2024 Hyundai Tucson Hybrid Review

Overview

 

A MID-LIFE make-over to Hyundai’s mid-size Tucson SUV ushers in a hybrid powertrain option furthering Hyundai’s electrification program and placing the South Korean manufacturer in a better position regarding the forthcoming NVES emissions regulations.

 

It also gives Hyundai a stronger contender in the red-hot medium SUV segment against the likes of RAV4 Hybrid and other efficiency optimised offerings like the Nissan X-Trail e-Power, Mitsubishi Outlander PHEV and of course Kia’s Sportage Hybrid… available in front-wheel drive only.

 

The entry price for a hybrid powered Tucson is $45,100 for the front wheel drive base model ranging up to $61,100 for the AWD Premium N-Line all excluding on road costs. All Tucson prices have increased substantially with this refresh.

 

Driven here were the top-of-the-line Premium AWD Hybrid N-Line and the same vehicle with FWD.

 

Though the same outwardly with minor styling tweaks, the “new” Tucson is a different beast underneath with diesel dropped from the line-up to be replaced by a 1.6-litre turbocharged petrol/electric hybrid four-cylinder unit.

 

Other variants use only the 1.6-litre turbo-petrol without electric assistance or an Atkinson Cycle 2.0-litre petrol four-cylinder.

 

The Hybrid is essentially the same powertrain as used in several Hyundai products (and Kia) featuring an electric traction motor integrated into the transmission driving either the front axle or front and rear axles model dependent.

 

Maximum power is 172kW with 367Nm of torque distributed through a conventional six-speed automatic transmission.

 

An N-Line option is available across the range for a sharper sporty body look with different wheels, dual exhaust tips and interior equipment upgrades.

 

Tucson’s interior is now focused on a two-screen dash and revised “floating” centre console with changes to fascia, colours, materials and standard equipment upgrades to now include upgraded infotainment, expanded connected car services including OTA updates through Hyundai Bluelink and the latest SmartSense ADAS and safety set-up.

 

The enhanced safety package now includes the addition of forward and reverse parking distance warning, crosswind stability control, intelligent speed limit assist, high beam assist, highway driving assist, forward collision avoidance assist, and navigation-based smart cruise control.

 

Hyundai has increased Tucson standard equipment with all variants featuring auto windows up and down, full LED interior lighting, LED front and rear combination lights, head-up display, smart key with push start, 12.3-inch instrument cluster and 12.3-inch multimedia screens, 18-inch alloys, dual-zone climate control, and a new column-mounted transmission selector.

 

Tucson Hybrid in both FWD and AWD is rated at a combined 5.3 litres per 100km on 91RON unleaded petrol.

 

And only on hybrid variants is what Hyundai calls E-Motion Drive that ropes in a bunch of so-called “E” systems to minimise pitching over speed bumps and control the motor for smoother acceleration.

 

Additional “E” electronic modulators control motor torque to optimise traction during corning, reduce slip and improve steering responsiveness and the ICE engine and electric motor have unified control for torque vectoring to improve handling.

 

The paddle shift on Tucson Hybrid controls regenerative braking as well as gear selection with four energy recuperation levels available with the AWD Hybrid models offering Terrain mode with Snow, Mud and Sand settings.

 

Not forgetting “baby mode” for a smoother application of brakes when parking and smoother accelerating…

 

Towing capacity for the AWD Hybrid is 1900kg with all the others rated at 1650kg (braked).

 

Driving Impressions

 

We had already experienced the hybrid powertrain as fitted to these two vehicles in the new Hyundai Kona. It’s in the new Santa Fe too, and will presumably filter through other Hyundai products.

 

Kia also uses the unit in various vehicles where we found it to be OK, but not brilliant as fuel consumption is higher than expected and performance is acceptable.

 

The same thing applies here. Neither the AWD nor the FWD approached the claimed 5.3L/100km claim achieving 6.1 and 6.6 for the FWD and AWD Tucson respectively… and mostly on a casual country drive.

 

Which begs the question: Would you go for the Hybrid or the 1.6-litre Turbo, and pocket the difference?

 

It’s a HEV so plugging it in is not necessary nor do buyers have to pay a premium for having that available as the Tucson Hybrid replenishes its small battery through braking and deceleration offering multi-mode one pedal drive into the bargain.

 

It has good performance once the turbo spools up with the electric drive but isn’t as instantaneous as expected meaning you have wait a touch when overtaking on a country road for example.

 

Off-the-line acceleration is similar, possibly as a result of vehicle calibration and all those “E” modes combining to make the Tucson, above all else a “smooth operator”.

 

And it is almost dead smooth in operation, the powertrain flowing nicely aided by the slick six-speed auto transmission.

 

On our drive we couldn’t determine much difference between the AWD and the FWD models in drive feel and would plump for the “frontie” as it feels a bit more nimble and more responsive due to less weight.

 

From a dynamic perspective, Hyundai now calibrates its cars ex-factory having canned the local calibration program and while the Tucson feels pretty good to drive in ride and handling terms, it lacks the finesse of a locally fettled model that takes into account all the driving nuances encountered across this country.

 

The Tucson has what we’d rate a supple semi-sporty feel to its ride, relatively sharp steering responses that produces minimal deflection over bumpy roads, strong brakes and feels solid on the road and when cornering.

 

After complaints, Hyundai has made the pesky speed monitor system that gives an interminable commentary on your driving, mutable through a favourites button. We’d like to see that extended to cover any ADAS function the driver isn’t comfortable with.

 

The positioning of the gear selector wand under the blinker stalk close to the right paddle shift is problematic but everything else in the cabin is easy to operate and easy on the eye in a minimalist idiom.

 

Bigger than appearance may suggest, Tucson is a five-seater with generous room for all occupants and a decent load space down the back.

 

The top-of-the-range variants driven were loaded with luxury and tech’ and takes time to set up the way you might want. They have premium audio, multi-outlet climate control, funky interior (ambient) lights, a blend of upholsteries, and are a pleasant place in which to travel.

 

The tweaked appearance is difficult to spot, but the model isn’t hard on the eye by any stretch.

 

Is it good enough to challenge the dominant Toyota RAV4 that’s been around for yonks and is now available only as a hybrid?

 

Maybe, maybe not. But in offering three powertrain choices over Toyota’s one the Tucson might just have an ace up its sleeve. We’ll observe the sales results with interest.