2025 Hyundai Tucson Hybrid review: Australian first drive (2024)

There’s little doubt that Toyota is the main player when it comes to hybrid powertrains in Australia. But rivals are quickly waking up to the idea that not only are electric vehicles the way forward, but hybrid powertrains are the perfect middle-ground solution.

Hyundai is a brand that is investing heavily in the fuel-sipping technology and it is paying dividends in the car maker’s model line-up. Hyundai representatives say sales of its new hybrid-only Santa Fe are doing phenomenally well, so it's only natural that hybrid powertrains begin to proliferate across the rest of its range.

The latest model to benefit is the new 2025 Hyundai Tucson medium-sized SUV.

In addition to a modest nip-and-tuck facelift, Hyundai has introduced technology improvements, safety updates, and new features to its popular mid-size SUV. We were already big fans of the pre-facelift Hyundai Tucson at Drive, but it’s now time to sample the hybrid version to see how a new powertrain fares under the bonnet.

A hybrid powertrain is not the only new aspect of the 2025 Hyundai Tucson – it also gets updated styling inside and out, larger infotainment screens running the latest in software, and a slew of new equipment.

However, all the extra gear doesn’t come free… the model is now up to $3950 more expensive than before. There are also specification changes that see the old diesel 2.0-litre engine discontinued in favour of the new 1.6-litre petrol-hybrid powertrain.

Hyundai claims 5.3 litres per 100 kilometres for its new Tucson Hybrid and total system outputs of 172kW and 367Nm.

As before, you can still get a non-hybrid 1.6-litre turbo-petrol engine or a non-hybrid 2.0-litre petrol. That makes three engine options overall.

Three trim levels remain on offer for buyers – the eponymous Tucson, the mid-grade Elite, and the range-topper Premium. The N Line styling pack is offered as an additional option on most variants, similar to how BMW offers M Sport styling as an option for its cars.

Considering all-wheel drive is available throughout the range, there is myriad choice available as part of the 2025 Hyundai Tucson model line-up.

It’s nice to see the hybrid powertrain option available at all trim levels too, and with front- or all-wheel drive. Rivals such as the Nissan X-Trail or Honda CR-V don’t have the same democratised system when it comes to product planning.

You can get into a new Hyundai Tucson Hybrid for $45,100 before on-road costs, but this review predominantly looks at the up-spec Tucson Premium Hybrid AWD that costs $61,100 before on-road costs with the N Line styling kit. In this configuration, there are four colours available (red, black, grey and white) with all but the basic white asking a $595 premium. Bypassing the N-Line option gives you eight colour choices along with three interior trim options.

The facelift isn’t easy to distinguish – the model looks largely the same as it used to save for a tweaked front grille design and new bumper mouldings. All variants now come with LED lights as standard too.

That the model hasn’t changed much in its styling is no bad thing, because I’ve always appreciated the sharp crease lines in the bodywork. There is no obvious way to pick a hybrid version apart from a small badge on the boot lid.

The interior is where things really start to change. The predecessor was beginning to show its age alongside newer rivals such as the Nissan X-Trail, but this 2025 update makes the Tucson feel far more fresh.

A key change is the move to the curved screen that incorporates twin 12.3-inch displays. Not only do they look far nicer than before, but the underlying ccNC software is very easy to use and contains all the functionality you expect in 2024.

This will be discussed in further detail in the following section, though its visual impact is impressive.

Another change Hyundai has made was to move the gear selector from the centre console to a toggle mounted on the steering wheel column. This works well in two parts: firstly, it frees up storage space on the centre console, and secondly, it makes switching gears far simpler – you barely have to remove your hands from the steering wheel to change direction.

Though it’s not billed as a 'prestige' car, Hyundai has used nice materials in the Tucson’s construction. The dash is soft-touch, there are fabric inserts around the door panels, and the suede-like seat inserts of the N-Line interior are grippy for your bum.

The seats themselves have a great range of movement to find a nice driving position, and there’s good under-thigh and bolster support too.

Talking of that additional storage – there’s a huge wireless phone charger with an integrated charge status indicator, two large bottle holders, a tray beneath the centre console, and a deep-lidded centre console bin.

Hyundai provides twin USB-C ports and a 12-volt outlet for charging devices. Above that, there’s a new touch-sensitive panel for controlling the dual-zone climate-conditioning system, in addition to heated and ventilated seats on this flagship model grade.

Passengers in the second row are treated to plenty of head room (even for tall people like my 194cm height), great knee room, and enough space to move your feet.

There are twin USB-C ports to charge devices, plus amenities such as air vents, front-row passenger seat controls, map pockets, and a fold-down centre armrest. This top-spec variant gets seat heating for the outboard rear pews.

