Sometimes, the simplest choice may be the right one.
It’s probably fair to say the mid-size SUV segment is getting saturated at this point, and while more competition is overall a better thing for buyers, whittling down that choice can be difficult.
Here we’re reviewing the 2026 Hyundai Tucson HEV FWD, which means it’s the entry-level front-wheel drive hybrid variant in the range, priced from less than $43,000 before on-road costs.
Hyundai is now an established player, having been in the Australian market since the early 1990s. In that time, the Tucson has grown in popularity with local buyers, becoming one of the country’s best-selling cars.
But recently, we’ve seen new Chinese models entering the segment on an almost monthly basis – and Hyundai is fighting back, dropping prices across the Tucson lineup.
The front-drive Tucson hybrid is $2500 cheaper than it was in 2025, and costs just $4500 more than the entry-level variant, which is powered by a 2.0-litre non-turbo four-cylinder petrol engine.
Spend the extra, and you’ll get a 1.6-litre turbo-petrol four-cylinder with hybrid technology, offering a 50 per cent power bump over the 2.0-litre unit, and 91 per cent more torque – all while using almost 35 per cent less fuel, based on claimed figures.
It’s also worth mentioning there is a new Tucson on the way – with boxier styling – and it’s expected to arrive in 2027, potentially making this one of the last times we get to experience the current fourth-generation model, which was first launched in Australia in 2021 and then facelifted in June 2024.
But in a market where Chinese automakers seem to be dominating the value end of the spectrum, is the Korean brand’s Tucson hybrid still a competitive player? Let’s find out.
How much does the Hyundai Tucson cost?
The 2026 Hyundai Tucson range currently comprises nine different variants, with this front-wheel drive (FWD) hybrid (HEV) being one rung off the bottom.
| Model | Price before on-road costs |
|---|---|
| 2026 Hyundai Tucson 2.0L FWD | $40,100 |
| 2026 Hyundai Tucson Hybrid FWD | $42,850 |
| 2026 Hyundai Tucson Elite 2.0L FWD | $45,100 |
| 2026 Hyundai Tucson Hybrid Elite FWD | $48,350 |
| 2026 Hyundai Tucson Hybrid Elite AWD | $50,850 |
| 2026 Hyundai Tucson Hybrid Elite N Line FWD | $50,850 |
| 2026 Hyundai Tucson Hybrid Elite N Line AWD | $53,350 |
| 2026 Hyundai Tucson Hybrid Premium AWD | $58,350 |
| 2026 Hyundai Tucson Hybrid Premium N Line AWD | $59,850 |
Prices start from $40,100 before on-road costs for the aforementioned 2.0-litre Tucson FWD, but this hybrid variant is priced from $42,850 before on-road costs.
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For those wanting all-wheel drive, the minimum amount required to play is $50,850 plus on-roads, which gets you the Tucson Hybrid Elite AWD, while the flagship Tucson Hybrid Premium N Line AWD sits at the top of the mountain, with a price tag of $59,850 before on-roads.
Prices are up across the range compared to August 2025. It appears both 2.0-litre variants have jumped up by $2000, while Hyundai has added $250 to each hybrid Tucson grade.
Aside from the related Kia Sportage, the Tucson’s main competitor is the Toyota RAV4 – consistently the best-selling SUV in Australia.
However, Toyota has just released a new RAV4, and jacked prices up by almost $4000 for the entry-level GX – now starting at $45,990 plus on-road costs.
Other rivals include the Nissan X-Trail, Mitsubishi Outlander, Subaru Forester, Volkswagen Tiguan, Mazda CX-5, GWM Haval H6 and Chery Tiggo 7.
To see how the Hyundai Tucson lines up against the competition, check out our comparison tool
What is the Hyundai Tucson like on the inside?
The current Tucson was a big deal when it first came out five years ago, helping to ring in a new era with a bold and ambitious design language from Hyundai, along with a big step up in terms of technology and material quality.
While that all feels like a few months ago, the Mk4 Tucson was revealed back in September of 2020. The previous generation lasted just five years, while the second generation was in production for six years.
As previously reported by CarExpert, the fifth-generation Tucson isn’t far away, with the company already testing heavily camouflaged prototypes. Expect a boxier style, more akin to the Santa Fe.
