It’s difficult to carry expectations for new generations of South Korean cars, especially in an era when the vibe has definitely shifted. While many automakers move in lock-step with the evolutionary status quo, Hyundai and Kia have a habit of throwing everything in the bin and starting completely over again. An Everclear cleansing of the palate, scorching off the tang of the automotive zeitgeist in favor of something new. Case in point: Several years ago in a design center, someone at Hyundai had the bright idea that cyberpunk would be the styling direction for the company’s next Tucson Plug-in hybrid.
While a risky gamble, the foundations of solidity were there. New tech’s silver luster had tarnished to reveal a thin undercurrent of dread, pop music had lost its pop, the Blade Runner aesthetics of the ‘80s were back in fashion, and the world was starting to hold a mood of unease. Thankfully, Hyundai rolled with it, and we’re seeing the result in the latest series of Hyundai products. The Hyundai Tucson Plug-in is a cyberpunk-influenced, smartly-electrified departure from anything else on the market, and I’m really glad Hyundai made it that way.
[Full disclosure: Hyundai Canada graciously lent me this Tucson Plug-in Ultimate so long as I reviewed it and returned it with a full tank of fuel.]
What Makes It Tick?
While a plug-in hybrid compact crossover doesn’t sound like the most exciting thing on the face of the planet, the Tucson Hybrid packs one of the most incredible drivetrains in the segment. Let’s start with the engine. It’s a 1.6-liter four-cylinder unit that’s been turbocharged to produce 180 horsepower at 5,500 rpm and a stout 195 lb.-ft. of torque from 1,500 rpm all the way to 4,500 rpm. While numbers like these would normally be enough to be extremely competitive in the compact crossover segment, Hyundai’s juiced things a little by throwing a 66.9 kW electric motor into the mix for a combined output of 261 horsepower and 258 lb.-ft. of torque. Those aren’t shabby numbers, and they’re made possible thanks to a 13.8 kWh battery pack located under the floor.
So far, so high-tech. However, the high-tech vision sort-of stops when you get to the gearbox. So what sort of gearbox is on tap here? Perhaps some sort of power-split CVT like most hybrids? Absolutely not, the Tucson PHEV uses a six-speed automatic, the hottest technology of 2005. Yes, those really lovely metallic paddle shifters on the steering wheel control actual gears.
What’s more, this Rube Goldberg contraption spins an actual rear differential using a driveshaft, extremely uncommon among mass-market plug-in hybrid compact crossovers. That’s right, the electric motor itself is integrated into the gearbox so that this compact crossover can put torque to all four tires when in EV mode. Wild.
General body construction of the Tucson Plug-in seems really nice, with tight panel gaps, beautifully-applied seam sealer, and plenty of paint pen quality assurance marks under the hood. There’s also plenty of insulation on tap including extensive underbody paneling and a popular flat muffler to smooth out underbody airflow.
Interestingly, the post-resonator exhaust hanger attaches to the subframe, meaning exhaust vibrations at that point are isolated by a rubber hanger then further isolated by the rubber subframe bushings. It’s a small detail, but rather a clever one.
How Does It Look?
I’ll be the first to admit that the styling of the Tucson Plug-in Ultimate isn’t for everyone, but Hyundai’s done a good job of doing something really different here. Up front, things are more than a little bit wild. The mirrored daytime running lights are some of my favorite on the market because they’re such an innovative use of materials, while the air curtains are really nicely tucked in next to the main headlamp enclosures. It all makes for an icy-cold alien face that’s positively intriguing. There’s a lot going on here, but it’s not overrun with more materials than an IKEA kitchen (I’m looking at you Nissan Rogue).
Around the side, things get even weirder. Gandini-style arches front and rear, massive box flares, and impossibly sharp creases over the rear haunches shouldn’t blend well with a fairly rounded silhouette, yet the Tucson makes it work. Equally-distinctive is the satin greenhouse trim that effectively forms the D-pillar. It’s damn-near as sharp as a Ginsu set and really pops out against the dark paint of my test car.