Interestingly, the hybrid variant actually has a bigger boot than the non-hybrid Hyundai Tucsons – but that’s only because the hybrid gets a space saver instead of a full-size spare wheel.

In any case, the Tucson can fit 582 litres in its boot and that expands to 1903L with the seats folded flat. I love how the load floor is flat, which makes it easy to slide in items.

That boot capacity is normal for a hybrid medium SUV – the Honda CR-V fits 581L in its boot.

As previously mentioned, the twin 12.3-inch displays come on all but the most affordable Tucson variant. They are underlined by the new Hyundai/Kia software designated ccNC (connected car Navigation co*ckpit).

It also comes with over-the-air update capability and wireless Apple CarPlay and Android Auto.

The integrated software itself is very easy to use to sift through screens – that means it's fast, contains intuitively laid-out menus, and offers a responsive touchscreen.

The Hyundai navigation system ensured I was kept on the straight and narrow throughout the launch drive, while the camera quality from the 360-degree monitoring was sharp when parking.

A big plus is Hyundai incorporating a panel of physical shortcut buttons beneath the screen, so you can easily jump to the map, media or home screen.

It’s also great how you can easily monitor the hybrid powertrain’s status using the instrument cluster or the main infotainment display, while speed information is viewed on a head-up display in this Premium variant.

The car also comes with the ability to connect to the Bluelink smartphone app so the owner can monitor things like fuel level, lock status, and even remotely control the climate system.

The Hyundai Tucson was last safety-rated by ANCAP in 2021. It’s unlikely the facelifted version will be tested again considering this result expires in 2027.

It achieved an 86 per cent score for adult occupant protection, 87 per cent for child occupant protection, 66 per cent for vulnerable road users, and 70 per cent for safety assistance systems.

Being a family-focused SUV, Hyundai equips the new Tucson with myriad safety measures to ensure owners and occupants are as safe as possible behind the wheel.

Even base variants get important features such as autonomous emergency braking (AEB), front and rear park sensors, lane-keep assist and lane-departure warning, blind-spot warning, and adaptive cruise control.

However, the top-spec Premium grade receives an additional blind-spot view monitor, surround-view camera, and side parking sensors.

A table of included features can be seen below.

Arguably, one of the biggest changes for the 2025 Tucson is the introduction of a shortcut to mute the annoying Intelligent Speed Limit Assistance function.

Beginning with the updated 2025 Hyundai Tucson, Hyundais will now come with a steering wheel button shortcut to mute the audible “overspeed” warning that sounds whenever the car strays above a posted speed limit.

While not a complete removal of the warning altogether, Hyundai’s solution involves holding down the steering wheel mute button for a few seconds, which turns off the audible warning.

For example, a short press of the button results in muting the stereo like normal, but a long press mutes the speed-limit assist warning, and it's confirmed by a pop-up on the main infotainment display.

This is a big improvement, and one of the most significant changes for Hyundai’s safety suite going forward.

All Hyundais come with a five-year warranty that is not limited by distance travelled (at least, for private buyers). Rideshare or delivery drivers have a 130,000km distance limit on their five-year warranty.

There are five capped-price services initially totalling $1240 over the first three visits or $2040 over five visits.

This makes the Tucson more expensive than the Honda CR-V Hybrid which costs $995 over five years but is more affordable than the $2353 you'll pay for a Nissan X-Trail e-Power over the same time period.

While some manufacturers suggest services should take place every 15,000km, Hyundai maintains a 12-month/10,000km service interval schedule.

Our standardised insurance quote came to $1763 per year for the 2025 Hyundai Tucson Hybrid Premium AWD, based on a comparative quote for a 35-year-old male living in Chatswood, NSW.

The same details for a Nissan X-Trail Ti-L e-Power or Kia Sportage GT-Line hybrid (FWD) came to $1189 and $1522 respectively, making the Tucson Hybrid the more expensive hybrid option to insure. Insurance estimates may vary based on your location, driving history, and personal circ*mstances.

Naturally, fuel economy is of great importance to hybrid buyers. And it’s great to see the Hyundai powertrain capable of running on the most affordable 91-octane regular unleaded petrol.

The 2025 Hyundai Tucson Hybrid makes an impressive official claim of 5.3L/100km whether it’s a front- or all-wheel-drive car.

In my time with an all-wheel-drive car at launch, I saw a consumption of 6.3L/100km indicated on the car’s computer. This isn’t a direct match for the claim, but it’s far better than a regular petrol-powered Hyundai Tucson.

Considering a lot of the launch was conducted on freeways and back roads that demand more on a car’s engine, it’s likely that figure would come down.

