- Automotive
- Yahoo
Hyundai Tucson Hybrid Named One of the 2025 Best Cars for Car Seats by Cars.com
Hyundai Tucson Hybrid one of only seven vehicles to earn this award FOUNTAIN VALLEY, Calif., July 29, 2025 /PRNewswire/ -- The Hyundai Tucson Hybrid has been awarded one of the Best Cars for Car Seats by With 51 vehicles tested, Tucson is one of seven vehicles to earn this recognition. To qualify, vehicles had to score well in Car Seat Checks evaluation where certified child safety seat installation technicians conduct hands-on tests of a car's Latch system and check the vehicle's ability to accommodate different types of car seats. The Tucson Hybrid received straight A grades across each category in the evaluation. "As a mobility solutions provider, safety is at the forefront of everything we do and keeping our owners and their loved ones safe is our priority," said Cole Stutz, chief safety officer, Hyundai Motor North America. "We're not only equipping our vehicles with 'Smartsense' advanced safety systems and convenience features but also educating families across the U.S. through our Hyundai Hope initiatives with the knowledge and resources to make informed, life-saving decisions with regards to car seat safety." Switch Auto Insurance and Save Today! The Insurance Savings You Expect Affordable Auto Insurance, Customized for You Great Rates and Award-Winning Service "Every child seat we tested—infant, rear facing convertible, forward facing convertible, and booster—earned straight A's in the Tucson Hybrid's second row, thanks to easy‑ to‑ locate LATCH anchors, removable head restraints for better seatback contact, and ‑user-friendly‑ tether points," says Jenni Newman, editor in chief and certified car seat technician. "Installations were effortless, and even with all seats in place, a six-foot driver still had roomy legroom—making the 2025 Tucson Hybrid not just spacious, but genuinely family ready. That's why it was named one of 2025 Best Cars for Car Seats." ABOUT is the No. 1 most recognized automotive marketplace visited by nearly 30 million in-market consumers each month. Launched in 1998 and headquartered in Chicago, empowers shoppers with the data, resources and digital tools needed to make informed buying decisions and seamlessly connect with automotive retailers. is the flagship offering from Inc. d/b/a Cars Commerce Inc., an audience-driven technology company empowering automotive that simplifies everything about buying and selling cars. Learn more at Hyundai Motor AmericaHyundai Motor America offers U.S. consumers a technology-rich lineup of cars, SUVs, and electrified vehicles, while supporting Hyundai Motor Company's Progress for Humanity vision. Hyundai has significant operations in the U.S., including its North American headquarters in California, the Hyundai Motor Manufacturing Alabama assembly plant, the all-new Hyundai Motor Group Metaplant America and several cutting-edge R&D facilities. These operations, combined with those of Hyundai's 850 independent dealers, contribute $20.1 billion annually and 190,000 jobs to the U.S. economy, according to a recent economic impact report. For more information, visit Hyundai Motor America on Twitter | YouTube | Facebook | Instagram | LinkedIn | TikTok View original content to download multimedia: SOURCE Hyundai Motor America Error in retrieving data Sign in to access your portfolio Error in retrieving data Error in retrieving data Error in retrieving data Error in retrieving data
Auto Blog
21-07-2025
- Automotive
- Auto Blog
Mitsubishi Offers Killer 2025 Outlander PHEV Lease Deal for July
By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. With a monthly lease price of just over $300, Mitsubishi's three-row PHEV is even more appealing The 2025 Mitsubishi Outlander PHEV is the brand's priciest offering among its six models. The plug-in hybrid variant of the Outlander offers all-electric commuting of up to 38 miles, with a 16.8 kWh battery that powers a pair of electric motors. The gas engine is a 2.4-liter four-cylinder that outputs a combined 248 horsepower. Range is an impressive 420 miles, and the Outlander PHEV can DC fast charge to 80 percent in 38 minutes. 0:02 / 0:09 What is the Jeep Wrangler 4xe Backcountry? Watch More The body styling is daring, deriving much of its look from the 2019 Engleberg Tourer. Its bold styling is marked by a big grille and complex DLR and headlight clusters that make it look futuristic. The Outlander PHEV's cabin is the best modern Mitsubishi interior thanks to a combination of good materials, a clean layout, and solid physical controls for climate and audio. Competitors include the Hyundai Tucson Hybrid, Kia Sportage Hybrid, and the Toyota RAV4 Plug-in Hybrid. To sweeten things, the Outlander PHEV gets a July lease deal that makes it even more attainable than its already approachable retail price of $40,445. 2025 Mitsubishi Outlander PHEV lease deal for July 2025 Mitsubishi Outlander PHEV — Source: 2025 Mitsubishi For July, Mitsubishi is offering a lease deal on the Outlander PHEV ES S-AWC for $308/month for 36 months with $3,307 due at lease signing and no security deposit required. The monthly payment includes a $1,095 acquisition fee but excludes tax, title, license, and dealer options and charges. The lessee is responsible for maintenance, repairs, excess wear, and a $395 disposition fee, if applicable. A $0.25 per mile charge will apply if the 10,000 miles/year limit (30,000 miles for the full 36-month lease term) is exceeded. The lease offer is good through July 31, 2025. Learn more here. Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. 2025 Outlander PHEV ES S-AWC feature highlights 2025 Mitsubishi Outlander Plug-in Hybrid — Source: Mitsubishi The Outlander PHEV ES S-AWC is the base trim and comes standard with 18-inch alloy wheels, automatic LED headlights and DRLs, LED taillights, automatic grille shutters, automatic high beams, Super All-Wheel Control, seating for seven, heated front seats, a 12.3-inch infotainment touchscreen with navigation, premium 8-speaker sound system, wireless Apple CarPlay/Android Auto, blind spot warning with lane change assist, rear cross-traffic alert, rear automatic emergency braking, and rear parking sensors. 2025 Mitsubishi Outlander Plug-in Hybrid — Source: Mitsubishi The Outlander PHEV's total passenger volume is 122.9 cubic feet, and the second row provides a roomy 38.1 inches of second-row legroom, while the third row is tighter at 19.1 inches, which mostly works for children rather than adults. The cargo area provides 10.9 cubic feet behind the third row, 30.8 cubic feet of space behind the second row, and 64.7 cubic feet with all of the seats folded flat, more than the Kia Soul EV but a bit less than the Hyundai Kona Electric. Final thoughts The 2025 Mitsubishi Outlander PHEV can make all-electric commuting a reality. It looks more premium than any other model in the brand's lineup, and it also stands out in a crowded segment thanks to its aggressive, concept vehicle-like styling. The very affordable monthly lease payment makes it even more attractive this month, especially with a $0 security deposit required. Before signing the lease agreement, be aware of the costs due at signing, including taxes and registration fees, etc. Read the lease agreement carefully and inquire about potential additional costs at the dealership. *Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle. About the Author Amos Kwon View Profile
The Advertiser
02-07-2025
- Automotive
- The Advertiser
2025 Hyundai Tucson review
Hyundai Tucson Pros Hyundai Tucson Cons Hyundai is finally taking the fight to Australia's favourite SUV, the Toyota RAV4 Hybrid. Note: This is a revised version of our recent review of the Hyundai Tucson Hybrid, as there have been no major changes to the model since it was published. We have updated key details such as pricing and specifications with the most up to date information available. Read our latest price and specs article here for all the details. Although the Honda ZR-V and CR-V e:HEV, Kia Sportage Hybrid, and GWM Haval H6 HEV, offer some form of hybrid alternative to the RAV4, none has a full range to take on Toyota. The 2025 Hyundai Tucson Hybrid has landed in Australia, and unlike Kia it's offering an electrified powertrain across all trim levels. Within a sprawling range of 17 variants, there are no fewer than eight versions of Tucson Hybrid you can buy in Australia. Prices start from $45,100 before on-road costs for the most basic petrol-electric Tucson, which is about $5500 more than the base petrol. That aligns the starting point of the Tucson Hybrid range with the mid-spec RAV4 GXL Hybrid. The flagship Premium N Line AWD will set you back more than $60,000 on the road, which lines up pretty well with the most expensive RAV4 Edge AWD Hybrid. Quite a match up, then… Regular petrol and turbo-petrol versions of the new Tucson are also on sale, but only the hybrids were available during the Australian media drive. Hence, we'll focus on just the electrified version today. Has Korea finally come up with a proper contender for Japan's top-seller? The updated Tucson offers one of the most comprehensive ranges in segment – there are 17 variants to choose from! To see how the Tucson lines up with the competition, check out our comparison tool. While the exterior revisions may seem subtle, the interior has received a comprehensive update. Where facelifts tend to jazz up existing architecture or implement evolutionary changes rather than revolutionary ones, Hyundai has basically thrown out the Tucson's old dash and made a whole new one. Gone is the touch-capacitive waterfall and integrated displays, and in their place is a more modern and open plan design with the Hyundai-Kia dual 12.3-inch Connected Car Navigation Cockpit (ccNC) display layout. Well, the base model doesn't come as standard with the 12.3-inch digital instrument cluster unless you tick the N Line option box, but the 'base' cluster with 4.2-inch display is more convincing and appealing to look at than the Tucson's previous analogue gauges, as well as the clock radio-style cluster on the Sportage. The new screens are an improvement on the outgoing model's 10.25-inch units, and the new interface is a big step forward on all fronts. You now get wireless Apple CarPlay and Android Auto standard across the range, as well as Bluelink connected services which includes app-based remote services, and safety features like automatic collision notification and SOS emergency call functions. There's connected navigation with live traffic updates and send-to-car address input via your smartphone – this is included from the mid-spec Elite, as is the 12.3-inch digital instrument cluster. As we have found in other Hyundai and Kia models running this software, it's easy to use and snappy in terms of