Hyundai Tucson Hybrid review: the bold family SUV

It could scarcely be more different from the model it replaces. Love it or loathe it, the new Hyundai Tucson’s design not only makes a clean break with the past, but also turns this successful SUV into one of the segment’s most distinctive offerings - plenty of people turned their heads as the new SUV went by, particularly when confronted with its original front light signature.

The new SUV stands out for its bold, expressive appearance and the dynamism of its lines, although I would not go as far as Hyundai in describing this new look as “Sensuous Sportiness” - sensual does not strike me as the most fitting adjective…

Yet the fourth-generation Tucson brings far more than daring styling. It is built on a new N3 platform, which has made it slightly larger in every direction and, consequently, roomier inside than its predecessor.

An outstanding family car

The generous accommodation gives the new Hyundai Tucson a compelling case as a family vehicle. Moreover, despite such an expressive exterior design, occupant visibility has not been overlooked. Even rear-seat passengers will have little difficulty seeing out, which is not always a given with some modern models.

The only disappointment is the lack of rear air vents, even in this top-spec Tucson Vanguard, although there are two USB-C ports.

Interestingly, the new Hyundai Tucson Hybrid has the largest boot in the range, at 616 litres. It may be unique in the market for a hybrid version to offer a bigger boot than its more straightforward petrol and diesel counterparts. This is possible because the battery is located beneath the rear seat rather than in the boot.

While the interior is admittedly not as visually expressive as the exterior, it makes just as sharp a departure from the past. Horizontal lines are more prominent, complemented by gentle transitions that create a stronger impression of elegance. And, despite the presence of two generously sized digital displays, the cabin feels warmer and even somewhat “zen”.

At Vanguard trim level, the cabin is surrounded by materials that are, for the most part, pleasing both to look at and touch, with leather covering the surfaces used most frequently. Everything is also robustly assembled, as Hyundai has accustomed us to expect, and the new Tucson can confidently be considered one of the segment’s best offerings in this respect.

Although the interior is well executed, there is one caveat regarding the touch controls across the centre console. Set into a gloss-black surface, they help deliver a cleaner, more sophisticated look, but their usability leaves something to be desired - they require drivers to take their eyes off the road for longer and offer no haptic feedback, although they do make a sound when pressed.

Electrification throughout the Hyundai Tucson range

The new Hyundai Tucson also introduces changes to its powertrains: every version sold in Portugal is electrified. The standard petrol and diesel options are paired with a 48 V mild-hybrid system, while the Tucson Hybrid tested here is an entirely new addition to the line-up and will later be joined by a plug-in hybrid version.

The Hybrid pairs a 180 hp 1.6 T-GDI petrol engine with a 60 hp electric motor, producing a combined maximum output of 230 hp and 350 Nm of torque. Drive goes exclusively to the front wheels - a four-wheel-drive Hybrid is available in other markets - through a six-speed torque-converter automatic gearbox.

As this is a conventional hybrid, the Hyundai Tucson Hybrid cannot be plugged in to recharge; its battery is replenished by energy recovered during deceleration and braking. Nothing more is needed, given that it has a capacity of just 1.49 kWh - 7–8 times smaller than that of most plug-in hybrids - so Hyundai did not even bother to state an electric driving range, which in hybrids of this type normally extends no further than 2–3 km.

That explains the lack of an electric-only driving mode and, in truth, it is not missed. This becomes clear from how often the car runs solely on electric power, despite the motor producing only 60 hp… although it also delivers an “instant” 264 Nm.

Treat the right-hand pedal gently and it is possible to reach 50–60 km/h in urban and suburban driving without waking the combustion engine. At higher speeds, too, and provided conditions allow it - battery charge, accelerator demand and so on - the electric motor can be the only unit operating, even at 120 km/h on the motorway, albeit for short stretches - something I was able to confirm in real-world driving.