I had some wheel time with a front-wheel-drive car the second day and saw an indicated consumption of 5.6L/100km.

Somewhat rare for a petrol-hybrid, the Hyundai Tucson comes with different levels of brake regeneration. There are four levels of the regenerative braking system, which are controlled via steering wheel paddles when the car is in the Eco drive mode. When the car’s set to Sports mode, they revert to changing the car’s six gears.

Though the Hyundai Tucson’s 1.49kWh electric battery is small, it kicks out a 37kW boost to the Tucson’s 1.6-litre turbocharged petrol engine. It’s not enough of a power bump to set your hair on fire, but the additional shove is appreciated over and above the petrol motor’s 132kW contribution.

Combined, Hyundai says both systems produce 172kW and 367Nm – more than enough for a small SUV. It’s especially impressive to see the Hyundai Tucson maintains the old diesel powertrain’s 1900kg towing status.

But, while there’s appreciable power when you lean hard on the throttle, it’s not an immediate delivery of the car’s outputs. In my time with the car, I noticed the Tucson would take a second or two to appropriately serve up strong acceleration if I planted the throttle.

It’s not a deal-breaker, but it is something that customers might find irksome when they first go to test-drive the new powertrain. The six-speed automatic transmission is quick enough to change gears when required and is usually smart enough to be in the right ratio at the right time.

Importantly though, the hybrid system is impressively refined and quiet. There’s no noticeable handover between petrol or electric power, while the petrol engine’s noise is subdued inside the cabin.

In fact, noise in general is kept to a minimum. Hyundai’s drive route included coarse-chip bitumen, freeways, suburban circuits, and even a gravel road section. The wind and road noise coming through to the cabin are minimal.

The car comes with three on-road driving modes (Eco, Sport, My Drive) in addition to basic off-road modes, though the most interesting was a new Baby Mode accessed through the individual My Drive configuration. Baby Mode dulls-off accelerator inputs to ensure sleeping passengers are unlikely to be disturbed – smart programming for a family car.

In any case, the Tucson’s lovely, damped ride comfort is more than enough to ensure occupants are kept comfortable on the open road. The car smooths out potholes, speed humps, and road joins; it could only use some improvement over sustained road imperfections such as cracked concrete.

The Tucson’s steering feedback errs on the weighty side, though it’s a reassuring feeling as you thread the car through bends. While it is heavier than you’d first expect, it’s not tiresome to manoeuvre the car around parking lots or do a three-point turn.

On the latter, I especially love that the gear selector is mounted on the steering column for easy access.

Although we didn’t get the chance to tow with the 2025 Hyundai Tucson Hybrid at launch, Hyundai points toward an identical 1900kg towing capacity compared to the older Tucson diesel.

The Hyundai Tucson Premium Hybrid AWD has a gross vehicle mass of 2300kg and a kerb weight of 1806kg. This allows for a 494kg payload. The maximum tow ball weight is 100kg.

It’s true that the changeover to this new-gen Hyundai Tucson does result in substantial extra outlay cost-wise, but the brand hasn’t skimped on the extras.

In addition to a new hybrid powertrain, Hyundai has improved the Tucson’s infotainment, has added new features (such as the Baby Mode), and just plainly improved practicality (such as relocating the gear selector).

I'm impressed that Hyundai has been generous with the amount of variants and options available within the range too. You can have the stylistic N Line pack on any trim grade, hybrid also comes on any trim grade, and AWD is widely available for those who want it.

In terms of the Tucson itself, the technology improvements are great, the added features bring this car back into the limelight, and its new hybrid powertrain works seamlessly. We saw tangible improvements in economy too. I can’t wait to spend more time in this model throughout the year and expect it to do well in forthcoming medium SUV comparisons.

There’s a great level of choice available in the 2025 Hyundai Tucson range, so even if you don’t want to pay for the range-topping model like I’ve focused on in this review – there are plenty more variants available to buyers. In fact, Hyundai says there are 17 separate specifications to choose from .

If it were me putting my money down, I think I’d opt for the more affordable Hyundai Tucson Elite (mid-spec trim grade) with a hybrid powertrain and front-wheel drive. That specification seems to offer a good spread of ability and features for more of a modest price.

At present, Hyundai says there’s a good initial launch supply of the Tucson Hybrid (2700 examples) and there are 1300 set to arrive on Australian shores by the end of July. In any case, Hyundai expects build-to-order cars to take less than three months to arrive in the country.

Any of the rivals I’ve mentioned in this story (Nissan X-Trail e-Power, Kia Sportage HEV, or Honda CR-V e:HEV) are also worth considering if you’re after a hybrid-powered medium SUV.

If you want to stay up to date with the Hyundai Tucson, check out our news coverage here.

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