response and animations. It feels very upmarket, and is fully featured to the point where it's competitive with premium brands on paper. Clarity of the displays is also a strong point, with crisp graphics and bright colours. These wouldn't look out of place in a Genesis, though the cluster lacks the customisability of Volkswagen Group systems. There's a new touch-based climate control panel with rotary dials for temperature, and while we often lament capacitive controls they very much operate like physical buttons would. They do attract fingerprints, though. Beneath the centre stack is a cubby deep enough for a handbag, and there are USB-C ports to charge your devices if you need. All models get a grippy wireless smartphone charger as standard, which is placed on the floating centre console next to the cupholders. Ahead of the charger and cupholders there are extra physical buttons for the parking camera/sensors, and drive modes – at your fingertips, if you will. More storage is available under the front-centre armrest cubby as well as in the door bins. Disappointingly, the door bins aren't as deep or accommodating as those in a Volkswagen Tiguan. Second-row accommodation remains a strength, thanks to its long wheelbase. Leg- and knee room are up with the best in segment, while the relatively flat rear bench and minimal driveline hump in the floor mean you can carry three smaller people across on occasion if you need. Even with the Premium's panoramic sunroof there's good headroom for taller people like myself. At 6'1 I had no issues sitting behind my preferred driving position, meaning if your little kids suddenly sprout into lanky teenagers the Tucson should be able to grow with them. Two ISOFIX and three top-tether points feature, and there's a fold-down centre armrest with cupholders. You also get rear air vents as standard but no separate climate controls on any Tucson variant. The rear seats can be reclined fore and aft, and in the Premium the outboard ones are heated too. Rounding out the amenities are map pockets on the front seatbacks and USB-C charge ports behind the centre console and separate seat adjust controls on the inner edge of the front passenger seat for a chauffeur-style experience. Boot space is actually better in the Tucson Hybrid than petrol models on paper, because the HEVs swap out the full-size spare wheel for a space-saver. Hybrid models have 582 litres with the rear seats up (VDA), expanding to a colossal 1903L with the back seats folded – and they almost fold completely flat. The petrols, meanwhile, have 539-1860L. To see how the Tucson lines up with the competition, check out our comparison tool. The new Tucson is available with three different powertrains, two of which offer FWD and AWD options. To see how the Tucson lines up with the competition, check out our comparison tool. Having spent plenty of time in hybrid versions of the Kia Sportage and larger Hyundai Santa Fe, the Tucson Hybrid offers few surprises and also makes a solid case for itself against rivals like the RAV4 Hybrid and H6 HEV. Hyundai and Kia's approach to hybridisation is a little different to Toyota's, aiming to balance efficiency with performance rather than outright saving absolutely every drop of fuel. It's also more conventional to drive. Like most full hybrids the Tucson HEV starts in silence save for a few bongs as part of the startup chime, and if you sit around for long enough the turbo petrol engine might fire up to warm up on a cold start. You will roll off in EV mode at carpark speeds or when you engage Reverse, and from there the Tucson's electrified underpinnings do the hard work for you in selecting when and where to employ electric power, combustion power, or both. I have praised the likes of the Kia Niro HEV for leaning on battery power more than a Toyota hybrid with nickel-metal hydride batteries, but the Tucson (and Santa Fe) can be a little inconsistent with how much it wants to lean on e-power. Sometimes you'll accelerate to 40km/h in EV mode, other times the petrol engine will fire up and assist almost immediately after you set off. There's also no way to lock it into EV mode like you are afforded in Toyotas. But, there are benefits to be enjoyed here. With the electric motor mounted to the six-speed automatic transmission, as opposed to driving through an e-CVT like you might find in key rivals, the Tucson Hybrid will shuffle through gears like a normal ICE car regardless of whether it's in EV mode or not. It'll also just pop into EV mode at various speeds. We saw it switch off the engine and hold 100-110km/h in EV mode multiple times driving on Sydney's Pacific Highway and other major highways. My view is the hybrid needs an extra gear or two, however. At 100km/h the engine is spinning at around 2000rpm and the instant fuel consumption readout is reading around 7.0L/100km mark. It could be better with a longer final ratio to be more efficient on the highway. With 172kW and 367Nm under foot – the latter available from 1000-4100rpm – the Tucson Hybrid hardly feels like a Prius when you hammer it. If anything it's pretty peppy and doesn't have the CVT whine you get from a RAV4 Hybrid under load. The engine is pretty refined for the most part and barely heard under acceleration unless you absolutely mash it, which makes progress feel quick if you need to make a dash for it. Hyundai Australia doesn't quote a 0-100km/h time, but the less powerful short-wheelbase model in the UK quotes 8.2 seconds for the 2WD. Road and wind noise were also reasonably well suppressed without being luxury car quiet. We tested both the base model on 18s and the N Line with 19s, and both wheel and tyre packages proved to be comfortable and refined. I did notice in Sydney's very long WestConnex tunnel though that noise from trucks through the side windows was a bit louder than I'd like. While the windscreen gets acoustic laminated glass across the range, the side ones do not. We also drove the Tucson Hybrid in town and up some twisties heading into Laguna north of Sydney, and again it proved surprisingly fun to drive particularly in N Line AWD guise. It's not overtly sporty, but it offers nicely balanced and controlled dynamics with a slight lean to the more engaging side of things. The Tucson doesn't get a bespoke Australian ride and handling tune like the Sportage, though the steering has been locally developed as has the E-Motion Drive technology. What is E-Motion Drive? It's Hyundai-speak for a torque vectoring system that's exclusive to the hybrid. Basically, the electric motor has been calibrated to minimise pitching over speed humps and smoothen out acceleration in normal driving, while also optimising traction in corners. I'm not going to tell you I felt a dramatic difference during our testing, but I can attest to the Tucson's controlled and refined nature across the board – perhaps the seamless feel is what Hyundai is aiming for… Fuel consumption is an important consideration for a hybrid vehicle, and while our extended launch drive with plenty of highway touring and high-speed B-roads isn't indicative of the target market's typical commute, the Tucson Hybrid is more efficient than its ICE siblings… but isn't quite as thrifty as a RAV4 Hybrid. The AWD was showing low 6.0L/100km after the higher speed and dynamic sections, while the FWD ended on high 5.0s after more urban and city driving. Both figures aren't quite as good as what Hyundai claims, and a RAV4 will do high 4.0s into mid 5.0s without really trying. You can offset that with the Tucson's superior driving performance and dynamics, I guess. The Tucson Hybrid is notably more efficient than the tired base 2.0 MPi atmo petrol engine and the 1.6 T-GDi turbo-petrol which is known for its awkward transmission. The diesel will be missed if you're likely to spend a higher ratio of your time on the open road, but the hybrid is otherwise better in most respects. You can also use the paddle shifters to adjust regen in Eco mode or shift ratios in Sport. The regen is fairly mild in its standard Auto setting but there are four stages that can be toggled via the shifters. Other developments include Baby Mode, which like E-Motion Drive smooths out acceleration and braking inputs using the electric motor to offer a less nausea-inducing experience for bubs. We didn't use it, but it's toggled using the My Mode profile in the drive mode selector. In terms of driver assistance, Hyundai has developed a solution for the infuriating Speed Limit Assist chimes that beep at you when you enter a new speed zone, when you travel more than 2-3km/h (indicated) over the detected limit – even if it has detected wrong. Long press the mute button on the steering wheel and the Tucson will automatically disable the audible chime, though you'll have to do this each time you start the car. Hyundai says this is a global solution, though it's worth noting audible speed sign notifications are not required by law in Australia unlike Europe. Otherwise the 2025 Tucson introduces Highway Driving Assist (HDA) for the nameplate in Australia, which activates the adaptive cruise and lane centring functions and uses navigation data for semi-autonomous highway driving capability. HDA is standard from Elite models and up; adaptive cruise control with stop/go is standard across the range as is separate Lane Following Assist (centring), as well as various aids like blind-spot and rear cross-traffic assists, safe exit warning and tyre pressure monitoring – the camera-based Blind Spot View Monitor is reserved for the Premium. The available surround camera system with 3D view on the Premium is worth noting. It offers good clarity, while the three-dimensional projection of the vehicle into the surroundings is up there with premium makes. No excuse for scraped wheels or dinged bumpers, then. We also briefly took the Tucson on dirt, navigating some light gravel trails near Laguna on our way to the lunch stop. Behind the wheel of the Elite N Line AWD, I felt the Tucson handled itself pretty well. Despite plenty of puddles, potholes, and muddier bits after days of rain, the Tucson never felt like it lacked traction regardless of the terrain. Is it an off-roader? No, but it can leave the blacktop for light-duty stuff with confidence. The FWD ones made it through just fine as well. If you opt for the AWD you get additional terrain modes accessed via the drive mode selector. There are snow and mud modes which tailor the drivetrain and traction control to optimise grip and drivability on loose surfaces. These didn't really come into play on the gravel streets we drove on, but at least they're there should you head to alpine regions on occasion, for example. To see how the Tucson lines up with the competition, check out our comparison tool. The Tucson is available in three distinct trim levels in Australia. 