Why am I mentioning all of this? Because the Tucson still feels fresh.
The inside has been updated along the way, and it doesn’t at all suffer from age-related issues. There’s no hint of staleness in the air.
Stretching most of the way across the dash is a double-wide screen, comprising twin 12.3-inch screens for the infotainment and driver’s instruments.
The infotainment system itself is decent, with sharp resolution and relatively quick responses – including for the wireless Apple CarPlay – but the system did fail to load on one occasion during our test. After pulling over to turn the car off and on again, everything booted up as it should.
However, even if you’ve driven many Hyundais (or Kias), the shift selector potentially requires a second thought to use, being a stubby stalk located behind the steering wheel at the four o’clock position.
Thankfully, this one isn’t going to be mistaken for an indicator, but the mechanism doesn’t feel immediately intuitive. Twist the end forward for drive, backwards for reverse. Now, that kind of makes sense – because you’re vaguely moving the selector in the direction you’re going. But it feels as if it flies in the face of about 80 years of standard PRND selector convention.
The reason I bring this up is because I almost reversed into a wall in a car park as I was leaving, and nearly drove forward into my neighbour’s driveway when backing into my own.
Maybe I’m just getting old, and maybe you won’t have that problem, but more than three decades of using a PRND shifter seems to be ingrained in my subconscious.
That aside, there’s a lot to like about this interior – particularly the buttons and knobs. Perhaps an advantage of the fourth-generation Tucson being in its golden years is that it came before the big industry shift to screen-based controls and haptic button panels.
Want to change the temperature? There’s a dial for that. Turn the music up? There’s a little rocker switch at your left thumb.
What’s more, all the buttons, dials, switches, and knobs are tight and tactile, reassuring the driver of a high level of design and build quality during each interaction. This is the stuff that matters, and this is where so many car manufacturers get it wrong.
Having said that, overall, the Tucson’s cabin doesn’t feel quite as solid as the RAV4’s. There isn’t anything inherently bad about the fit and finish of the Hyundai, but you get the sense that Toyota might use thicker materials, more bracing, more sound deadening materials – that kind of thing.
There’s plenty of space in the first and second rows for adults to be comfortable, and the seat and steering wheel adjustment allowed me to find my preferred seating position easily.
The Tucson’s dimensions really are in the ‘Goldilocks zone’ – offering ample space for families and their luggage, but without feeling oversized when it comes to driving or parking.
What I found particularly interesting was how impressed my passengers were with the Tucson. Despite being the base grade, on two separate occasions my friends commented on how nice the car was. Even I was surprised that I have friends, but I digress.
The giant egg-shaped key fob is also surprising. The sheer size of the thing was always noticeable in my pocket, and it’s not like I wear skinny jeans. Having said that, the Tucson now has the option of Digital Key 2, which means your Apple or Android/Google smartphone can be used in lieu of the oversized fob.
Boot space is very good, and it’s aided by lights, bag hooks, and a 12-volt socket for your fridge or air compressor. Not that you should need an air compressor, given Hyundai gives the Tucson a space-saver spare wheel in the hybrid – which is becoming rarer in new models today, and particularly so in electrified cars.
Hyundai claims 582 litres of available cargo space in the hybrid with the rear seatbacks up, and 1903L with them folded. Toyota claims 705L with the seats up in the RAV4, but that’s measured to the roof.
| Dimensions | Petrol | Hybrid |
|---|---|---|
| Length | 4640mm | 4640mm (4650mm in N Line) |
| Width | 1865mm | 1865mm |
| Height | 1665mm | 1665mm |
| Wheelbase | 2755mm | 2755mm |
| Cargo capacity | 539L (rear seats up) 1860L (rear seats folded) |
582L (rear seats up) 1903L (rear seats folded) |
What’s under the bonnet?