With such unconventional front end and profile styling, it would be a shame if Hyundai phoned it in out back. Thankfully, the weird continues on the Tucson’s rump. Slapping the Hyundai badge on the rear glass for a floating appearance frees up room for a wicked heckblende taillamp treatment, and the rear windscreen wiper tucks away under the spoiler like a Murphy bed when not in use to maintain a clean look. Unfortunately, Hyundai’s put the rear indicators down low in the rear bumper, a somewhat infuriating decision that ensures drivers of tall vehicles will never know the Tucson’s next move. Still, the unpainted lower bumper means there’s no paint to scratch when loading and unloading cargo, and the nifty bumper insert features more triangles than a Mazda RX-7 meetup. Quirky.
What’s It Like To Drive?
So, are six gears enough in an age where eight or a CVT is the standard? For the most part, yes. Between dipping into boost and letting the electric motor assist the gasoline powertrain, there’s enough torque on tap to ensure you’re almost always in a decent gear. The Tucson’s gearbox isn’t quite as efficient as the CVT in the Toyota RAV4 Prime, but it’s absolutely good enough and features the lovely feedback of actual shifts. Moreover, the gasoline engine kicks on really smoothly and provides ample acceleration for freeway overtaking.
However, the hybrid part of the Tucson Plug-in’s equation is less important than the plug-in part. The Tucson Plug-in is rated at 33 miles (53 km) of range, so I elected to keep it in EV mode as much as possible to verify that claim. Sure enough, I achieved 52 km on electric-only mode, meaning the rated range is right in-line with reality. Of equal importance, the Tucson Plug-in packs a surprising amount of zest in EV mode. Don’t get me wrong, it’s not quick, but it has absolutely no problem keeping up with most traffic (Nissan Altima owners who drive six inches from your rear bumper are among the obvious exceptions).
Plus, driving in EV mode is uncannily luxurious. Sure, the cooled seats on my Ultimate trim tester certainly helped bolster that impression, but even the smoothest V12 won’t be as quiet as an electric powertrain. Combine the motors with excellent noise reduction measures, and the cabin of the Tucson Plug-in is like a library when on the move.
Complementing the quiet is a sense of comfort. Hyundai’s suspension engineers have been hard at work making sure the Tucson PHEV sands the rough edges off of awful pavement. It’s nicely sprung, nicely damped, and offers remarkably good body control over the post-apocalyptic Toronto roads I drive on. Even the worst potholes don’t feel jarring or expensive, a good sign of a well-sorted suspension system. What’s more, the transition between regenerative braking and hydraulic braking is absolutely seamless, a rarity in this segment.
The handling is quite good as well. Body roll is quite nicely controlled given the Tucson PHEV’s height, while the steering is quite good. There’s no real steering feel to speak of, but what did you expect? This isn’t a sports car. Instead, the steering here is well-weighted, wonderfully accurate on-center and feels linear in effort as you wind on lock. What’s more, the front end feels perfectly happy to change direction. The Mazda CX-5 may be more eager, but the Tucson feels plenty capable and confident.
What’s The Interior Like
Given Hyundai’s disposition for giving more for less, it shouldn’t be surprising that this Tucson packs a staggering amount of kit. All the expected loaded compact crossover mod-cons like heated and ventilated front seats, heated rear seats, and a panoramic moonroof are on tap, but the Tucson’s luxuries run deeper than that. For starters, there’s a little icon on the dashboard marked diffuse. Press that while avoiding all the other touch-sensitive buttons, and you get draft-free climate control a bit like on a Volkswagen Phaeton. Fabulous.
Speaking of party pieces, Hyundai’s seen fit to equip this Tucson with “Ghostride the Whip Mode” under the moniker of Smart Park. While it’s really neat seeing the Tucson move back and forth at low speeds using the key fob, if a parking space is tight enough to require the use of Smart Park, it’s usually quicker to just park somewhere else and walk the extra distance. Still, what a gadget.