2025 Hyundai Tucson equipment highlights: Tucson Hybrid adds: Tucson Elite adds: Tucson Premium adds: To see how the Tucson lines up with the competition, check out our comparison tool. All Tucson grades offer the N Line Package, which varies in price depending on model. N Line adds: To see how the Tucson lines up with the competition, check out our comparison tool. The 2025 Hyundai Tucson is available in a range of exterior paint colours, depending on the variant. Tucson colours: Tucson N Line colours: All colours except White Cream cost an additional $595, while Pine Green Matte is available for $1000. The Tucson Premium can also be ordered with a two-tone interior for $295, though this isn't available on the N Line. To see how the Tucson lines up with the competition, check out our comparison tool. The updated Tucson comes with the pre-facelift model's five-star ANCAP safety rating, which includes Australian-market hybrid models. Standard safety features include: The mid-range Elite and Premium variants gain advanced rear occupant alert, navigation-based Smart Cruise Control and Highway Driving Assist, the latter of which combines the adaptive cruise control and lane centring systems. Premium grades also get a blind-spot view monitor, reversing AEB and a surround-view camera with 3D view. To see how the Tucson lines up with the competition, check out our comparison tool. The Tucson is covered by Hyundai's five-year, unlimited-kilometre warranty. To see how the Tucson lines up with the competition, check out our comparison tool. This is a car that can really give Hyundai Australia a shot in the arm. After slowly losing volume and share to other brands, including Kia, the fact the Korean giant is really pumping out electrified products is a promising sign for consumers wanting more choice in key family segments. While the hybrid-only Santa Fe large SUV has polarising looks, the mid-size Tucson is an already popular option in Australia's hottest new-vehicle segment, and the hybrid should only build on that. And if hybrid doesn't sell it well enough, the punchy performance, good efficiency and refined on-road manners make this a compelling package from behind the wheel, while the solid level of inclusions across the board enhance the value equation. While a RAV4 Hybrid may be more efficient, the Tucson is better to drive, nicer to look at and sit in, and also offers superior technology that rivals premium marques for integration and cohesion… mostly. Areas for improvement? A taller final ratio for highway driving would make it more efficient, the annoying speed limit assistant would be better turned off entirely, and some features being reserved for the N Line or Premium herds you in a particular direction if you have some non-negotiables. If you're in the market for a mid-size SUV though, I'd strongly suggest adding this to your shortlist. Interested in buying a Hyundai Tucson? Get in touch with one of CarExpert's trusted dealers hereMORE: Explore the Hyundai Tucson showroom Content originally sourced from: Tucson Pros Hyundai Tucson Cons Hyundai is finally taking the fight to Australia's favourite SUV, the Toyota RAV4 Hybrid. Note: This is a revised version of our recent review of the Hyundai Tucson Hybrid, as there have been no major changes to the model since it was published. We have updated key details such as pricing and specifications with the most up to date information available. Read our latest price and specs article here for all the details. Although the Honda ZR-V and CR-V e:HEV, Kia Sportage Hybrid, and GWM Haval H6 HEV, offer some form of hybrid alternative to the RAV4, none has a full range to take on Toyota. The 2025 Hyundai Tucson Hybrid has landed in Australia, and unlike Kia it's offering an electrified powertrain across all trim levels. Within a sprawling range of 17 variants, there are no fewer than eight versions of Tucson Hybrid you can buy in Australia. Prices start from $45,100 before on-road costs for the most basic petrol-electric Tucson, which is about $5500 more than the base petrol. That aligns the starting point of the Tucson Hybrid range with the mid-spec RAV4 GXL Hybrid. The flagship Premium N Line AWD will set you back more than $60,000 on the road, which lines up pretty well with the most expensive RAV4 Edge AWD Hybrid. Quite a match up, then… Regular petrol and turbo-petrol versions of the new Tucson are also on sale, but only the hybrids were available during the Australian media drive. Hence, we'll focus on just the electrified version today. Has Korea finally come up with a proper contender for Japan's top-seller? The updated Tucson offers one of the most comprehensive ranges in segment – there are 17 variants to choose from! To see how the Tucson lines up with the competition, check out our comparison tool. While the exterior revisions may seem subtle, the interior has received a comprehensive update. Where facelifts tend to jazz up existing architecture or implement evolutionary changes rather than revolutionary ones, Hyundai has basically thrown out the Tucson's old dash and made a whole new one. Gone is the touch-capacitive waterfall and integrated displays, and in their place is a more modern and open plan design with the Hyundai-Kia dual 12.3-inch Connected Car Navigation Cockpit (ccNC) display layout. Well, the base model doesn't come as standard with the 12.3-inch digital instrument cluster unless you tick the N Line option box, but the 'base' cluster with 4.2-inch display is more convincing and appealing to look at than the Tucson's previous analogue gauges, as well as the clock radio-style cluster on the Sportage. The new screens are an improvement on the outgoing model's 10.25-inch units, and the new interface is a big step forward on all fronts. You now get wireless Apple CarPlay and Android Auto standard across the range, as well as Bluelink connected services which includes app-based remote services, and safety features like automatic collision notification and SOS emergency call functions. There's connected navigation with live traffic updates and send-to-car address input via your smartphone – this is included from the mid-spec Elite, as is the 12.3-inch digital instrument cluster. As we have found in other Hyundai and Kia models running this software, it's easy to use and snappy in terms of response and animations. It feels very upmarket, and is fully featured to the point where it's competitive with premium brands on paper. Clarity of the displays is also a strong point, with crisp graphics and bright colours. These wouldn't look out of place in a Genesis, though the cluster lacks the customisability of Volkswagen Group systems. There's a new touch-based climate control panel with rotary dials for temperature, and while we often lament capacitive controls they very much operate like physical buttons would. They do attract fingerprints, though. Beneath the centre stack is a cubby deep enough for a handbag, and there are USB-C ports to charge your devices if you need. All models get a grippy wireless smartphone charger as standard, which is placed on the floating centre console next to the cupholders. Ahead of the charger and cupholders there are extra physical buttons for the parking camera/sensors, and drive modes – at your fingertips, if you will. More storage is available under the front-centre armrest cubby as well as in the door bins. Disappointingly, the door bins aren't as deep or accommodating as those in a Volkswagen Tiguan. Second-row accommodation remains a strength, thanks to its long wheelbase. Leg- and knee room are up with the best in segment, while the relatively flat rear bench and minimal driveline hump in the floor mean you can carry three smaller people across on occasion if you need. Even with the Premium's panoramic sunroof there's good headroom for taller people like myself. At 6'1 I had no issues sitting behind my preferred driving position, meaning if your little kids suddenly sprout into lanky teenagers the Tucson should be able to grow with them. Two ISOFIX and three top-tether points feature, and there's a fold-down centre armrest with cupholders. You also get rear air vents as standard but no separate climate controls on any Tucson variant. The rear seats can be reclined fore and aft, and in the Premium the outboard ones are heated too. Rounding out the amenities are map pockets on the front seatbacks and USB-C charge ports behind the centre console and separate seat adjust controls on the inner edge of the front passenger seat for a chauffeur-style experience. Boot space is actually better in the Tucson Hybrid than petrol models on paper, because the HEVs swap out the full-size spare wheel for a space-saver. Hybrid models have 582 litres with the rear seats up (VDA), expanding to a colossal 1903L with the back seats folded – and they almost fold completely flat. The petrols, meanwhile, have 539-1860L. To see how the Tucson lines up with the competition, check out our comparison tool. The new Tucson is available with three different powertrains, two of which offer FWD and AWD options. To see how the Tucson lines up with the competition, check out our comparison tool. Having spent plenty of time in hybrid versions of the Kia Sportage and larger Hyundai Santa Fe, the Tucson Hybrid offers few surprises and also makes a solid case for itself against rivals like the RAV4 Hybrid and H6 HEV. Hyundai and Kia's approach to hybridisation is a little different to Toyota's, aiming to balance efficiency with performance rather than outright saving absolutely every drop of fuel. It's also more conventional to drive. Like most full hybrids the Tucson HEV starts in silence save for a few bongs as part of the startup chime, and if you sit around for long enough the turbo petrol engine might fire up to warm up on a cold start. You will roll off in EV mode at carpark speeds or when you engage Reverse, and from there the Tucson's electrified underpinnings do the hard work for you in selecting when and where to employ electric power, combustion power, or both. I have praised the likes of the Kia Niro HEV for leaning on battery power more than a Toyota hybrid with nickel-metal hydride batteries, but the Tucson (and Santa Fe) can be a little inconsistent with how much it wants to lean on e-power. Sometimes you'll accelerate to 40km/h in EV mode, other times the petrol engine will fire up and assist almost immediately after you set off. There's also no way to lock it into EV mode like you are afforded in Toyotas. But, there are benefits to be enjoyed here. With the electric motor mounted to the six-speed automatic transmission, as opposed to driving through an e-CVT like you might find in key rivals, the Tucson Hybrid will shuffle through gears like a normal ICE car regardless of whether it's in EV mode or not. It'll also just pop into EV