Buyers have a choice of two four-cylinder petrol powertrains in the Tucson range: a 2.0-litre non-turbo engine making 115kW of power and 192Nm of torque, or the one we have here – a 1.6-litre turbocharged unit with hybrid technology, making a combined 172kW and 367Nm.
| Specifications | Petrol | Hybrid |
|---|---|---|
| Engine | 2.0L naturally aspirated 4cyl | 1.6L turbo 4cyl hybrid |
| Engine power | 115kW | 132kW |
| Engine torque | 192Nm | 264Nm |
| Electric motor outputs | – | 47.7kW |
| Total system power | – | 172kW |
| Total system torque | – | 367Nm |
| Battery capacity | – | 1.49kWh |
| Transmission | 6-speed auto | 6-speed auto |
| Drive type | Front-wheel drive | Front- or all-wheel drive |
| Weight | 1495-1616kg | 1626-1806kg |
| Fuel economy (claimed) | 8.1L/100km | 5.3L/100km |
| Fuel tank capacity | 54L | 52L |
| Fuel requirement | 91-octane regular unleaded | 91-octane regular unleaded |
| CO2 emissions | 184g/km | 121g/km |
| Emissions standard | Euro 5 | Euro 5 |
| Braked towing capacity | 1650kg | 1900kg |
Whereas the hybrid is available with either front-wheel drive or all-wheel drive, the 2.0-litre is offered solely with front-wheel drive. All configurations come with a six-speed automatic transmission as standard.
The 2.0-litre has a combined fuel economy claim of 8.1L/100km, with the hybrid powertrain listed as using a combined 5.3L/100km.
However, our time with the car – which was split evenly across peak-hour city traffic, heavy freeway, and suburban driving – delivered fuel consumption of just 5.0L/100km. While it probably makes me an enemy of the state at this point, I frankly don’t drive to conserve petrol, resulting in particularly impressive fuel economy.
To see how the Hyundai Tucson lines up against the competition, check out our comparison tool
How does the Hyundai Tucson drive?
If your life requires an upgrade to an SUV but you’re used to smaller hatchbacks, the Tucson might be the right choice for you.
On the road, the Tucson comes across like a bigger Hyundai i30 to drive, and doesn’t suffer from feeling overly big or heavy. Your in-laws won’t feel overwhelmed behind the wheel if you have to throw them the keys in a rush.
The ride is pretty standard fare – which is to say it’s not bad, but doesn’t really do anything better or worse than the average competitor in the mid-size SUV segment.
But choosing the value front-drive hybrid version of the Tucson means there are some minor compromises on the road.
In some driving modes, the powertrain doesn’t feel particularly smooth initially, and the fuel economy figures we attained were unexpected, as it didn’t really feel like there was much assistance from the hybrid system. But that’s a good thing, as the battery and electric motor were clearly doing their thing and not being obvious about it.
The vehicle will typically start and roll off from a stop in electric mode, before the engine hums into life.
Our man James Wong went into detail about the hybrid system in his review, found here.
Leaning into the throttle a bit and driving the Tucson a little more aggressively (just a little) seemed to actually help smooth things out, like the car preferred some zestier driving over just pottering around town.
However, with some more push off the line, the lack of all-wheel drive grip surprisingly resulted in torque steer, where the steering wheel pulls to one side as the turbocharger and electric motor try to get the vehicle up to speed.
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It perhaps shouldn’t be that surprising, given there’s 172kW and 367Nm being fed to the front wheels – or roughly the same power as a Volkswagen Golf GTI hot hatch from a decade ago.
The six-speed automatic is a nice change from the e-CVT unit found in many Toyota hybrids like the RAV4 and, like the ride, it’s about middle-of-the-road in terms of refinement.
I found the Tucson worked better overall once I adapted myself to it, rather than the other way round. But there’s a balance required to keep the engine happy, without encouraging torque steer.
With gentle acceleration off the line, consistently feeding in some additional throttle when getting to the limit, and keeping a bit of load on the engine and gearbox, it all responded better overall.
Noise suppression in the cabin is good, not great. The Tucson seems to dampen some frequencies well, but tyre noise on some surfaces and on rougher roads was more obvious.
But my biggest complaint about the Tucson has to be levelled at its ADAS – Advanced Driver Assist System – which is designed to warn you of dangers and keep the car driving straight and true, with the ability to also apply braking if it senses an impending accident.
Again, it could just be my age, but the ‘bings’ and ‘bongs’ were off the scale, and not once were they helpful.
