I tried two different flavors of Tucson earlier this year, covering two separate spectrums of the range
2024 Hyundai Tucson review by The Road Beat
Words and pictures: Mitchell Weitzman
Having already been out for over three years now, the Tucson still appears fresh if divisive with its aggressively angular aesthetic. You could almost call the front grille inspired by venetian blinds, but this polarizing design has not yet met its shelf life, as its ability to generate opinions are what keep it current. And because of that, this well-rounded alternative in the popular midsize crossover segment stands out on its own, and with more trims to choose from than ever, while retaining competitive pricing, the Tucson holds up rather decently in its own right.
Two flavors tested:
I had the chance to test both the newly introduced Hybrid N-Line, as well as the luxury-oriented Limited, the latter of which did without any kind of hybridized battery assistance. Rolled out on other Hyundai models previously, the N-Line has been a sporty addition so far, bringing enhanced power and driver involvement in cars like the Elantra and Sonata, but unfortunately here on the Tucson Hybrid, the N-Line is little more than a style and seat package, though it does elevate both those aspects rather well and at a smart price. Despite there (disappointingly) being no heightened dynamics, the visual appeal might be the most important to customers anyways.
Priced at $37,950 for the hybrid N-Line and $40,005 for the Limited (add another $2,000 if wanting a Hybrid Limited for fair comparison), there isn't much in the way of price that separates the two. The Limited is definitively the nicer of the two with its leather seats and upscale appointments, but both the cars have an open-air environment that make them more inviting and modern feeling than the perpetually best-selling Toyota RAV4, which all have fairly drab and dated interiors. Pound for pound in terms of price equivalents, the Hyundais have their Toyota counterparts pinned in the corner with no mercy, with both these examples representing substantial upticks in quality and luxury when compared at the same respective prices. Simply put, they offer pretty incredible value for how well made the cabins feel and look, in turn making for a pleasant transportation experience.
Worth noting in the cabin is the use of touch controls for the climate and other necessities, and this is for the worse unfortunately. Because the switches offer no physical or haptic feedback whatsoever, it can be a nuisance properly engaging the desired button; Sometimes you don't click it in the right place, and sometimes you may even click the wrong one as there's nothing to feel for when it comes to muscle memory. This means it often requires visual confirmation when adjusting the climate, which means taking your eyes off the road. The use of these controls has made the center dash appear cleaner and streamlined, but the result is one that is harder to use and I would like to see more conventional controls in future iterations. Another demerit from this center arrangement comes in the form of dust, as the glossy black background shows no mercy when it comes to specks of unsightly dust and/or greasy fingerprints.
Performance is clearly not an objective in the brief of any Tucson, with power ranging from 187 to 226 horsepower in favor of the electrically-boosted Hybrid. Coming as no surprise, the hybrid is definitely the perkier of the two when it comes to acceleration, but the implementation of the hybrid powertrain isn't as seamless as those found in either a Toyota or Honda hybrid, with occasional hiccups and lunges found in everyday operation, notably at low speed and during off to on-throttle transitions. It's by no means a deal breaker, but they're just not as quite polished as the brands who have been making hybrids for the past 25 years. What may be most surprising, however, is the lack of fuel mileage advantage that the hybrid has over the conventional engine offered in Tucsons. While the window sticker promises 37 MPG combined, my hybrid N-Line tester delivered a modest 30-even in a week of mixed driving, whereas the gas-only Limited model was thirstier at 26 MPG. So, in the real world yes, the hybrid does offer an improvement, but not by that much, let alone not as much as one could hope.
When it comes to punch, the hybrid easily walks from the baseline four-cylinder model. This shouldn't come as a surprise given the 39-horsepoweradvantage, but the most revealing factor is the lack of flexibility of the base engine, which can often get caught between gears and lug itself up to speed limits. Outright passing performance is also compromised here, necessitating full-throttle for any such maneuver. The occasional coughs of the hybrid powertrain can be unsettling, noticeable if rolling up to a red light that turns green - that transition of coasting to waking up the engine to apply throttle again - but when prompted, it is the hybrid that offers considerable more oomph.
Every Tucson is not a machine made to dish out driving thrills - that's Mazda's territory - yet the Tucson is a fine driving crossover with its well-judged and accurate steering. Up the pace a little bit, and composure quickly fades in a swarm of handling-killing understeer, but the basic tasks or daily transit are mostly competently accomplished at least. I did notice some issues with the ride quality having a bouncing effect on rebound that oscillates too long after initial impact, and it's not prevalent on harsh quick impacts, but rather swelling undulations where the chassis cannot settle itself. It isn't the best driving car in its class, but the Tucson is an easy-going and approachable vehicle in most situations where the road is smooth.
Whether the Tucson is the right vehicle for you might wholly depend on how you think it looks, but then again, I like the risk and division Hyundai has served up in an age of content sameness. Tucsons do undercut comparable rivals on price while boasting better than expected interiors and a decent enough driving experience. It's a shame the chassis is easily undone on specific bumpy country roads, and that the engines are the weakest component. I think the N-Line adds some extra visual sauce, but the cloth seats (though they very comfortable and stylish, much better than the cardboard cloth that Toyota uses) might not be to everyone's liking. So maybe the Limited is more up the average alley then. Mazda still controls the reins overall in this crowded category, but Hyundai is tough to beat for respective value and even standing out visually.
2024 Hyundai Tucson Hybrid N-Line
As-tested price:$37,950
Pros: Added visual curb appeal; Surprising interior quality
Cons: Weak engine; no handling upgrades; bouncing suspension
2024 Hyundai Tucson Limited
As-tested price: $40,005
Pros: Luxurious interior; Good economy
Cons: Economy lags behind competitors; bouncing suspension
2024 Hyundai Tucson Hybrid N-Line photo gallery:
2024 Hyundai Tucson Limited photo gallery:
2024 Hyundai Tucson review with The Road Beat.
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