Hyundai Tucson review

If the Hyundai Tucson name makes you think of Tucson, Arizona – with its wild frontiers and gunslingers – that's actually quite appropriate.

You see, the Tucson is in a gunfight with lots of other sharp-shooting family SUVs – and needs to be darned quick on the draw to see off its rivals in this highly competitive car class. To help it out, Hyundai gives Tucson buyers lots of choice when it comes to petrol engines, including three types of hybrid (there's no longer a diesel option).

Plus, the Tucson has recently been updated with a more user-friendly dashboard, revised suspension and tweaks to the exterior, including a redesigned grille.

Hyundai Tucson video review

But is that enough? When the gunsmoke settles, is the Hyundai Tucson the best family SUV to ride off into the sunset in or will you want to leave it stabled? Read on to find out...

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The entry-level engine for the Hyundai Tucson is the 159bhp 1.6 T 160 petrol, which comes with a manual gearbox and can officially hit 0-62mph in 9.9 seconds. That’s about the same as a Nissan Qashqai DIG-T 158.

You can upgrade to a seven-speed automatic gearbox which comes with 48-volt mild-hybrid tech – making it slightly quicker – and a choice of front or four-wheel drive.

Next up is a full hybrid – the 212bhp 1.6 T 215 Hybrid – which has a battery big enough for short bursts of electric driving in stop-start traffic. When the engine and motor work together, there’s plenty of pep for overtaking, with a 0-60mph time of 6.8 seconds in our tests, just beating a Kia Sportage Hybrid (7.1 seconds).

The range-topping 1.6 T-GDI Plug-in Hybrid (PHEV) Tucson has 249bhp and an official electric-only range of 43 miles. That’s one of the better ranges for a PHEV family SUV, with the Ford Kuga and Kia Sportage close behind.

It’s super-slick to drive in EV mode, although outright performance is about the same as the Hybrid. The only slight downside with the Hybrid and the PHEV relates to the six-speed automatic box, which is slightly hesitant to shift down if you need a burst of acceleration.

The Tucson has a slightly softer ride than a Kia Sportage but tweaks to the suspension as part of its 2024 mid-life update mean it deals with bumps and potholes at low speeds in a far more controlled manner than before.

It’s only along really bumpy roads where the Tucson struggles to contain vertical movements (with a minor amount of float) and takes a little longer than a Sportage to settle back down again. While it’s not quite as polished as a Skoda Karoq or Volvo XC40, it’s far more comfortable than a Ford Kuga.

The entry-level Tucson in Advance trim comes with smaller 17in wheels, which help to maximise ride comfort.

While the latest Tucson doesn’t pitch into bends as much as it used to and there’s plenty of grip available, it’s still best enjoyed at a more laid-back pace. 

When you’re driving sedately it flows along happily enough, but if you push harder the steering doesn’t build up much weight and you find it’s not as easy to place accurately on the road as a Kia Sportage or Volkswagen Tiguan. Those models have tighter body control, making them more stable and agile to drive spiritedly.

At low speeds, the Tucson is pretty refined. Both the Hybrid and PHEV are hushed when running in electric mode and the petrol engine doesn't become vocal or sound coarse when it wakes up, unless it's worked hard.

There’s a fraction more wind noise on motorways than in a Volvo XC40 but it’s still pretty low for a family SUV. There’s not much road noise either and occupants are slightly better isolated from the outside world than in a Kia Sportage. Previously, the Tucson’s soft suspension would twang over expansion joints, but the 2024 update vastly reduced this.

The Tucson’s brakes are powerful enough but the response from the pedal isn’t quite as immediate as it is in the Sportage so it’s not quite as easy to come to a smooth stop.

“I like that you can adjust the strength of the regenerative braking system in the Tucson Hybrid by using the paddles on the steering wheel. It’s something you can’t do in a Kia Sportage.” –  Lawrence Cheung, New Cars Editor

The Hyundai Tucson’s driving seat isn’t as high up as in the Volvo XC40 – something to think about if you want a lofty SUV driving position. Still, it's supportive through corners and comfy on long journeys thanks to electrically adjustable lumbar support. Premium and N Line S trims come with full electric adjustment while Ultimate trim adds a memory function. 

