Latest news with #TucsonHybrid
Yahoo
31-07-2025
- Automotive
- Yahoo
The Most Spacious And Comfortable Compact SUVs You Can Buy, According To Consumer Reports
Three-row crossovers are all the rage these days, but not everyone wants or needs three full rows. For a lot of folks, all they really need is a basic two-row crossover that's easy to get in and out of, comfortable on the road and offers plenty of space for a few passengers. If you can fold down the back seats and haul a bunch of stuff, that's even better. Typically, the Honda CR-V and Toyota RAV4 are considered the default options in this segment, since they're known for their quality and reliability, but is that still the case? Or are there better options out there? If you're in the market for a compact SUV but also want to make sure you won't feel cramped or uncomfortable, our friends over at Consumer Reports recently put together a list of the most spacious compact crossovers. But it isn't just a list of the vehicles with the highest cargo volume. They do their own tests to figure out which vehicles actually offer the most usable cargo room, while also taking comfort and ease of access into account. Plus, every vehicle on this list scored well enough in testing to earn Consumer Reports' recommendation, meaning they should also be reliable, well-reviewed and safe. Let's take a look at what made the list, in descending order of overall roominess. Read more: You Still Can't Get A Suzuki Jimny In The U.S., But These Might Be Your Next Best Bet Honda CR-V The Honda CR-V is one of the best compact crossovers you can buy, and if you can swing it, odds are you'll like the hybrid version better than the gas-only one. According to the EPA, the front-wheel-drive version of the hybrid gets 40 mpg combined, which is a significant improvement over the 30 mpg you get from the gas model. So while the hybrid does cost about $5,000 more, you'll also get 33% better gas mileage. Regardless of which version of the CR-V you get, it's got plenty of room in both the front and back seats, and it also offers 37 cubic feet of cargo space when you put the rear seat down. Consumer Reports also commended the CR-V for how easy it is to get in and out of the second row. The only real criticism it had for the CR-V is that the cabin can be a bit loud at times. Hyundai Tucson Like the CR-V, the Hyundai Tucson is well-reviewed, and Consumer Reports strongly prefers the hybrid over the gas-only version. For comparison, while the CR-V Hybrid and Tucson Hybrids earned overall scores of 83 and 82, respectively, the gas versions earned scores of 79 and 76. That's partly due to the hybrid's superior fuel economy (38 mpg combined versus 28 mpg combined), but you also get more power and a better overall package. As Consumer Reports put it, "the Tucson Hybrid is a much better SUV than the nonhybrid version." Also like the CR-V, the Tucson earned praise for its spacious interior and generous cargo space. With the rear seats down, you also get 38.5 cubic feet of cargo space, beating the CR-V. And if you don't like how loud the CR-V is, expect the Tucson Hybrid to also offer a quieter cabin. You just may not love the gear selector, which isn't nearly as intuitive as other column shifters. Kia Sportage If the Hyundai Tucson made the list, you had to expect its corporate cousin, the Kia Sportage, to make an appearance. And what do you know, not only is it here, but believe it or not, Consumer Reports also strongly prefers the hybrid. Then again, it's also the MPG champ of the SUVs that have appeared on this list so far, earning an EPA rating of 43 mpg combined. Plus, it's "quicker, quieter" and "has a smoother ride." It's also about as spacious as compact SUVs get, and with the rear seats down Consumer Reports measured 38 cubic feet of cargo room. That said, it also isn't quite as refined as some of the competition, losing points for both agility and braking, as well as its confusing controls. In addition to a capacitive-touch control panel, the Sportage also uses a rotary shift knob that may take some getting used to. Subaru Forester If you ask Consumer Reports, the Subaru Forester is basically a perfect vehicle. It lost points for not being quite as quick as Consumer Reports' testers would prefer, but beyond that, they essentially had zero complaints. With an overall test score of 93, the Forester is the top-rated crossover in its class. That said, it also isn't especially sporty, and the hybrid's EPA rating of 35 mpg combined means it isn't quite as efficient as some of the other hybrids on this list. Meanwhile, the gas version is rated at 29 mpg, and unlike some of its competitors, all-wheel drive comes standard. You may find the front seat cushion too short if you have longer legs, but as long as that doesn't bother you, you'll get a spacious, comfortable cabin with an equally spacious rear seat. Cargo volume with the rear seats down also came in at 38.5 cubic feet, matching the Hyundai Tucson. Plus, Consumer Reports said it was able to fit four large suitcases in the back with the rear seats still up. Toyota RAV4 There's a new Toyota RAV4 coming soon, so if you can wait a little while longer, you'll either get a freshly redesigned SUV, or you'll probably end up saving a little extra on the outgoing model. If you go with the 2025 model, you'll definitely feel its age, with its noisy engine and somewhat stiff ride. This is also another situation where