mode at various speeds. We saw it switch off the engine and hold 100-110km/h in EV mode multiple times driving on Sydney's Pacific Highway and other major highways. My view is the hybrid needs an extra gear or two, however. At 100km/h the engine is spinning at around 2000rpm and the instant fuel consumption readout is reading around 7.0L/100km mark. It could be better with a longer final ratio to be more efficient on the highway. With 172kW and 367Nm under foot – the latter available from 1000-4100rpm – the Tucson Hybrid hardly feels like a Prius when you hammer it. If anything it's pretty peppy and doesn't have the CVT whine you get from a RAV4 Hybrid under load. The engine is pretty refined for the most part and barely heard under acceleration unless you absolutely mash it, which makes progress feel quick if you need to make a dash for it. Hyundai Australia doesn't quote a 0-100km/h time, but the less powerful short-wheelbase model in the UK quotes 8.2 seconds for the 2WD. Road and wind noise were also reasonably well suppressed without being luxury car quiet. We tested both the base model on 18s and the N Line with 19s, and both wheel and tyre packages proved to be comfortable and refined. I did notice in Sydney's very long WestConnex tunnel though that noise from trucks through the side windows was a bit louder than I'd like. While the windscreen gets acoustic laminated glass across the range, the side ones do not. We also drove the Tucson Hybrid in town and up some twisties heading into Laguna north of Sydney, and again it proved surprisingly fun to drive particularly in N Line AWD guise. It's not overtly sporty, but it offers nicely balanced and controlled dynamics with a slight lean to the more engaging side of things. The Tucson doesn't get a bespoke Australian ride and handling tune like the Sportage, though the steering has been locally developed as has the E-Motion Drive technology. What is E-Motion Drive? It's Hyundai-speak for a torque vectoring system that's exclusive to the hybrid. Basically, the electric motor has been calibrated to minimise pitching over speed humps and smoothen out acceleration in normal driving, while also optimising traction in corners. I'm not going to tell you I felt a dramatic difference during our testing, but I can attest to the Tucson's controlled and refined nature across the board – perhaps the seamless feel is what Hyundai is aiming for… Fuel consumption is an important consideration for a hybrid vehicle, and while our extended launch drive with plenty of highway touring and high-speed B-roads isn't indicative of the target market's typical commute, the Tucson Hybrid is more efficient than its ICE siblings… but isn't quite as thrifty as a RAV4 Hybrid. The AWD was showing low 6.0L/100km after the higher speed and dynamic sections, while the FWD ended on high 5.0s after more urban and city driving. Both figures aren't quite as good as what Hyundai claims, and a RAV4 will do high 4.0s into mid 5.0s without really trying. You can offset that with the Tucson's superior driving performance and dynamics, I guess. The Tucson Hybrid is notably more efficient than the tired base 2.0 MPi atmo petrol engine and the 1.6 T-GDi turbo-petrol which is known for its awkward transmission. The diesel will be missed if you're likely to spend a higher ratio of your time on the open road, but the hybrid is otherwise better in most respects. You can also use the paddle shifters to adjust regen in Eco mode or shift ratios in Sport. The regen is fairly mild in its standard Auto setting but there are four stages that can be toggled via the shifters. Other developments include Baby Mode, which like E-Motion Drive smooths out acceleration and braking inputs using the electric motor to offer a less nausea-inducing experience for bubs. We didn't use it, but it's toggled using the My Mode profile in the drive mode selector. In terms of driver assistance, Hyundai has developed a solution for the infuriating Speed Limit Assist chimes that beep at you when you enter a new speed zone, when you travel more than 2-3km/h (indicated) over the detected limit – even if it has detected wrong. Long press the mute button on the steering wheel and the Tucson will automatically disable the audible chime, though you'll have to do this each time you start the car. Hyundai says this is a global solution, though it's worth noting audible speed sign notifications are not required by law in Australia unlike Europe. Otherwise the 2025 Tucson introduces Highway Driving Assist (HDA) for the nameplate in Australia, which activates the adaptive cruise and lane centring functions and uses navigation data for semi-autonomous highway driving capability. HDA is standard from Elite models and up; adaptive cruise control with stop/go is standard across the range as is separate Lane Following Assist (centring), as well as various aids like blind-spot and rear cross-traffic assists, safe exit warning and tyre pressure monitoring – the camera-based Blind Spot View Monitor is reserved for the Premium. The available surround camera system with 3D view on the Premium is worth noting. It offers good clarity, while the three-dimensional projection of the vehicle into the surroundings is up there with premium makes. No excuse for scraped wheels or dinged bumpers, then. We also briefly took the Tucson on dirt, navigating some light gravel trails near Laguna on our way to the lunch stop. Behind the wheel of the Elite N Line AWD, I felt the Tucson handled itself pretty well. Despite plenty of puddles, potholes, and muddier bits after days of rain, the Tucson never felt like it lacked traction regardless of the terrain. Is it an off-roader? No, but it can leave the blacktop for light-duty stuff with confidence. The FWD ones made it through just fine as well. If you opt for the AWD you get additional terrain modes accessed via the drive mode selector. There are snow and mud modes which tailor the drivetrain and traction control to optimise grip and drivability on loose surfaces. These didn't really come into play on the gravel streets we drove on, but at least they're there should you head to alpine regions on occasion, for example. To see how the Tucson lines up with the competition, check out our comparison tool. The Tucson is available in three distinct trim levels in Australia. 2025 Hyundai Tucson equipment highlights: Tucson Hybrid adds: Tucson Elite adds: Tucson Premium adds: To see how the Tucson lines up with the competition, check out our comparison tool. All Tucson grades offer the N Line Package, which varies in price depending on model. N Line adds: To see how the Tucson lines up with the competition, check out our comparison tool. The 2025 Hyundai Tucson is available in a range of exterior paint colours, depending on the variant. Tucson colours: Tucson N Line colours: All colours except White Cream cost an additional $595, while Pine Green Matte is available for $1000. The Tucson Premium can also be ordered with a two-tone interior for $295, though this isn't available on the N Line. To see how the Tucson lines up with the competition, check out our comparison tool. The updated Tucson comes with the pre-facelift model's five-star ANCAP safety rating, which includes Australian-market hybrid models. Standard safety features include: The mid-range Elite and Premium variants gain advanced rear occupant alert, navigation-based Smart Cruise Control and Highway Driving Assist, the latter of which combines the adaptive cruise control and lane centring systems. Premium grades also get a blind-spot view monitor, reversing AEB and a surround-view camera with 3D view. To see how the Tucson lines up with the competition, check out our comparison tool. The Tucson is covered by Hyundai's five-year, unlimited-kilometre warranty. To see how the Tucson lines up with the competition, check out our comparison tool. This is a car that can really give Hyundai Australia a shot in the arm. After slowly losing volume and share to other brands, including Kia, the fact the Korean giant is really pumping out electrified products is a promising sign for consumers wanting more choice in key family segments. While the hybrid-only Santa Fe large SUV has polarising looks, the mid-size Tucson is an already popular option in Australia's hottest new-vehicle segment, and the hybrid should only build on that. And if hybrid doesn't sell it well enough, the punchy performance, good efficiency and refined on-road manners make this a compelling package from behind the wheel, while the solid level of inclusions across the board enhance the value equation. While a RAV4 Hybrid may be more efficient, the Tucson is better to drive, nicer to look at and sit in, and also offers superior technology that rivals premium marques for integration and cohesion… mostly. Areas for improvement? A taller final ratio for highway driving would make it more efficient, the annoying speed limit assistant would be better turned off entirely, and some features being reserved for the N Line or Premium herds you in a particular direction if you have some non-negotiables. If you're in the market for a mid-size SUV though, I'd strongly suggest adding this to your shortlist. Interested in buying a Hyundai Tucson? Get in touch with one of CarExpert's trusted dealers hereMORE: Explore the Hyundai Tucson showroom Content originally sourced from: Tucson Pros Hyundai Tucson Cons Hyundai is finally taking the fight to Australia's favourite SUV, the Toyota RAV4 Hybrid. Note: This is a revised version of our recent review of the Hyundai Tucson Hybrid, as there have been no major changes to the model since it was published. We have updated key details such as pricing and specifications with the most up to date information available. Read our latest price and specs article here for all the details. Although the Honda ZR-V and CR-V e:HEV, Kia Sportage Hybrid, and GWM Haval H6 HEV, offer some form of hybrid alternative to the RAV4, none has a full range to take on Toyota. The 2025 Hyundai Tucson Hybrid has landed in Australia, and unlike Kia it's offering an electrified powertrain across all trim levels. Within a sprawling range of 17 variants, there are no fewer than eight versions of Tucson Hybrid you can buy in Australia. Prices start from $45,100 before on-road costs for the most basic petrol-electric Tucson, which is about $5500 more than the base petrol. That aligns the starting point of the Tucson Hybrid range with the mid-spec RAV4 GXL Hybrid. The flagship Premium N Line AWD will set you back more than $60,000 on the road, which lines up pretty well with the most expensive RAV4 Edge AWD Hybrid. Quite a match up, then… Regular petrol and turbo-petrol versions of the new Tucson are also on sale, but only the hybrids were available during the Australian media drive. Hence, we'll focus on just the