While toys are neat, practicality is more valuable in the compact crossover segment. Plug-in hybrids typically sacrifice some cargo room as a result of battery packaging, and the Tucson Plug-in is no different. It features 31.9 cubic feet of cargo space behind the rear seats, 1.6 cubic feet fewer than the RAV4 Prime can manage. While loading and unloading bulky items is easier in the Tucson thanks to a flat load lip compared to the RAV4 Prime’s awkward step-up in the cargo floor, the RAV4 Prime still takes the win for room behind the second row. However, the Tucson Plug-in redeems itself in the maximum capacity department with an extra 8.7 cubic feet of cargo space with the rear seat down compared to the Toyota RAV4 Prime.
Front and rear legroom are excellent for a PHEV compact crossover, while an extremely low central tunnel means being the fifth passenger isn’t a chore. Reclining rear seats greatly enhance passenger comfort, while Hyundai must’ve chosen the driver’s seat foam from the Goldilocks collection. It’s not too firm, not too stiff, and quite supportive for the class. Hyundai also hasn’t been stingy with steering column adjustment, nor has it positioned armrests too low to be functional. Finding a great driving position in this thing is easy.
Once comfortable in the driver’s seat of my Tucson Plug-in test car, I was greeted with this wonderful sense of forward visibility. By pushing the center stack down and going with a hoodless digital gauge cluster, Hyundai’s been able to bring the top of the dashboard low and close to the cowl to create an old-school view out the windshield in the best possible way. The straight edge across the top of the low dashboard reminds me a lot of the fourth-generation Honda Prelude, something I never expected to say in an age of high cowls and massive tablet-style screens.
Unfortunately, that low dashboard comes at the expense of usability. There’s exactly one physical button on my test car’s center stack, and it’s the hazard light switch. Every single stereo and climate control on the dashboard is touch-sensitive with no haptic feedback to let the driver know they’ve adjusted the right thing. It’s all just so massively distracting that I’m genuinely surprised Hyundai can get away with it.
Speaking of stereos, my Ultimate-trim tester comes with a Bose unit that’s perfectly okay. It won’t captivate you, it won’t ruin music, it’s just fine. Harmonic distortion is acceptable for the segment, while high-frequency sounds like hi-hats aren’t overly shrill. Is the JBL unit available in the Toyota RAV4 better? Sure, but the Tucson Plug-in Ultimate’s Bose system isn’t atrocious by any means. Of more practical importance is the rather lengthy charging cord which had absolutely no problem reaching any of my available 120-volt outlets. As a bonus, it still stows nicely below the false cargo floor. Good job, Hyundai.
What’s The Verdict
In crafting the Tucson Plug-in, Hyundai has built a compact crossover for surviving the vibe shift. It rejects both the premium minimalism competitors like the Mazda CX-5 and Honda CR-V aspire to, while also rejecting the blocky traditionalism of vehicles like the Toyota RAV4 and the Ford Bronco Sport. From arachnid daytime running lights to an extremely unusual and arguably slightly regressive powertrain, the Tucson Plug-in Ultimate does things its way, and it’s all the more refreshing for it. This is a genuinely great compact crossover that punches far above its weight class for refinement and tech.
At $44,495 as-tested, the Tucson Plug-in Ultimate isn’t cheap. However, no loaded plug-in hybrid compact crossover is. The Toyota RAV4 Prime XSE stickers for $44,960 and doesn’t even come close to offering the plethora of luxuries you get on the Tucson. Add the “Premium Package with options” as Toyota likes to call it, and pricing jumps to $50,305, a lot more money than the Tucson. As for the Ford Escape Plug-In Hybrid, it’s getting refreshed for 2023 so the judgment is still out on whether Ford improved it enough to be competitive. On the other hand, the Kia Sportage Plug-in Hybrid X-Line Prestige stickers for $210 more than this Tucson and offers nearly as much. No genuine leather, but it still has a panoramic roof, big dual displays, and a hands-free power tailgate. Overall, I’ll hand the value crown in this race to the Tucson because real leather for $210 feels like a no-brainer.