The Tucson’s 12.3in digital driver's display isn’t particularly configurable but it is easy to read at a glance. Some drivers might find the top corners are partially obscured by the steering wheel if it’s set low down.

All the buttons and physical dials on the dashboard are positioned closely around you, including a large control panel below the infotainment touchscreen that makes it easy to adjust the temperature. There are some touch-sensitive controls that are trickier to operate by feel but at least they’re not ones you'll use frequently.

The Tucson's front pillars are not that chunky, but some might find the angle they’re set at a little obscuring through tighter corners or at T-junctions. Otherwise, the low dashboard gives you a clear view ahead over the bonnet. You get a clearer view over your shoulder in the Tucson than in a Kia Sportage thanks to its larger and longer rear side windows. 

The rear pillars are very chunky so you’ll almost certainly end up relying on the parking aids. Thankfully, you get front and rear parking sensors and a rear-view camera as standard. Top-spec N Line S and Ultimate trims gain a 360-degree camera and a system called Blind Spot View Monitor (BVM), so that when you flick on the indicator a camera feed shows an image of what’s in your blind-spot on the driver's display.

N Line S trim introduces matrix LED headlights that automatically adjust to avoid dazzling other road users when on high beam.

All Tucsons get a 12.3in infotainment touchscreen positioned beside the driver's display. It’s as crisp as the best flatscreen TVs and has smart graphics.

The infotainment menus are straightforward and the software is responsive enough to inputs, if not quite as snappy as the best touchscreens, including the ones in the Renault Austral, Renault Symbioz and VW Tiguan. The icons could be a little larger to make them easier to aim for, but at least there's a row of physical shortcut buttons on the panel below that’s handy for hopping between functions.

Hyundai’s penchant for giving you lots of kit means sat-nav, Bluetooth connectivity, DAB radio, and wireless Android Auto and Apple CarPlay smartphone mirroring are standard. All versions get wireless phone-charging and a six-speaker sound system. Moving up to Premium trim upgrades the stereo to an eight-speaker Krell system.

The upgrades made to the Tucson’s interior in 2024 improved the range of materials used. They're soft and dense where it counts and the finish is better overall, with buttons that operate with a well-damped action.

The dollop of premium panache you get in, for example, the Volvo XC40 with its dense feeling materials, is missing, but it’s still a step up from the Ford Kuga interior, which has more hard plastics.

“I found that the twist-operated gear selector low down on the steering column took some time to get used to, but it does free up some space on the centre console.” – Dan Jones, Reviewer

If you ate all your greens as a kid and grew up tall and strong, the Hyundai Tucson’s generous proportions will see you right. There’s plenty of leg room, plus at least as much head room as any family SUV offers. It also feels as broad and airy as many rivals, including the Ford Kuga and Kia Sportage.

The front door bins are on the small side but the roomy glovebox and the two-tier centre console opens up various storage trays. There’s also a storage shelf above the glovebox. In short, you won’t struggle to hide your paraphernalia.

The Tucson's back seats are great for taller folks, so if you often ferry around adults as well as youngsters, this is definitely one to check out. There's enough space for two six-footers to sit comfortably, even with the front seats slid well back. There’s lots of room for their feet under the front seats and the head room is excellent.

When you add a passenger to the narrow middle seat, things can get a bit pinched around the shoulders if all the passengers are burly adults. It's slightly wider inside than a Kia Sportage but the Ford Kuga offers a little more space for feet on either side of the hump in the floor.

The Tucson's rear door bins are small, with just enough room for a 500ml bottle in each, but there's a fold-down armrest in the middle with integrated cupholders.

The rear bench doesn't slide back and forth as it does in a Ford Kuga or VW Tiguan but the backrest does recline so your passengers can snooze.

The backrest folds down in a useful 40/20/40 split, helping to maximise the space available for passengers and longer pieces of luggage. That's more versatile than the 60/40 split in a Nissan Qashqai.