electrified version today. Has Korea finally come up with a proper contender for Japan's top-seller? The updated Tucson offers one of the most comprehensive ranges in segment – there are 17 variants to choose from! To see how the Tucson lines up with the competition, check out our comparison tool. While the exterior revisions may seem subtle, the interior has received a comprehensive update. Where facelifts tend to jazz up existing architecture or implement evolutionary changes rather than revolutionary ones, Hyundai has basically thrown out the Tucson's old dash and made a whole new one. Gone is the touch-capacitive waterfall and integrated displays, and in their place is a more modern and open plan design with the Hyundai-Kia dual 12.3-inch Connected Car Navigation Cockpit (ccNC) display layout. Well, the base model doesn't come as standard with the 12.3-inch digital instrument cluster unless you tick the N Line option box, but the 'base' cluster with 4.2-inch display is more convincing and appealing to look at than the Tucson's previous analogue gauges, as well as the clock radio-style cluster on the Sportage. The new screens are an improvement on the outgoing model's 10.25-inch units, and the new interface is a big step forward on all fronts. You now get wireless Apple CarPlay and Android Auto standard across the range, as well as Bluelink connected services which includes app-based remote services, and safety features like automatic collision notification and SOS emergency call functions. There's connected navigation with live traffic updates and send-to-car address input via your smartphone – this is included from the mid-spec Elite, as is the 12.3-inch digital instrument cluster. As we have found in other Hyundai and Kia models running this software, it's easy to use and snappy in terms of response and animations. It feels very upmarket, and is fully featured to the point where it's competitive with premium brands on paper. Clarity of the displays is also a strong point, with crisp graphics and bright colours. These wouldn't look out of place in a Genesis, though the cluster lacks the customisability of Volkswagen Group systems. There's a new touch-based climate control panel with rotary dials for temperature, and while we often lament capacitive controls they very much operate like physical buttons would. They do attract fingerprints, though. Beneath the centre stack is a cubby deep enough for a handbag, and there are USB-C ports to charge your devices if you need. All models get a grippy wireless smartphone charger as standard, which is placed on the floating centre console next to the cupholders. Ahead of the charger and cupholders there are extra physical buttons for the parking camera/sensors, and drive modes – at your fingertips, if you will. More storage is available under the front-centre armrest cubby as well as in the door bins. Disappointingly, the door bins aren't as deep or accommodating as those in a Volkswagen Tiguan. Second-row accommodation remains a strength, thanks to its long wheelbase. Leg- and knee room are up with the best in segment, while the relatively flat rear bench and minimal driveline hump in the floor mean you can carry three smaller people across on occasion if you need. Even with the Premium's panoramic sunroof there's good headroom for taller people like myself. At 6'1 I had no issues sitting behind my preferred driving position, meaning if your little kids suddenly sprout into lanky teenagers the Tucson should be able to grow with them. Two ISOFIX and three top-tether points feature, and there's a fold-down centre armrest with cupholders. You also get rear air vents as standard but no separate climate controls on any Tucson variant. The rear seats can be reclined fore and aft, and in the Premium the outboard ones are heated too. Rounding out the amenities are map pockets on the front seatbacks and USB-C charge ports behind the centre console and separate seat adjust controls on the inner edge of the front passenger seat for a chauffeur-style experience. Boot space is actually better in the Tucson Hybrid than petrol models on paper, because the HEVs swap out the full-size spare wheel for a space-saver. Hybrid models have 582 litres with the rear seats up (VDA), expanding to a colossal 1903L with the back seats folded – and they almost fold completely flat. The petrols, meanwhile, have 539-1860L. To see how the Tucson lines up with the competition, check out our comparison tool. The new Tucson is available with three different powertrains, two of which offer FWD and AWD options. To see how the Tucson lines up with the competition, check out our comparison tool. Having spent plenty of time in hybrid versions of the Kia Sportage and larger Hyundai Santa Fe, the Tucson Hybrid offers few surprises and also makes a solid case for itself against rivals like the RAV4 Hybrid and H6 HEV. Hyundai and Kia's approach to hybridisation is a little different to Toyota's, aiming to balance efficiency with performance rather than outright saving absolutely every drop of fuel. It's also more conventional to drive. Like most full hybrids the Tucson HEV starts in silence save for a few bongs as part of the startup chime, and if you sit around for long enough the turbo petrol engine might fire up to warm up on a cold start. You will roll off in EV mode at carpark speeds or when you engage Reverse, and from there the Tucson's electrified underpinnings do the hard work for you in selecting when and where to employ electric power, combustion power, or both. I have praised the likes of the Kia Niro HEV for leaning on battery power more than a Toyota hybrid with nickel-metal hydride batteries, but the Tucson (and Santa Fe) can be a little inconsistent with how much it wants to lean on e-power. Sometimes you'll accelerate to 40km/h in EV mode, other times the petrol engine will fire up and assist almost immediately after you set off. There's also no way to lock it into EV mode like you are afforded in Toyotas. But, there are benefits to be enjoyed here. With the electric motor mounted to the six-speed automatic transmission, as opposed to driving through an e-CVT like you might find in key rivals, the Tucson Hybrid will shuffle through gears like a normal ICE car regardless of whether it's in EV mode or not. It'll also just pop into EV mode at various speeds. We saw it switch off the engine and hold 100-110km/h in EV mode multiple times driving on Sydney's Pacific Highway and other major highways. My view is the hybrid needs an extra gear or two, however. At 100km/h the engine is spinning at around 2000rpm and the instant fuel consumption readout is reading around 7.0L/100km mark. It could be better with a longer final ratio to be more efficient on the highway. With 172kW and 367Nm under foot – the latter available from 1000-4100rpm – the Tucson Hybrid hardly feels like a Prius when you hammer it. If anything it's pretty peppy and doesn't have the CVT whine you get from a RAV4 Hybrid under load. The engine is pretty refined for the most part and barely heard under acceleration unless you absolutely mash it, which makes progress feel quick if you need to make a dash for it. Hyundai Australia doesn't quote a 0-100km/h time, but the less powerful short-wheelbase model in the UK quotes 8.2 seconds for the 2WD. Road and wind noise were also reasonably well suppressed without being luxury car quiet. We tested both the base model on 18s and the N Line with 19s, and both wheel and tyre packages proved to be comfortable and refined. I did notice in Sydney's very long WestConnex tunnel though that noise from trucks through the side windows was a bit louder than I'd like. While the windscreen gets acoustic laminated glass across the range, the side ones do not. We also drove the Tucson Hybrid in town and up some twisties heading into Laguna north of Sydney, and again it proved surprisingly fun to drive particularly in N Line AWD guise. It's not overtly sporty, but it offers nicely balanced and controlled dynamics with a slight lean to the more engaging side of things. The Tucson doesn't get a bespoke Australian ride and handling tune like the Sportage, though the steering has been locally developed as has the E-Motion Drive technology. What is E-Motion Drive? It's Hyundai-speak for a torque vectoring system that's exclusive to the hybrid. Basically, the electric motor has been calibrated to minimise pitching over speed humps and smoothen out acceleration in normal driving, while also optimising traction in corners. I'm not going to tell you I felt a dramatic difference during our testing, but I can attest to the Tucson's controlled and refined nature across the board – perhaps the seamless feel is what Hyundai is aiming for… Fuel consumption is an important consideration for a hybrid vehicle, and while our extended launch drive with plenty of highway touring and high-speed B-roads isn't indicative of the target market's typical commute, the Tucson Hybrid is more efficient than its ICE siblings… but isn't quite as thrifty as a RAV4 Hybrid. The AWD was showing low 6.0L/100km after the higher speed and dynamic sections, while the FWD ended on high 5.0s after more urban and city driving. Both figures aren't quite as good as what Hyundai claims, and a RAV4 will do high 4.0s into mid 5.0s without really trying. You can offset that with the Tucson's superior driving performance and dynamics, I guess. The Tucson Hybrid is notably more efficient than the tired base 2.0 MPi atmo petrol engine and the 1.6 T-GDi turbo-petrol which is known for its awkward transmission. The diesel will be missed if you're likely to spend a higher ratio of your time on the open road, but the hybrid is otherwise better in most respects. You can also use the paddle shifters to adjust regen in Eco mode or shift ratios in Sport. The regen is fairly mild in its standard Auto setting but there are four stages that can be toggled via the shifters. Other developments include Baby Mode, which like E-Motion Drive smooths out acceleration and braking inputs using the electric motor to offer a less nausea-inducing experience for bubs. We didn't use it, but it's toggled using the My Mode profile in the drive mode selector. In terms of driver assistance, Hyundai has developed a solution for the infuriating Speed Limit Assist chimes that beep at you when you enter a new speed zone, when you travel more than 2-3km/h (indicated) over the detected limit – even if it has detected wrong. Long press the mute button on the steering wheel and the Tucson will automatically disable the audible chime, though you'll have to do this each time you start the car. Hyundai says this is a global solution, though it's worth noting audible speed sign notifications are not required by law in Australia unlike Europe. Otherwise the 2025 Tucson introduces Highway Driving