Naming your compact crossover’s top trim level “Ultimate” comes with some lofty connotations, and the Tucson Plug-in Ultimate rises to the occasion. The gadgets on tap here are breathtaking, and even with all the tech stripped away, it’s built on solid bones. Ride and handling are great, noise levels are low, and the seats are really quite comfortable. Even if you pop for the lower SEL trim, you’ll likely be very happy with a Tucson Plug-in as a daily driver. It’s no wonder why so few people buy sedans anymore when compact crossovers can be this good.
Who Should Buy It?
So who should buy the Tucson Plug-in Ultimate? I say: Sci-fi parents, middle-class millennials, bougie pack-rats, people without fingerprints, aspiring Q-branch recruits, grown-up bloghouse fans, near-perfectionists, and really anyone looking for a fully-loaded yet thrifty compact crossover. Yep, it’s that brilliant.
We purchased a PHEV in the SEL level trim, so no digital gauge cluster, sunroof, or leather seats, but it also ended up being over 10k cheaper than the Ultimate listed here which I do not think is worth that extra cheddar. We just went on a 9000mile hiccup free road trip and averaged the EPA quoted 35mpg. You do HAVE to charge it though to achieve that. Steady state 75mph highway mileage is definitely below what we had hoped, in the 25-27mpg range, with one stent in SD averaging 21mpg! The quoted 33 miles of EV range is achievable only if you never drive it over 65. We get around 27 miles of pure electric range on the interstate and ~34 on two lane country roads. It definitely does transition very smoothly, with the biggest give away being the engine noise and loss of luxury that Thomas mentions.
We’re gonna have to agree to disagree on the styling. I find the front end off-putting, and from the side the thing looks weirdly bulbous. The rear is fine by me though, not amazing but perfectly acceptable.
I wish I could edit the above to add that I’m also not really sure how special a subframe-mounted exhaust hanger is? I mean, my NA Miata has an exhaust hanger on the rear subframe, and that’s not exactly a car where the designers prioritized NVH. My guess is just that they needed a hanger in that general area, and the rear subframe happened to be a conveniently sturdy place to put one. Auto designers seem to just put brackets and cable clips and such wherever they can—my downpipe has a bracket on the bell housing, the bolts holding down my ignition coil packs also hold a bracket for the upstream O2 sensor wire, my timing belt cover has retainers for various wires that are “just passing through,” the cruise control vacuum line clips to the intake crossover tube in no less than three places, etc. This kind of thing seems to be mostly an afterthought.
Halfway through the first paragraph I’m thinking “someone’s been reading Gibson and Sterling” and then I got to the end of that paragraph and confirmed it.
I love that you nerd out about stuff like paint pen marks and exhaust hangers. I hope that remains a regular part of your reviews. 🙂
I was liking this pretty well until we got to the interior. I hate the design of that dashboard so much it would probably keep me from buying one, given the amount of time you spend staring at it. Especially with stupid touch-sensitive buttons.
How are the gear changes (6 speed automatic) on EV Mode? Can you feel or hear those gears while they go from first to second and so on with the electric motor?
I have a Chevy Volt and it never crossed my mind that you can have a regular transmission on a car like this
Yeah, after my Volt, every other PHEV is weirdly disappointing in having to send their power through a transmission.
I like the Tucson PHEV from what I’ve driven of it (just around the lot I work at so I can’t help with your transmission question), but I almost prefer lower trims because of more physical buttons for the entertainment stack and a lever rather than buttons for the transmission. (Actually, the PHEV might start with buttons, leaving the shift lever for the regular gas one… not positive off the top of my head…)
The Volt really shows that it was designed as an extended-range EV rather than as a plug-in hybrid. I know that to most folks there’s no difference between the two, but to me the devil’s in the details. The Volt is direct drive from the EV drivetrain and it’s only rarely that the engine hooks up to the wheels (in steady-state highway cruising). The EV motors are also comparatively more powerful than those found in most regular PHEVs, even 11 years after the Volt was released.
Man. Now I want a new PHEV in the mold of the Volt (“EV with a range extender” vs. “hybrid with a bigger battery”). :/
I was really excited when Mazda was talking about the MX-30 with rotary engine range extender for that very reason. I also think that PHEVs that are electric with range extender would do a much better job of transitioning people to full EV, since they’ll get used to some of the differences pretty quickly.