The lane and steering assists in the default setting of the car I was driving just didn’t work well. Even when indicating to take slip lanes or make a turn, the car often wanted to fight against you and go straight. Like the physical manifestation of your passenger being adamant that you need to turn right when you actually need to go left.
The driver aids also try to help steer the car around bends in the road. Except it seems unable to do the task correctly. At a bend near my place – if I let it – it would cut the corner, dropping wheels into the next lane over.
Naturally, when there was traffic around me, I steered the car to keep it in my own lane. But the car fought me every inch, trying to pull the vehicle across – where it wasn’t meant to be, and where it could have caused a collision.
Those same passengers who had praised the car initially began asking, “What’s the issue now?” when an alert would go off.
It wasn’t actually the worst example of ADAS I’ve experienced, and given how long Hyundai has been working on these systems, this really didn’t feel acceptable, and definitely left a sour taste in my mouth.
Turning those systems off provides some blessed relief, but the next time you hop into the car several of the features will automatically turn back on. Thankfully, holding the lane-keep button for a few seconds will disable that particular annoyance without having to dive into the infotainment menus.
The good news is the Tucson isn’t boring to drive, as can sometimes be the case in this segment.
We’re not talking high levels of driver engagement, but that big-i30-esque character shimmers just under the surface, and was definitely one of the things I enjoyed most about the car. It certainly has the edge on many of its contemporaries from China in this regard.
To see how the Hyundai Tucson lines up against the competition, check out our comparison tool
What do you get?
Buyers have a choice of the base Tucson equipment grade, the mid-range Elite, or the range-topping Premium.
2026 Hyundai Tucson standard equipment highlights:
- 17-inch alloy wheels
- Digital Key functionality
- Keyless entry with push-button start
- Full-size spare wheel (non-hybrid only, hybrids have a space-saver)
- Dark chrome front grille
- Roof rails
- LED headlights
- LED daytime running lights
- LED side indicators
- LED tail-lights
- Heated and auto-folding side mirrors
- Cloth interior upholstery
- 4.0-inch digital instrument cluster display
- 12.3-inch touchscreen infotainment system
- Over-the-air multimedia software updates
- 6.6-inch climate control panel
- Wireless Apple CarPlay and Android Auto
- DAB+ digital radio
- Four USB-C outlets
- Six-speaker sound system
- Wireless phone charger
- Electric parking brake
- Leather-wrapped steering wheel
- Leather-wrapped gear shifter
- Premium cloth-trimmed dashboard and door centres
- Black cloth upholstery
- Power driver’s seat lumbar
- Bluelink connected services
- Remote control of climate and vehicle functions
- Vehicle settings management
Elite variants gain:
- 18-inch alloy wheels
- Dark chrome grille
- Rear privacy glass
- Rain-sensing wipers
- Solar control windshield glass
- Black leather-appointed seats
- Heated front seats
- 10-way power driver’s seat
- 12.3-inch digital instrument cluster
- Satellite navigation
- Additional Bluelink functionality
- Live traffic updates
- Navigation send to car
- Voice recognition for POI lookup, vehicle controls
- Dual-zone climate control
- Remote start
- Shift-by-wire gear selector and paddle shifters (turbocharged models only)
- Luggage net
Tucson Premium grades add:
- 19-inch alloy wheels
- Glossy dark chrome front grille
- Silver skid plate
- Panoramic glass sunroof
- Power tailgate
- Head-up display
- Bose premium sound system
- LED interior ambient lighting
- Heated steering wheel
- Black, brown, or grey leather upholstery
- Ventilated front seats
- Heated rear outboard seats
Options
The N Line package adds:
- 19-inch N Line alloy wheels
- Automatic high-beam
- N Line exterior body kit
- N Line front and rear bumpers
- N Line rear spoiler
- Projector LED headlights
- Body-coloured cladding
- N Line front grille
- N Line daytime running lights
- N Line skid plate
- N Line shifter (FWD models only)
- Metal pedals
- Leather and suede upholstery
Premium variants can also be ordered with a two-tone interior for an additional $295, though this isn’t available with the N Line package.