Assist (HDA) for the nameplate in Australia, which activates the adaptive cruise and lane centring functions and uses navigation data for semi-autonomous highway driving capability. HDA is standard from Elite models and up; adaptive cruise control with stop/go is standard across the range as is separate Lane Following Assist (centring), as well as various aids like blind-spot and rear cross-traffic assists, safe exit warning and tyre pressure monitoring – the camera-based Blind Spot View Monitor is reserved for the Premium. The available surround camera system with 3D view on the Premium is worth noting. It offers good clarity, while the three-dimensional projection of the vehicle into the surroundings is up there with premium makes. No excuse for scraped wheels or dinged bumpers, then. We also briefly took the Tucson on dirt, navigating some light gravel trails near Laguna on our way to the lunch stop. Behind the wheel of the Elite N Line AWD, I felt the Tucson handled itself pretty well. Despite plenty of puddles, potholes, and muddier bits after days of rain, the Tucson never felt like it lacked traction regardless of the terrain. Is it an off-roader? No, but it can leave the blacktop for light-duty stuff with confidence. The FWD ones made it through just fine as well. If you opt for the AWD you get additional terrain modes accessed via the drive mode selector. There are snow and mud modes which tailor the drivetrain and traction control to optimise grip and drivability on loose surfaces. These didn't really come into play on the gravel streets we drove on, but at least they're there should you head to alpine regions on occasion, for example. To see how the Tucson lines up with the competition, check out our comparison tool. The Tucson is available in three distinct trim levels in Australia. 2025 Hyundai Tucson equipment highlights: Tucson Hybrid adds: Tucson Elite adds: Tucson Premium adds: To see how the Tucson lines up with the competition, check out our comparison tool. All Tucson grades offer the N Line Package, which varies in price depending on model. N Line adds: To see how the Tucson lines up with the competition, check out our comparison tool. The 2025 Hyundai Tucson is available in a range of exterior paint colours, depending on the variant. Tucson colours: Tucson N Line colours: All colours except White Cream cost an additional $595, while Pine Green Matte is available for $1000. The Tucson Premium can also be ordered with a two-tone interior for $295, though this isn't available on the N Line. To see how the Tucson lines up with the competition, check out our comparison tool. The updated Tucson comes with the pre-facelift model's five-star ANCAP safety rating, which includes Australian-market hybrid models. Standard safety features include: The mid-range Elite and Premium variants gain advanced rear occupant alert, navigation-based Smart Cruise Control and Highway Driving Assist, the latter of which combines the adaptive cruise control and lane centring systems. Premium grades also get a blind-spot view monitor, reversing AEB and a surround-view camera with 3D view. To see how the Tucson lines up with the competition, check out our comparison tool. The Tucson is covered by Hyundai's five-year, unlimited-kilometre warranty. To see how the Tucson lines up with the competition, check out our comparison tool. This is a car that can really give Hyundai Australia a shot in the arm. After slowly losing volume and share to other brands, including Kia, the fact the Korean giant is really pumping out electrified products is a promising sign for consumers wanting more choice in key family segments. While the hybrid-only Santa Fe large SUV has polarising looks, the mid-size Tucson is an already popular option in Australia's hottest new-vehicle segment, and the hybrid should only build on that. And if hybrid doesn't sell it well enough, the punchy performance, good efficiency and refined on-road manners make this a compelling package from behind the wheel, while the solid level of inclusions across the board enhance the value equation. While a RAV4 Hybrid may be more efficient, the Tucson is better to drive, nicer to look at and sit in, and also offers superior technology that rivals premium marques for integration and cohesion… mostly. Areas for improvement? A taller final ratio for highway driving would make it more efficient, the annoying speed limit assistant would be better turned off entirely, and some features being reserved for the N Line or Premium herds you in a particular direction if you have some non-negotiables. If you're in the market for a mid-size SUV though, I'd strongly suggest adding this to your shortlist. Interested in buying a Hyundai Tucson? Get in touch with one of CarExpert's trusted dealers hereMORE: Explore the Hyundai Tucson showroom Content originally sourced from: Tucson Pros Hyundai Tucson Cons Hyundai is finally taking the fight to Australia's favourite SUV, the Toyota RAV4 Hybrid. Note: This is a revised version of our recent review of the Hyundai Tucson Hybrid, as there have been no major changes to the model since it was published. We have updated key details such as pricing and specifications with the most up to date information available. Read our latest price and specs article here for all the details. Although the Honda ZR-V and CR-V e:HEV, Kia Sportage Hybrid, and GWM Haval H6 HEV, offer some form of hybrid alternative to the RAV4, none has a full range to take on Toyota. The 2025 Hyundai Tucson Hybrid has landed in Australia, and unlike Kia it's offering an electrified powertrain across all trim levels. Within a sprawling range of 17 variants, there are no fewer than eight versions of Tucson Hybrid you can buy in Australia. Prices start from $45,100 before on-road costs for the most basic petrol-electric Tucson, which is about $5500 more than the base petrol. That aligns the starting point of the Tucson Hybrid range with the mid-spec RAV4 GXL Hybrid. The flagship Premium N Line AWD will set you back more than $60,000 on the road, which lines up pretty well with the most expensive RAV4 Edge AWD Hybrid. Quite a match up, then… Regular petrol and turbo-petrol versions of the new Tucson are also on sale, but only the hybrids were available during the Australian media drive. Hence, we'll focus on just the electrified version today. Has Korea finally come up with a proper contender for Japan's top-seller? The updated Tucson offers one of the most comprehensive ranges in segment – there are 17 variants to choose from! To see how the Tucson lines up with the competition, check out our comparison tool. While the exterior revisions may seem subtle, the interior has received a comprehensive update. Where facelifts tend to jazz up existing architecture or implement evolutionary changes rather than revolutionary ones, Hyundai has basically thrown out the Tucson's old dash and made a whole new one. Gone is the touch-capacitive waterfall and integrated displays, and in their place is a more modern and open plan design with the Hyundai-Kia dual 12.3-inch Connected Car Navigation Cockpit (ccNC) display layout. Well, the base model doesn't come as standard with the 12.3-inch digital instrument cluster unless you tick the N Line option box, but the 'base' cluster with 4.2-inch display is more convincing and appealing to look at than the Tucson's previous analogue gauges, as well as the clock radio-style cluster on the Sportage. The new screens are an improvement on the outgoing model's 10.25-inch units, and the new interface is a big step forward on all fronts. You now get wireless Apple CarPlay and Android Auto standard across the range, as well as Bluelink connected services which includes app-based remote services, and safety features like automatic collision notification and SOS emergency call functions. There's connected navigation with live traffic updates and send-to-car address input via your smartphone – this is included from the mid-spec Elite, as is the 12.3-inch digital instrument cluster. As we have found in other Hyundai and Kia models running this software, it's easy to use and snappy in terms of response and animations. It feels very upmarket, and is fully featured to the point where it's competitive with premium brands on paper. Clarity of the displays is also a strong point, with crisp graphics and bright colours. These wouldn't look out of place in a Genesis, though the cluster lacks the customisability of Volkswagen Group systems. There's a new touch-based climate control panel with rotary dials for temperature, and while we often lament capacitive controls they very much operate like physical buttons would. They do attract fingerprints, though. Beneath the centre stack is a cubby deep enough for a handbag, and there are USB-C ports to charge your devices if you need. All models get a grippy wireless smartphone charger as standard, which is placed on the floating centre console next to the cupholders. Ahead of the charger and cupholders there are extra physical buttons for the parking camera/sensors, and drive modes – at your fingertips, if you will. More storage is available under the front-centre armrest cubby as well as in the door bins. Disappointingly, the door bins aren't as deep or accommodating as those in a Volkswagen Tiguan. Second-row accommodation remains a strength, thanks to its long wheelbase. Leg- and knee room are up with the best in segment, while the relatively flat rear bench and minimal driveline hump in the floor mean you can carry three smaller people across on occasion if you need. Even with the Premium's panoramic sunroof there's good headroom for taller people like myself. At 6'1 I had no issues sitting behind my preferred driving position, meaning if your little kids suddenly sprout into lanky teenagers the Tucson should be able to grow with them. Two ISOFIX and three top-tether points feature, and there's a fold-down centre armrest with cupholders. You also get rear air vents as standard but no separate climate controls on any Tucson variant. The rear seats can be reclined fore and aft, and in the Premium the outboard ones are heated too. Rounding out the amenities are map pockets on the front seatbacks and USB-C charge ports behind the centre console and separate seat adjust controls on the inner edge of the front passenger seat for a chauffeur-style experience. Boot space is actually better in the Tucson Hybrid than petrol models on paper, because the HEVs swap out the full-size spare wheel for a space-saver. Hybrid models have 582 litres with the rear seats up (VDA), expanding to a colossal 1903L with the back seats folded – and they almost fold completely flat. The petrols, meanwhile, have 539-1860L. To see how the Tucson lines up with the competition, check out our comparison tool. The new Tucson is available with three