As with the Kuga and the Kia Sportage, all Tucsons now get handy remote levers just inside the boot that fold down the rear seats. (Before the 2024 update, that feature was reserved for higher trim levels.)

At up to 620 litres, the Tucson’s boot space is among the biggest you’ll find in the family SUV class. However, that figure is for the non-hybrid petrol version. The MHEV and regular hybrid cars get 577 litres, while the PHEV has 558.

We did our carry-on suitcase test on a Tucson PHEV and managed to fit seven cases below the parcel shelf. That's up there with the Volvo XC40. In the Hybrid, we managed to fit eight cases, which matches the Kia Sportage Hybrid.

There’s a height-adjustable boot floor in most versions of the Tucson, although the PHEV has a fixed one due to the battery pack underneath. All versions except entry-level Advance come with an electric tailgate.

“I like that most Tucsons get a height-adjustable boot floor, but it’s not completely flat in the lowest setting and slopes up towards the rear seats.” – Will Nightingale, Reviews Editor

The Hyundai Tucson comes with plenty of kit as standard but you do pay for that privilege. It commands a higher starting price than the Kia Sportage, Seat Ateca and Skoda Karoq but costs about the same as a Ford Kuga. 

Mid-level trims push the Tucson towards the premium territory occupied by the BMW X1, VW Tiguan and Volvo XC40 while top spec versions are close to the Range Rover Evoque (and the Evoque will depreciate much less).

The Tucson PHEV's low CO2 figure of 22g/km and competitive 43-mile official electric range will make it the cheapest option as a company car because of its lower BIK tax rate. When the battery is drained, you can expect mid to high-30s MPG figures from the petrol engine.

The 1.6 T-GDi 230 Hybrid (HEV) produces as little as 129g/km, putting it in a lower BIK tax bracket than the entry-level petrol 1.6 T-GDi 160 manual, but because it has a higher list price, the amount you pay in monthly salary sacrifice works out virtually the same. The MHEV with an automatic gearbox produces 142g/km.

The Tucson Hybrid clocked up 44.4mpg in a real-world test, matching the Kia Sportage (44.6mpg). That’s about the same as some diesel family SUVs and compares well with petrol rivals. The MHEV isn’t quite as frugal, but mid to high-30s MPG is easily achievable if the trip computer is to be believed. Meanwhile, the entry-level petrol should be in the low to mid-30s for MPG.

Entry-level Tucson Advance models come generously equipped, with 17in alloy wheels, dual-zone climate control, cruise control, keyless ignition, rear privacy glass and ambient lighting.

N-Line models bring 19in wheels and sportier exterior styling, faux leather and suede-like upholstery, adaptive cruise control, heated front seats, sun blinds integrated into the rear doors and additional safety features.

Premium trim has heated rear seats and part-leather upholstery for not too much more money.

At the top of the range are N Line S and Ultimate, which add a panoramic sunroof and three-zone climate control. They're the same except N Line S has sportier styling, and both push the Tucson’s price close to the Range Rover Evoque and Volvo XC40.

The Tucson didn’t feature in the family SUV class in our 2024 What Car? Reliability Survey. As a manufacturer, Hyundai performed well in the survey, coming tenth out of 31 manufacturers ranked.

You get a five-year, unlimited-mileage Hyundai warranty. That’s better than most rivals offer, with the exception of Kia, which covers you for up to seven years.

The Tucson achieved the highest five-star safety rating when it was tested by Euro NCAP. Airbag protection for the driver’s chest in a front collision was rated as marginal but the car performed well everywhere else. There’s plenty of safety kit as standard to help you avoid an accident in the first place.

For example, every Tucson comes with automatic emergency braking (AEB), a driver attention warning system, speed-limit recognition and trailer stability assist. You also get a system that can automatically apply the brakes after a collision to ensure you don’t roll forwards and have a secondary impact.

Stepping up to N Line trim adds a Highway Drive Assist feature that adjusts your steering for you in order to keep the car centred in your chosen lane (you must keep your hands on the wheel though).

“Big discounts are available on the Tucson, but I'd urge potential buyers to do their sums because it loses value quicker than some rivals.” – Claire Evans, Consumer Editor

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