Colours
The following exterior paint finishes are available:
- Ecotronic Grey Pearl
- Ecotronic Grey Matte (N Line only)
- Ultimate Red (N Line only)
- Amazon Grey
- Cashmere Bronze
- Deep Sea
- Phantom Black
- Shimmering Silver
- Titan Grey
- Pine Green Matte
- White Cream
All colours except the base White Cream cost an additional $750, while the Pine Green Matte finish is available for $1000.
To see how the Hyundai Tucson lines up against the competition, check out our comparison tool
Is the Hyundai Tucson safe?
The Australian New Car Assessment Program (ANCAP) awarded the Tucson a five-star safety rating in 2021 – with that score expiring in December 2027.
| Category | Hyundai Tucson |
|---|---|
| Adult occupant protection | 86 per cent |
| Child occupant protection | 87 per cent |
| Vulnerable road user protection | 66 per cent |
| Safety assist | 70 per cent |
The Hyundai Tucson comes standard with the following safety features:
- Seven airbags
- Front, front-side, and curtain airbags plus a front-centre airbag
- Autonomous emergency braking (AEB)
- Pedestrian detection
- Cyclist detection
- Junction assist
- Adaptive cruise control with stop/go
- Blind-spot assist
- Rear cross-traffic assist
- Intelligent speed limit assist
- Lane-keep assist
- Lane-centring
- Reversing camera
- Rear parking sensors
- Leading vehicle departure alert
- Second row pretensioner seat belts
- Safe exit warning
- Rear occupant alert
- Tyre pressure monitoring
- Hyundai Bluelink connectivity:
- Automatic collision notification
- Emergency call (SOS) function
- Alert services including geo-fencing, valet, speed and time alerts
The mid-range Elite and Premium variants gain advanced rear occupant alert, navigation-based Smart Cruise Control, and Highway Driving Assist, the latter of which combines the adaptive cruise control and lane-keeping systems.
Premium grades also get a blind-spot view monitor, rear AEB and a surround-view camera.
To see how the Hyundai Tucson lines up against the competition, check out our comparison tool
How much does the Hyundai Tucson cost to run?
As with all Hyundai models, the Tucson comes with a five-year, unlimited-kilometre warranty, which can be extended for an additional two years if the vehicle is serviced on time through Hyundai’s dealer network.
| Servicing and Warranty | Hyundai Tucson Hybrid |
|---|---|
| Warranty |
7 years, unlimited kilometres (conditional) |
| Roadside assistance |
Lifetime (conditional) |
| Service intervals |
12 months or 10,000km |
| Capped-price servicing |
21 years or 210,000km |
| Total capped-price service cost |
$3505 (7 years) |
While 2.0-litre vehicles are on a 12-month/15,000km service schedule, 1.6-litre hybrids require servicing every 12 months or 10,000km.
Hyundai provides fixed-price services for up to 21 years (or 210,000km), but for the table above we’ve quoted up to seven years – with the most expensive being the seven-year/70,000km visit, at $768.
To see how the Hyundai Tucson lines up against the competition, check out our comparison tool
CarExpert’s Take on the Hyundai Tucson
The Hyundai Tucson Hybrid FWD has a lot of endearing qualities – not least of which is that it feels like a larger, more grown-up i30.
The Tucson isn’t complicated or standout in any one area, but that simplicity is part of its charm.
Objectively, there are a lot of positives – particularly when you consider the price, engine, and features – but despite this, I found I didn’t quite gel with the Tucson. Cars are personal though, and I can certainly understand why others would.
While this isn’t a direct comparison, the Tucson isn’t quite as solid as the RAV4 – both in terms of the interior fit and finish, as well as the driving experience. But it’s also a bit cheaper than the Toyota, and I’m sure many would be happy to go with the Hyundai and pocket the change.
Then there’s the ADAS, which did more to distract and annoy than actually assist in keeping me safe on our roads. Other drivers may feel differently and even find the system helpful, so it’s worth visiting a dealership and taking a test drive to form your own opinions.
Those grievances aside, the Tucson is one of those cars that slots into your life pretty well, thanks to good ingress and egress, lots of intuitive buttons, and a smart and comfortable interior.
The driving experience is also well-rounded for the money, and Hyundai’s warranty is a big plus.
Add to that the efficient hybrid powertrain, generous cabin space, up-to-date technology, and lots of other big-tick items, and many buyers will no doubt find the Tucson is the right car for them.
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