Hyundai’s Facelifted Tucson Hybrid Is Good, But Is It Good Enough?

When it premiered four years ago, the fourth-gen Tucson was one of Hyundai‘s most eye-catching models. With an edgy shape and intricate lighting signatures at the front and rear, it proved it was possible to have a compact SUV with personality that, unlike its predecessors, stood out on the road.

While there was nothing inherently wrong with it, the Korean brand nevertheless launched a facelifted model for the 2025 model year. It may not look very different from the outside, but it has an all-new interior and builds on what was already a very impressive package. The revamped Tucson is also available as a hybrid for the first time, replacing the diesel that had been previously been on sale.

To see what improvements have been made, and to discover if the hybrid powertrain is any good, we recently lived with the 2025 Tucson Hybrid, driving it for almost 2,000 km (nearly 1,250 miles) and spending almost 30 hours behind the wheel.

QUICK FACTS

Photos Brad Anderson/Carscoops

Unsurprisingly, the Tucson Hybrid carries a hefty premium over the standard models that sport either a 1.6-liter turbocharged four-cylinder or a 2.0-liter naturally-aspirated four-pot. Whereas the cheapest 2.0-liter starts at AU$39,990 ($26,000), the entry-level Tucson Hybrid is priced from AU$46,990 ($30,600). However, that’s not the version we tested.

Instead, we jumped behind the wheel of the flagship Tucson Hybrid Premium, which starts at AU$62,490 ($40,700). In addition, our test car was also equipped with the available N Line package and painted in Ultimate Red, bringing the total price up to AU$64,585 ($42,000).

That’s a lot of money, making it a little pricier than a flagship Kia Sportage GT-Line Hybrid available from AU$60,773 ($39,600). However, the Tucson Hybrid is right in line with the flagship Toyota RAV4 Hybrid Edge, which goes for AU$63,794 ($41,500).

Read: 2025 Hyundai Tucson Proves Facelifts Aren’t Cheap, Gets $755 Price Hike

Looking at the facelifted Tucson from the outside, you’d be hard pressed to notice the differences. However, Hyundai has crafted a new front bumper for it that’s slightly more aggressive. The N Line version adds to the looks with body-colored arches, a new front bumper, a distinctive black grille, and new 19-inch wheels. It also adds LED reverse lights, new LED headlights, and High Beam Assist.

A Brand New Cabin

Photos Brad Anderson/Carscoops

Whereas the exterior of the new Tucson looks mostly the same as the model it replaces, Hyundai has redesigned the entire interior, something which is quite unusual for a facelift.

The cabin is much nicer. While there was nothing inherently wrong with the cabin of the old model, it had some odd features, including a strange four-spoke steering wheel. I was also never a fan of how the infotainment screen was incorporated into the dash and surrounded by piano black plastic. The Tucson’s twin, the Kia Sportage, also received a new generation in 2021, but its cabin felt more modern than that of the Hyundai. The Tucson is now on par with the Sportage.

The most significant update are the fitment of two 12.3-inch screens housed within a single curved panel sitting atop the dashboard, similar to what you’ll find in flagship Sportage models. Both of these screens are crisp and responsive, while also providing support for wireless Apple CarPlay and Android Auto.

Elsewhere, there is a small new touch panel for the climate control. There are also physical temperature dials for the driver and passenger too, something that’s becoming less common nowadays. The Tucson also includes a wireless charging pad and a much nicer three-spoke steering wheel that the pre-facelift model.

Hyundai has shifted to a column-mounted gear selector, similar to what’s found in some of its EVs. It may take customers a little while to get used to, but it generally works well.

Photos Brad Anderson/Carscoops

The rest of the cabin is offers an abundance of space and the new Tucson is definitely large enough to carry four adults in comfort, or five at a pinch. The front seats are comfortable and I never experienced any discomfort even after multiple-hour stints behind the wheel.

Cargo space is rated at 582 liters (20.5 cubic feet) or 1,903 liters (67.2 cubic feet) with the second-row seats folded down. There’s also some small storage cubbies below the floor, including an area to stow the cargo blind.

All told, the cabin of the new Tucson is a nice place to spend time, and is a big improvement over the old model.

Smooth And Efficient Powertrain

Photos Brad Anderson/Carscoops

The SUV’s hybrid powertrain consists of a 1.6-liter turbocharged four-cylinder, an electric motor, and a 1.49 kWh battery pack. Unfortunately, Australia does not get the Plug-In Hybrid version that’s sold in the United States and which packs a larger 13.8 kWh battery.

Perhaps the most impressive thing about the Tucson Hybrid’s powertrain is just how smooth it is. Never during my week with the SUV did a experience any jerking or interruptions of power as it intelligently shifted between electric power and combustion power, as can happen in some hybrids. It all works seamlessly in the background.

While this is nice, there’s no way to adjust the way the electric motor and the 1.6-liter are working. For example, the Tucson Hybrid doesn’t offer an EV-only mode like the PHEV, nor is there is an option to switch solely to combustion power to charge the battery.

Admittedly, functions like this are usually reserved for plug-ins, not traditional hybrids, but it would be nice to have the option to drive purely on electric motor, even if only for short distances.

On paper, the Tucson’s powertrain packs an impressive 231 hp (172 kW) and 271 lb-ft (367 Nm) of torque, two very respectable figures for a vehicle in this class. Pin the throttle and the electric motor and engine fire to life, resulting in a solid 0-100 km/h (62 mph) sprint of 7.2 seconds.

Read: Over 42,000 Hyundais Need Wiring Fix For Rollaway Risk

However, the Tucson isn’t the type of vehicle that wants to be driven by the scruff of the neck. Most people will opt for the hybrid because of the efficiency. Hyundai says the Tuscon Hybrid sips just 5.3 l/100 km (44.3 US mpg) over the combined cycle. We weren’t able to match that, averaging 6.2 l/100 km (37.9 US mpg).

A key reason for this is that we spent most of our time cruising on highways, meaning the SUV had little chance to putter around in EV-only mode as it often does at low speeds. It proved a little thirstier than the Qashqai Ti e-Power I tested last year over the same route, averaging 5.8 l/100 km (40.5 US mpg).

One feature I was particularly fond of was the adjustable regenerative braking. It works just like it does in Hyundai’s EVs, and offers three different levels of regen, operated through the paddle shifters behind the steering wheel.

Unfortunately, there’s no one-pedal driving mode, like an EV though. Additionally, the brake regen only works in Eco mode. In any other mode, the paddle shifters are used to change gears. That means you can’t drive in Sport mode and use regen, for example, which is a shame.

Another annoyance is the column-mounted shifter. It works well enough, but you cannot move between Park and Reverse unless the Tucson is completely stationary and the brake is firmly pressed. This can make parking and three-point turns a little annoying, as you have to come to a complete stop between shifting gears.

The six-speed automatic is good but in the modern age, it feels a little antiquated and would benefit from a couple of extra gears.

Verdict

The updated Hyundai Tucson takes what was already a very solid option, and makes it even better with a nicer interior. However, the flagship Hybrid version we tested is quite costly, and as is so often the case, we suspect one of the models sitting in the middle of the range will be the best option for most shoppers.

Photos Brad Anderson/Carscoops