Consumer Reports strongly preferred the hybrid. You'll get 39 mpg combined instead of 30, but the hybrid is also quicker and more enjoyable to drive. But while the RAV4 did score well enough on comfort and space to make this list, it's not the one you'll want to buy if your goal is to pack as much stuff into the back as possible. Consumer Reports only measured 30.5 cubic feet of cargo space with the rear seats down, which is a lot less than you'll find in most of its competitors. Still, it's a Toyota, so for a lot of people, that won't matter. Consumer Reports also recommends the plug-in-hybrid version, which includes 42 miles of electric range. Nissan Rogue Unless you've rented a car recently, it's probably been a while since you even thought about the Nissan Rogue. But while it still isn't the best-reviewed vehicle in the segment, there's a good chance the current-generation Rogue is also a lot better than you might think. That said, you can't get a hybrid version of the Rogue yet, so you'll have to be OK with the base model's EPA rating of 33 mpg combined. Adding all-wheel drive does drop that rating down to 31 mpg, though. While the three-cylinder engine may have some vibration issues while idling, the vehicle itself is both spacious and easy to get into and out of. Drop the rear seats, and you'll also get a RAV4-beating 36.5 cubic feet of cargo room. If the price is right, the Rogue may be worth looking at more seriously, especially if you like an SUV with intuitive, easy-to-use controls. Mazda CX-50 While both SUVs will almost definitely be driven exclusively on the road, you can think of the Mazda CX-50 as the CX-5's chunkier, more adventurous-looking sibling. And you have to admit, it does look pretty darn good. If you go for the base engine, it'll probably feel a little underpowered, but if that's a problem, there's always the turbocharged version with its additional 69 horsepower (nice). That said, if fuel economy is a priority, you may want to look at the 38-mpg CX-50 Hybrid. Regardless of which version you go with, you get comfortable front seats, a spacious rear seat with doors that Consumer Reports praised for opening especially wide. Drop the rear seats, and you also get a RAV4-beating 34 cubic feet of cargo space, all in a package that's also far better looking than the RAV4. But if you go for the 20-inch wheels, you may find the ride feels a little too stiff for your liking. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
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
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:
Motor Trend
14-06-2025
- Automotive
- Motor Trend
2026 Hyundai Tucson Hybrid Review: Expert Insights, Pricing, and Trims
Boldly styled and fun to drive, the Tucson Hybrid is our favorite version of Hyundai's compact SUV. After a midcycle refresh last year, changes this year are expected to be minimal as the company eyes a new version of the crossover for 2027 or 2028. Small hybrid SUV competitors include the Honda CR-V Hybrid, Toyota RAV4 (they're all hybrids starting for 2026), Subaru Forester Hybrid, and Mazda CX-50 Hybrid. What's New The 2026 Tucson Hybrid won't see as many changes as it did for 2025. Last year, the refresh delivered sharpened design and plenty of upgraded technology. Look for a new exterior paint color or two, or even a new interior color combination. The base Blue trim may pick up a new standard feature, as well. What We Think The hybrid is the best version of the 2026 Tucson, addressing complaints we have about the gas model while benefitting from recent changes that improved every trim last year. For 2025, Hyundai addressed one of our previous beefs with the interior by redoing the dash, merging screens into a single, wide binnacle, and rethinking the center stack controls. Functionality is much improved. The interior continues to be spacious but now has additional provisions for stowing stuff. Seating is comfortable, as well. Although not as quick as the plug-in hybrid model, the Tucson Hybrid is still quite peppy. The crossover accelerates smoothly and driving manners are commendable, with direct steering and a natural brake feel. Some competitors get better fuel economy, though, which impacts this model's value proposition. There's a lot to like about the Tucson Hybrid, but if maximum efficiency is the top priority, the RAV4 Hybrid is worth considering. MotorTrend Tested All 2026 Tucson Hybrids come with a 1.6-liter turbo-four paired with a single electric motor and a six-speed automatic transmission. Total system output is rated at 226 hp and 258 lb-ft of torque, which allows for a MotorTrend -tested 0–60-mph time of 6.9 seconds. Every Tucson Hybrid features all-wheel drive. MPGs and Range Tucson Hybrid Blue base models offer the best fuel economy in the lineup because they roll on smaller wheels, and the same should be true this year. The Blue trim for 2025 gets 38/38 mpg city/highway last year, while other Tucson Hybrids return 35/35 mpg. For comparison, the 2026 Honda CR-V Hybrid gets 33–34/38–40 mpg in AWD form but also offers a FWD model with 36/43 mpg. Range comes to 490–560 with the Honda, compared with 480–521 miles with the Hyundai. What's Next for Hyundai Hybrids The 2026 Palisade is the first to receive Hyundai's next generation of hybrid powertrains, and a version of the tech could head to the Tucson Hybrid at some point. The Palisade system uses a turbo-four engine and a pair of electric