different powertrains, two of which offer FWD and AWD options. To see how the Tucson lines up with the competition, check out our comparison tool. Having spent plenty of time in hybrid versions of the Kia Sportage and larger Hyundai Santa Fe, the Tucson Hybrid offers few surprises and also makes a solid case for itself against rivals like the RAV4 Hybrid and H6 HEV. Hyundai and Kia's approach to hybridisation is a little different to Toyota's, aiming to balance efficiency with performance rather than outright saving absolutely every drop of fuel. It's also more conventional to drive. Like most full hybrids the Tucson HEV starts in silence save for a few bongs as part of the startup chime, and if you sit around for long enough the turbo petrol engine might fire up to warm up on a cold start. You will roll off in EV mode at carpark speeds or when you engage Reverse, and from there the Tucson's electrified underpinnings do the hard work for you in selecting when and where to employ electric power, combustion power, or both. I have praised the likes of the Kia Niro HEV for leaning on battery power more than a Toyota hybrid with nickel-metal hydride batteries, but the Tucson (and Santa Fe) can be a little inconsistent with how much it wants to lean on e-power. Sometimes you'll accelerate to 40km/h in EV mode, other times the petrol engine will fire up and assist almost immediately after you set off. There's also no way to lock it into EV mode like you are afforded in Toyotas. But, there are benefits to be enjoyed here. With the electric motor mounted to the six-speed automatic transmission, as opposed to driving through an e-CVT like you might find in key rivals, the Tucson Hybrid will shuffle through gears like a normal ICE car regardless of whether it's in EV mode or not. It'll also just pop into EV mode at various speeds. We saw it switch off the engine and hold 100-110km/h in EV mode multiple times driving on Sydney's Pacific Highway and other major highways. My view is the hybrid needs an extra gear or two, however. At 100km/h the engine is spinning at around 2000rpm and the instant fuel consumption readout is reading around 7.0L/100km mark. It could be better with a longer final ratio to be more efficient on the highway. With 172kW and 367Nm under foot – the latter available from 1000-4100rpm – the Tucson Hybrid hardly feels like a Prius when you hammer it. If anything it's pretty peppy and doesn't have the CVT whine you get from a RAV4 Hybrid under load. The engine is pretty refined for the most part and barely heard under acceleration unless you absolutely mash it, which makes progress feel quick if you need to make a dash for it. Hyundai Australia doesn't quote a 0-100km/h time, but the less powerful short-wheelbase model in the UK quotes 8.2 seconds for the 2WD. Road and wind noise were also reasonably well suppressed without being luxury car quiet. We tested both the base model on 18s and the N Line with 19s, and both wheel and tyre packages proved to be comfortable and refined. I did notice in Sydney's very long WestConnex tunnel though that noise from trucks through the side windows was a bit louder than I'd like. While the windscreen gets acoustic laminated glass across the range, the side ones do not. We also drove the Tucson Hybrid in town and up some twisties heading into Laguna north of Sydney, and again it proved surprisingly fun to drive particularly in N Line AWD guise. It's not overtly sporty, but it offers nicely balanced and controlled dynamics with a slight lean to the more engaging side of things. The Tucson doesn't get a bespoke Australian ride and handling tune like the Sportage, though the steering has been locally developed as has the E-Motion Drive technology. What is E-Motion Drive? It's Hyundai-speak for a torque vectoring system that's exclusive to the hybrid. Basically, the electric motor has been calibrated to minimise pitching over speed humps and smoothen out acceleration in normal driving, while also optimising traction in corners. I'm not going to tell you I felt a dramatic difference during our testing, but I can attest to the Tucson's controlled and refined nature across the board – perhaps the seamless feel is what Hyundai is aiming for… Fuel consumption is an important consideration for a hybrid vehicle, and while our extended launch drive with plenty of highway touring and high-speed B-roads isn't indicative of the target market's typical commute, the Tucson Hybrid is more efficient than its ICE siblings… but isn't quite as thrifty as a RAV4 Hybrid. The AWD was showing low 6.0L/100km after the higher speed and dynamic sections, while the FWD ended on high 5.0s after more urban and city driving. Both figures aren't quite as good as what Hyundai claims, and a RAV4 will do high 4.0s into mid 5.0s without really trying. You can offset that with the Tucson's superior driving performance and dynamics, I guess. The Tucson Hybrid is notably more efficient than the tired base 2.0 MPi atmo petrol engine and the 1.6 T-GDi turbo-petrol which is known for its awkward transmission. The diesel will be missed if you're likely to spend a higher ratio of your time on the open road, but the hybrid is otherwise better in most respects. You can also use the paddle shifters to adjust regen in Eco mode or shift ratios in Sport. The regen is fairly mild in its standard Auto setting but there are four stages that can be toggled via the shifters. Other developments include Baby Mode, which like E-Motion Drive smooths out acceleration and braking inputs using the electric motor to offer a less nausea-inducing experience for bubs. We didn't use it, but it's toggled using the My Mode profile in the drive mode selector. In terms of driver assistance, Hyundai has developed a solution for the infuriating Speed Limit Assist chimes that beep at you when you enter a new speed zone, when you travel more than 2-3km/h (indicated) over the detected limit – even if it has detected wrong. Long press the mute button on the steering wheel and the Tucson will automatically disable the audible chime, though you'll have to do this each time you start the car. Hyundai says this is a global solution, though it's worth noting audible speed sign notifications are not required by law in Australia unlike Europe. Otherwise the 2025 Tucson introduces Highway Driving Assist (HDA) for the nameplate in Australia, which activates the adaptive cruise and lane centring functions and uses navigation data for semi-autonomous highway driving capability. HDA is standard from Elite models and up; adaptive cruise control with stop/go is standard across the range as is separate Lane Following Assist (centring), as well as various aids like blind-spot and rear cross-traffic assists, safe exit warning and tyre pressure monitoring – the camera-based Blind Spot View Monitor is reserved for the Premium. The available surround camera system with 3D view on the Premium is worth noting. It offers good clarity, while the three-dimensional projection of the vehicle into the surroundings is up there with premium makes. No excuse for scraped wheels or dinged bumpers, then. We also briefly took the Tucson on dirt, navigating some light gravel trails near Laguna on our way to the lunch stop. Behind the wheel of the Elite N Line AWD, I felt the Tucson handled itself pretty well. Despite plenty of puddles, potholes, and muddier bits after days of rain, the Tucson never felt like it lacked traction regardless of the terrain. Is it an off-roader? No, but it can leave the blacktop for light-duty stuff with confidence. The FWD ones made it through just fine as well. If you opt for the AWD you get additional terrain modes accessed via the drive mode selector. There are snow and mud modes which tailor the drivetrain and traction control to optimise grip and drivability on loose surfaces. These didn't really come into play on the gravel streets we drove on, but at least they're there should you head to alpine regions on occasion, for example. To see how the Tucson lines up with the competition, check out our comparison tool. The Tucson is available in three distinct trim levels in Australia. 2025 Hyundai Tucson equipment highlights: Tucson Hybrid adds: Tucson Elite adds: Tucson Premium adds: To see how the Tucson lines up with the competition, check out our comparison tool. All Tucson grades offer the N Line Package, which varies in price depending on model. N Line adds: To see how the Tucson lines up with the competition, check out our comparison tool. The 2025 Hyundai Tucson is available in a range of exterior paint colours, depending on the variant. Tucson colours: Tucson N Line colours: All colours except White Cream cost an additional $595, while Pine Green Matte is available for $1000. The Tucson Premium can also be ordered with a two-tone interior for $295, though this isn't available on the N Line. To see how the Tucson lines up with the competition, check out our comparison tool. The updated Tucson comes with the pre-facelift model's five-star ANCAP safety rating, which includes Australian-market hybrid models. Standard safety features include: The mid-range Elite and Premium variants gain advanced rear occupant alert, navigation-based Smart Cruise Control and Highway Driving Assist, the latter of which combines the adaptive cruise control and lane centring systems. Premium grades also get a blind-spot view monitor, reversing AEB and a surround-view camera with 3D view. To see how the Tucson lines up with the competition, check out our comparison tool. The Tucson is covered by Hyundai's five-year, unlimited-kilometre warranty. To see how the Tucson lines up with the competition, check out our comparison tool. This is a car that can really give Hyundai Australia a shot in the arm. After slowly losing volume and share to other brands, including Kia, the fact the Korean giant is really pumping out electrified products is a promising sign for consumers wanting more choice in key family segments. While the hybrid-only Santa Fe large SUV has polarising looks, the mid-size Tucson is an already popular option in Australia's hottest new-vehicle segment, and the hybrid should only build on that. And if hybrid doesn't sell it well enough, the punchy performance, good efficiency and refined on-road manners make this a compelling package from behind the wheel, while the solid level of inclusions across the board enhance the value equation. While a RAV4 Hybrid may be more efficient, the Tucson is better to drive, nicer to look at and sit in, and also offers superior technology that rivals premium marques for integration and cohesion… mostly. Areas for improvement? A taller final ratio for highway driving would make it more efficient, the annoying speed limit assistant would be better turned off entirely, and some features being reserved for the N Line or Premium herds you in a particular direction if you have some non-negotiables. If you're in the market for a mid-size SUV though, I'd strongly suggest adding this to your shortlist. Interested in buying a Hyundai Tucson? Get in touch with one of CarExpert's trusted dealers hereMORE: Explore the Hyundai Tucson showroom Content originally sourced from:
Malaysian Reserve
09-06-2025
- Automotive
- Malaysian Reserve
Hyundai's "He Got Money" Campaign Showcases How the 2025 Tucson Hybrid Turns Savings into Life's Little Luxuries
Hyundai's latest spot celebrates smart savings and joyful living as part of the acclaimed 'OKAY Hyundai' series The campaign features an iconic cast including, beloved actress Kathleen Bradley, known as Ms. Parker from Friday and The Price Is Right FOUNTAIN VALLEY, Calif., June 9, 2025 /PRNewswire/ — Hyundai Motor America, in partnership with Culture Brands, today launched, 'He Got Money,' a new campaign spotlighting the 2025 Hyundai Tucson Hybrid. As the latest installment in the award-winning 'OKAY Hyundai' series, the spot blends humor, cultural familiarity, and savvy financial choices to show how smart savings can make room for joy — and a little flair. In a world where every penny counts, the campaign introduces Sidney, who appears to be living an extravagant lifestyle—much to the suspicion of his sharp-eyed, no-nonsense aunties. As they gather with Sidney's mom to discuss their concerns in lighthearted vignettes, the truth comes to light: Sidney's brand-new Hyundai Tucson Hybrid is the secret behind his savvy spending. Thanks to the hybrid's impressive gas savings, Sidney can enjoy life's little luxuries without breaking the bank. The spot wraps up with smiles all around and the signature stamp of approval: 'OKAY Hyundai.' This campaign aims to inform and empower our audience about the smart financial choices they can make with the Hyundai Tucson Hybrid. 'Our latest work with Culture Brands continues to deepen Hyundai's connection with the African American community through storytelling that truly connects and entertains,' said Erik Thomas, director of experiential and multicultural marketing, Hyundai Motor America. ''He Got Money' shows how the Tucson Hybrid empowers drivers to enjoy more of what matters—style, comfort, and community—thanks to real savings at the pump.' 'With 'He Got Money', we wanted to show that you can enjoy life's little luxuries without breaking the bank,' said Eunique Jones Gibson, chief creative officer and CEO, Culture Brands. 'You can keep your style, make smart choices, and still have the aunties talking.' Adding to the cultural flair of the campaign is Kathleen Bradley, famously known as Ms. Parker from the cult classic 'Friday' and 'The Price Is Right.' Her appearance adds nostalgic energy and intergenerational charm to the story. The 2025 Hyundai Tucson Hybrid offers a perfect balance of power and efficiency, featuring a 1.6L turbocharged hybrid engine and standard HTRAC, delivering up to 35 MPG combined. Inside, drivers enjoy advanced tech like a 12.3-inch touchscreen with wireless Apple CarPlay® and Android Auto™, plus Hyundai SmartSense safety features including Forward Collision-Avoidance Assist and Blind-Spot Collision Warning — all designed for smarter, safer driving. 'He Got Money' will run across broadcast and digital platforms in both 15- and 30-second formats and influencer partnerships. The campaign is designed to engage audiences with humor and relevance, reinforcing Hyundai's commitment to cultural storytelling and meaningful representation. About Culture BrandsCulture Brands is an independent, minority and female-owned agency that exists to authentically celebrate, reflect and represent African Americans in media. Founded in 2017, by 16-year advertising veteran Eunique Jones Gibson, we create culturally relevant and affirming campaigns and content that engage African American audiences by ensuring they are seen, heard and valued. At Culture Brands, we are constantly engaged in a two-way conversation with the African American community through our owned and operated media platforms and consumer brands such as the award-winning Because of Them We Can and IYKYK Games. The agency is headquartered right outside of the nation's capital in Lanham, MD. Hyundai Motor AmericaHyundai Motor America offers U.S. consumers a technology-rich lineup of cars, SUVs, and electrified vehicles, while supporting Hyundai Motor Company's Progress for Humanity vision. Hyundai has significant operations in the U.S., including its North American headquarters in California, the Hyundai Motor Manufacturing Alabama assembly plant, the all-new Hyundai Motor Group Metaplant America, and several cutting-edge R&D facilities. These operations, combined with those of Hyundai's 850 independent dealers, contribute $20.1 billion annually and 190,000 jobs to the U.S. economy, according to a published economic impact report. For more information, visit Hyundai Motor America on Twitter | YouTube | Facebook | Instagram | LinkedIn | TikTok Campaign Credits:Client: Hyundai Motor AmericaBrand: 2025 Tucson HybridAgency: Culture BrandsCEO/Chief Creative Officer: Eunique Jones GibsonManaging Director: Luis GonzalezExecutive Creative Producer: Jessica ToscanoCreative Director: Christopher McLaughlinArt Director: Natalie McGarveyAgency Producer: Sarah HawkinsAccount Director: Breyanna TrippDirector of Strategy: Britt Wright Robbie SamuelsProduction: Not Just Any & NtropicEP: Prudence BeecroftLine Producer: Chris RuizPost Production: Union EditorialEditor: Vinnie Hobbs
Yahoo
09-06-2025
- Automotive
- Yahoo
Hyundai's "He Got Money" Campaign Showcases How the 2025 Tucson Hybrid Turns Savings into Life's Little Luxuries
Hyundai's latest spot celebrates smart savings and joyful living as part of the acclaimed "OKAY Hyundai" series The campaign features an iconic cast including, beloved actress Kathleen Bradley, known as Ms. Parker from Friday and The Price Is Right FOUNTAIN VALLEY, Calif., June 9, 2025 /PRNewswire/ -- Hyundai Motor America, in partnership with Culture Brands, today launched, "He Got Money," a new campaign spotlighting the 2025 Hyundai Tucson Hybrid. As the latest installment in the award-winning "OKAY Hyundai" series, the spot blends humor, cultural familiarity, and savvy financial choices to show how smart savings can make room for joy — and a little flair. In a world where every penny counts, the campaign introduces Sidney, who appears to be living an extravagant lifestyle—much to the suspicion of his sharp-eyed, no-nonsense aunties. As they gather with Sidney's mom to discuss their concerns in lighthearted vignettes, the truth comes to light: Sidney's brand-new Hyundai Tucson Hybrid is the secret behind his savvy spending. Thanks to the hybrid's impressive gas savings, Sidney can enjoy life's little luxuries without breaking the bank. The spot wraps up with smiles all around and the signature stamp of approval: "OKAY Hyundai." This campaign aims to inform and empower our audience about the smart financial choices they can make with the Hyundai Tucson Hybrid. "Our latest work with Culture Brands continues to deepen Hyundai's connection with the African American community through storytelling that truly connects and entertains," said Erik Thomas, director of experiential and multicultural marketing, Hyundai Motor America. "'He Got Money' shows how the Tucson Hybrid empowers drivers to enjoy more of what matters—style, comfort, and community—thanks to real savings at the pump." "With 'He Got Money', we wanted to show that you can enjoy life's little luxuries without breaking the bank," said Eunique Jones Gibson, chief creative officer and CEO, Culture Brands. "You can keep your style, make smart choices, and still have the aunties talking." Adding to the cultural flair of the campaign is Kathleen Bradley, famously known as Ms. Parker from the cult classic "Friday" and "The Price Is Right." Her appearance adds nostalgic energy and intergenerational charm to the story. The 2025 Hyundai Tucson Hybrid offers a perfect balance of power and efficiency, featuring a 1.6L turbocharged hybrid engine and standard HTRAC, delivering up to 35 MPG combined. Inside, drivers enjoy advanced tech like a 12.3-inch touchscreen with wireless Apple CarPlay® and Android Auto™, plus Hyundai SmartSense safety features including Forward Collision-Avoidance Assist and Blind-Spot Collision Warning — all designed for smarter, safer driving. "He Got Money" will run across broadcast and digital platforms in both 15- and 30-second formats and influencer partnerships. The campaign is designed to engage audiences with humor and relevance, reinforcing Hyundai's commitment to cultural storytelling and meaningful representation. About Culture BrandsCulture Brands is an independent, minority and female-owned agency that exists to authentically celebrate, reflect and represent African Americans in media. Founded in 2017, by 16-year advertising veteran Eunique Jones Gibson, we create culturally relevant and affirming campaigns and content that engage African American audiences by ensuring they are seen, heard and valued. At Culture Brands, we are constantly engaged in a two-way conversation with the African American community through our owned and operated media platforms and consumer brands such as the award-winning Because of Them We Can and IYKYK Games. The agency is headquartered right outside of the nation's capital in Lanham, MD. Hyundai Motor AmericaHyundai Motor America offers U.S. consumers a technology-rich lineup of cars, SUVs, and electrified vehicles, while supporting Hyundai Motor Company's Progress for Humanity vision. Hyundai has significant operations in the U.S., including its North American headquarters in California, the Hyundai Motor Manufacturing Alabama assembly plant, the all-new Hyundai Motor Group Metaplant America, and several cutting-edge R&D facilities. These operations, combined with those of Hyundai's 850 independent dealers, contribute $20.1 billion annually and 190,000 jobs to the U.S. economy, according to a published economic impact report. For more information, visit Hyundai Motor America on Twitter | YouTube | Facebook | Instagram | LinkedIn | TikTok Campaign Credits:Client: Hyundai Motor AmericaBrand: 2025 Tucson HybridAgency: Culture BrandsCEO/Chief Creative Officer: Eunique Jones GibsonManaging Director: Luis GonzalezExecutive Creative Producer: Jessica ToscanoCreative Director: Christopher McLaughlinArt Director: Natalie McGarveyAgency Producer: Sarah HawkinsAccount Director: Breyanna TrippDirector of Strategy: Britt Wright Robbie SamuelsProduction: Not Just Any & NtropicEP: Prudence BeecroftLine Producer: Chris RuizPost Production: Union EditorialEditor: Vinnie Hobbs View original content to download multimedia: SOURCE Hyundai Motor America Sign in to access your portfolio