It should be economical…

Potentially… yes. I say potentially because the consumption figures I initially recorded were high, more so than expected. This test car had covered very few kilometres, and that, combined with the cold spell at the time, appears to have contributed to these unusual results, particularly in the WLTP era in which we live, when the gap between official and real-world figures is usually smaller.

This example seemed to need a proper running-in period. Said and, almost, done. A long drive on A-roads and motorways was the ideal way to add kilometres to the Tucson and settle the matter. After accumulating several hundred kilometres, I saw encouraging progress in the recorded consumption figures, but unfortunately my time with the Tucson Hybrid was almost over.

Even so, it still returned consumption in the high 5-litre to low 6-litre range in urban use, while at steady, moderate speeds it settled slightly below 5.5 l/100 km. Not bad for 230 hp and almost 1,600 kg and, with more kilometres and a longer test, there seemed to be further room for improvement - perhaps on another occasion. These latter figures are also more in line with those we have recorded in other hybrid SUVs in the segment, such as the Toyota RAV4 and Honda CR-V.

Smooth to drive, but…

Putting fuel consumption aside, this is a vehicle with a complex powertrain that requires the combustion engine, electric motor and automatic gearbox to work together harmoniously and, broadly speaking, it succeeds. The new Hyundai Tucson Hybrid delivers a smooth, refined driving experience.

However, in Sport mode - the Tucson Hybrid offers only Eco in addition to it - which is the setting most inclined to make fuller use of the 230 hp available, the gearbox is the element that feels out of step when a twistier road is tackled with greater enthusiasm. It tends to hold onto a particular gear or downshift unnecessarily on the exit of bends. This is not exclusive to this model; similar modus operandi is common in many automatic-equipped cars from other manufacturers.

The gearbox works better in Eco mode, where it always seems to know what to do, although I would like to combine it with the Sport-mode steering, which becomes pleasantly, if not excessively, heavier than in Eco.

More long-distance cruiser than sports SUV

First, it must be acknowledged that whenever the 230 hp are needed, all of them answer the call, propelling the new Tucson with real vigour when the accelerator is pressed more firmly - performance is unquestionably very strong.

But combine that performance with a more winding road and it becomes clear that the Hyundai Tucson values occupant comfort more than any ambition to be the sharpest SUV in its class - after all, it remains a family SUV and, for those seeking greater performance and dynamic sharpness, a Tucson N will arrive later this year.

That said, its handling is always sound, with progressive responses, effective behaviour and no unpleasant traits, even if the body moves around a little more in these faster moments. This Tucson’s real strength lies in long journeys on open roads.

It feels most at home on major A-roads and motorways, where the new Hyundai Tucson demonstrates high levels of stability and a very good ability to absorb most surface imperfections. Comfort is enhanced by the seats, which do not leave the body feeling worn out even after extended periods and still provide reasonable support. As is typical of an SUV, the driving position is higher than usual, but a good position is easy to find thanks to the wide range of seat and steering-wheel adjustment.

The only weak point in its armour as a long-distance cruiser is sound insulation, particularly aerodynamically generated noise, with wind noise noticeably more audible than in, for example, a Volkswagen Tiguan.

Is the Hyundai Tucson Hybrid the right car for me?

The new Hyundai Tucson Hybrid proves to be one of the segment’s most capable and competitive propositions.

I also had brief experience of the Tucson 1.6 CRDi 7DCT diesel and found it even more engaging to drive than the Hybrid, thanks to a greater sense of lightness, agility and connection with the vehicle - even though mechanical refinement is better in the Hybrid. Objectively, however, the Hybrid “crushes” the diesel.

Not only does it offer performance on another level - it has 94 hp more - but it is even slightly… cheaper. Furthermore, it has considerable potential for low consumption, especially in urban driving, where the electric motor takes centre stage. It is difficult to look at any other Tucson instead of this one.

Its competitiveness does not fade when placed alongside the Toyota RAV4 and Honda CR-V, its closest hybrid rivals, as the new Hyundai Tucson Hybrid is more affordable than both. Whether or not you like the Tucson’s bold styling, it certainly deserves a closer look.