Hyundai Tucson Hybrid first test: Should the Toyota RAV4 be worried?

Since 2005, the Hyundai Tucson has enjoyed great commercial success in Israel, but it’s also known for being quite the gas guzzler. In 2025, it must now face the Chinese-electric tsunami. The truth is, the electric revolution has slowed down recently — both in Israel and globally; consumers are deterred by high purchase prices and charging issues. In this context, and amid soaring fuel prices, hybrid vehicles offer an attractive solution, combining fuel efficiency with improved practicality, without range anxiety or the need to plug in.

And so, right on time, the hybrid Tucson lands in Israel. Hyundai also offers a plug-in hybrid Tucson in the U.S., but it won’t be arriving in Israel anytime soon — in our opinion, that’s a wise decision. Four hybrid versions recently launched in Israel, ranging in price from NIS 200,000 to NIS 249,000. The test vehicle is the Ultimate version, priced at NIS 230,000. All Tucson hybrids share the same powertrain, producing 230 hp and 37.4 kgm of torque. Its main rival is the hybrid sibling Kia Sportage, which arrived a few weeks earlier, with 210 hp and a slightly smaller body.

Both cars have identical drivetrains, but the Tucson was certified under stricter European emissions standards, which forced Kia to reduce power output in favor of lower emissions and better fuel economy. In the U.S., regulations are more lenient. The classic rival is the Toyota RAV4 Hybrid, but it’s aging, and its successor has already been unveiled abroad — and is more expensive. From the Chinese camp comes the MG HS — larger and relatively cheaper.

The added length is mostly in the rear door and trunk areas, slightly softening the side sculpting for a calmer look. The wheelbase has been extended by 7.5 cm, and the wheels are pushed out close to the bumpers, with flared fenders maintaining a sporty presence. The Tucson isn’t aimed at those seeking discretion, but it certainly has its own personality — a rare trait among the sea of crossovers flooding the roads.

The two 12.3-inch displays are bright and clear, though the text could be slightly larger. The biggest improvement in the American-spec model is the abundance of physical buttons that eliminate unnecessary screen menu digging; the top 8 buttons provide immediate access to the home screen, media, and navigation; another group controls the audio system. The center console includes a wireless charging pad and 7 physical switches for drive modes, parking alerts, and more. There’s also a convenient digital panel for the climate and audio systems — and, incredibly, actual physical buttons for volume control and radio tuning (alongside options on the steering wheel and infotainment screen, of course).

Our test car came with bright white leather upholstery — high quality and eye-catching. Seating position is good, with power-adjustable, heated and ventilated front seats. It’s easy to find a comfortable driving position, and outward visibility is good — even to the rear. Front space is solid, and the rear seat is even roomier. It offers generous head- and legroom for three adults, rear air vents and charging ports, and a panoramic sunroof. With 610 liters of space, the trunk easily meets family needs, including interior drawers and cargo hooks. It’s just a shame Hyundai didn’t include a spare wheel — not even a compact one.

The electric motor not only adds power but also enhances ride refinement, pedal response, and onboard quietness. The combination of both motors is seamless and quiet, delivering smooth and decisive acceleration. The transmission is a conventional Tiptronic, which benefits both acceleration and cabin acoustics. Drivers can choose between two main driving modes: Eco and Sport. I didn’t find Sport mode particularly useful — it mostly increases cabin noise. ECO is strong enough for everyday driving and provides a quieter, more relaxed ride. Paddle shifters behind the steering wheel allow for manual gear selection in Sport mode and control over regenerative braking in ECO mode.

The only place where I found Sport mode beneficial was during fast driving on a mountain road; shifting manually was fun, but I quickly realized this isn’t a tire-shredding vehicle. The Tucson is quick, precise, and articulate even in ECO mode — and that’s how I drove it most of the time. There’s also a My Drive mode for separate control over steering and gearbox behavior, but I found it mostly unnecessary. Thanks to its strong power unit, the Tucson is very comfortable on long drives — even at high speeds.

Hyundai claims a fuel consumption of 14.9 km/l for the Tucson Hybrid. That’s not an impressive figure for a hybrid vehicle (a standard gasoline Tucson is rated at 14.5 km/l — nearly identical, partly because it’s about 300 kg lighter). During our test, real-world consumption ranged between 10.5 and 15.0 km/l, averaging 14.3 km/l — which is good for an all-wheel drive family crossover, but not extraordinary. The Kia Sportage Hybrid is supposed to be about 15% more efficient, which is significant.

The overall setup in the test car was completely satisfactory, thanks to the long wheelbase, substantial curb weight, and especially the well-tuned suspension. Sound insulation contributes to a serene driving experience — the Tucson is an excellent cruiser for long highway drives or for crawling through traffic on Ayalon freeway. Note: With a turning circle of 11.80 meters (compared to 10.92 meters in the standard Tucson), the hybrid is a bit harder to maneuver in narrow city streets.

With 235 mm Michelin tires and all-wheel drive, the Tucson’s road grip is excellent. It inspires confidence on tight corners, with steering that’s light yet precise. The body remains composed even during sudden direction changes or surprise bumps mid-corner. But let’s be realistic — people buying this car aren’t looking for sporty handling. That said, the Tucson’s road manners exceed expectations for its intended purpose, even for those who appreciate spirited family driving.

I wouldn’t normally talk about off-road driving here, but since the car includes AWD and terrain selection modes (sand, snow, and mud), I have to mention it. A ground clearance of 21 cm and a locking center differential might raise expectations for off-road capabilities — but let’s not get carried away. The Tucson is not meant for trail adventures: Its suspension travel and body angles aren’t suited for real off-roading — and neither are its 55-profile road tires or the lack of a spare tire. Its current setup lets you reach further for a picnic or a family outing — but make no mistake, this is a road-going vehicle, through and through.

Either way, the Tucson Hybrid looks great, its cabin is particularly spacious and sophisticated, the powertrain is strong and refined, passenger space is generous, and the ride comfort is good — not to mention the solid image of the Hyundai brand. These are excellent traits for success in a market that’s becoming less excited about fully electric vehicles.