motors integrated into the SUV's six-speed automatic transmission. A Tucson Hybrid configuration will likely make less than the bigger SUV's 329 hp and 339 lb-ft of torque, with numbers closer to the compact crossover's current output. Fuel economy in a next-gen Tucson Hybrid should also improve, inching closer to the 2025 RAV4 Hybrid's 41/38 mpg city/highway. Safety Ratings and Features Hyundai's SmartSense suite of driver assists is standard with every 2026 Tucson Hybrid. Features include: Automatic emergency braking Blind-spot monitoring Lane keeping assist Rear cross-traffic monitoring Adaptive cruise control A rear-seat occupant reminder Upgrades consist of parking sensors, a 360-degree camera, blind-spot view display, Remote Smart Parking Assist automatic parking, and Highway Driving Assist hands-on semi-autonomous driving. HDA works well, but we found the Tucson Hybrid's blind-spot monitoring to be inconsistent at times. Last year's Tucson Hybrid performed well in NHTSA safety testing, and we expect similar results from this year's model. The Hybrid receives the administration's top award, a five-star overall safety rating. In IIHS testing, the Tucson gets the institute's highest distinction, a 2025 Top Safety Pick+. That's tough to earn. Cargo Space and Interior Room Compared to the segment's newest competitors, the 2026 Tucson Hybrid offers more cargo capacity with the second-row seats in place or folded down. The Hyundai also delivers more rear legroom. Value Feature-per-dollar value is a Tucson Hybrid strength and that includes plenty of standard tech. Hyundai equips the base model with the following standard features: A 12.3-inch central touchscreen Wireless charging pad Wireless Apple CarPlay and Android Auto Heated front seats A powered driver's seat USB ports for front and back seats A hands-free power liftgate Voice control and ambient lighting are optional or unlocked on a higher grade. A 12.3-inch driver display, ventilated front seats, and a heated steering wheel and rear seats are also available. Top-Ranked Competitors to Consider: Honda CR-V Hybrid Mazda CX-50 Hybrid Subaru Forester Hybrid
Yahoo
09-06-2025
- Automotive
- Yahoo
Hyundai pitches hybrids as ‘Best of Both Worlds' in Paris, Texas
This story was originally published on Marketing Dive. To receive daily news and insights, subscribe to our free daily Marketing Dive newsletter. Hyundai launched a marketing campaign, 'Best of Both Worlds,' in support of its Sante Fe and Tuscon hybrid vehicles, per a press release. Two ad spots and two long-form videos feature a French cowboy who lives in Paris, Texas and drives Hyundai's hybrids. A separate campaign, 'He Got Money,' focuses on fuel savings and is targeted at an African-American audience. The campaigns, from Innocean USA and Culture Brands, respectively, come as the automaker has seen hybrid vehicle sales increase 44% so far in 2025, despite ongoing macroeconomic uncertainty. Hyundai is going all-in on its hybrid vehicles with a pair of ads that mix humor and value propositions like performance and savings. The automaker has seen a big boost in hybrid vehicle sales, with total hybrid vehicle sales jumping 5% in May, per details shared with Marketing Dive. The 'Best of Both Worlds' effort focuses on Jean-Luc, a cowboy born in Paris, France who lives in Paris, Texas. A 30-second 'Cowboy' spot which debuted on June 8 during the NBA finals focuses on the Sante Fe Hybrid and shows how the titular character can have 'more cheese' on his plate by saving on fuel. 'Mosey' focuses on the Tucson Hybrid and will air later this month. In addition, a long-form YouTube spot has a cinematic feel, albeit one drawn more from Westerns and not Wim Wenders' art house classic 'Paris, Texas.' However, the campaign was filmed on location in the Texas town, and Hyundai will donate an estimated $30,000 from production to support local schools in the community. Created by Innocean with media by Canvas, 'Best of Both Worlds' will run across broadcast, digital and programmatic platforms, with custom digital content on TikTok, Meta, Reddit, YouTube and beyond. In a separate but related effort, Hyundai continued its series of 'Okay Hyundai' ads with 'He Got Money.' The 30-second ad focuses on a character who owns a hybrid and the gossip about his seemingly extravagant lifestyle, which — in a nod to ongoing price pressures — includes a fridge full of eggs. 'He Got Money' will run across broadcast and digital platforms in both 15- and 30-second formats and will be featured in influencer partnerships. The ad, which is targeted at an African-American audience, features Kathleen Bradley — best known as Mrs. Parker from the cult classic "Friday' — and is from Hyundai's African American agency of record, Culture Brands. ''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,' said Erik Thomas, director of experiential and multicultural marketing, Hyundai Motor America, in a press release. Hyundai's increased hybrid sales follow the automaker becoming the launch partner of Amazon Autos late last year. One global auto brand moved approximately $80 million in annual ad spend from The Trade Desk to Amazon's ad platform by the end of Q1, partially due to its ability to sell its cars via the online retailer, Adweek reported. Hyundai is currently the only automaker that has that functionality on Amazon. Recommended Reading Mattel's Hot Wheels ignites 'challenger spirit' with cinematic ad