Ugh, I KNOW. Especially because the MX-30 actually looks quite nice and might even be fun to drive. (It would also be a bit of nostalgic hilarity for me, who bought and pampered an RX-8 as my first gearhead car.)
Great question. I tend to keep a fairly light foot when running PHEVs in EV mode and don’t recall noticing any gear changes. Cabin insulation is very good so I didn’t hear much in the way of motor whine either. The gearbox just blended into the background, exactly what I’d want an automatic gearbox to do.
Are these prices CAD or USD?
These prices are in USD. For my fellow Canadians, the Tucson Plug-in Ultimate is $49,503.70 Canadian as-tested including a $200 premium colour charge and a $1,825 freight charge.
Looks like us as the Canadian site shows 44350$ plus $4600 for the plug in option
Nice review. Where’s the charge port on this thing? Seems like we’re still at that phase where we’re trying different locations for charge ports and there’s no obvious panel that I can see in your photos. I really like my 2016 X5 PHEV and it’s funny to see that this has what sounds like basically the same content – the “economy” brands have really upped their game with luxury accoutrements. Which reminds me of a second question: does it have heads-up display?
Charge point is on the rear, mirroring the fuel door. I don’t remember which is which.
Kakairo nailed it, the charging port is on the right rear quarter panel. The Ultimate trim doesn’t have a heads-up display, but the digital cluster is so well-positioned and features such wonderful black levels that I never found myself missing a HUD.
Of course, you might still miss having a HUD, so I highly recommend trying the car out to see if the gauge layout works for you.
As a RAV4 prime owner, I tend to think it outclasses this in every way, except for the interior/UI – which is so insanely tilted in the Hyundai’s favor it might actually make it a reasonable comparison.
I have no idea what is going on with the side of this thing though. I love the angles on the Ioniq 5, but this thing is a mess.
The RAV4 Prime has more power, longer electric range, and the backing of Toyota, but a worse interior (including slightly less cargo space), worse UI, and a very front-biased AWD system (which some see as a negative, some see as a positive, and most will see as a neutral).
I think it’s a pretty fair comparison, though I do think more people would choose the RAV if pricing were equal. The slightly lower price of the Hyundai is probably the biggest selling point.
I’m a sucker for box flares, and these are pretty well done. Overall, I don’t hate it-which is a big turnaround from my attitude towards CUVs in the past. Your coverage of them-and Kia & Hyundai in particular-is starting to really mellow my attitude toward them (excepting child labor & KiaBoyz), so, well done, I guess?
I would argue that those saying there’s a vibe shift on the way don’t truly know what the shift is as they are simply too entrenched in prior vibes to see what’s coming until the wave is crashing over them.
But in this segment, the Tuscon is definitely the most bloghouse-adjacent of the compact CUVs. Here’s to hoping the speaker system is good enough for folks listening to Girl Talk.
I really wanted this vehicle until I went through a ridiculous number of ordering issues. (I live in a US state where this is not offered, so this is more a dig at the nearest available dealer than Hyundai.)
I placed a $100 deposit on Hyundai’s website before it was released and selected a dealer. The dealer contacted me and told me to come in to buy a Tucson. After some back-and-forth, I convinced them that there was an upcoming PHEV showing on Hyundai’s website, and expressing interest in it put us in contact. The salescritter I spoke to eventually told me he would be in touch when it came in.
I waited. I noticed the exact configuration I had ordered show up on their website. I contacted the salesperson. He no longer worked there. I contacted the dealer. They started a NEW order for me, as the one I wanted had sold. Oddly, they don’t need a deposit (in retrospect, that should have been a red flag).
4 months later, they ask if I still want the vehicle. I say yes. 3 months after that, they call to see if I would buy a Santa Fe PHEV instead. I tell them I would not like to spend that much. They inform me there is now a $10k markup on the Tucson PHEV. I direct them to the price on my build sheet. The manager offers $5k markup and says Hyundai is forcing the markup. I direct the manager to my build sheet. He says that it’ll soon be the new model year coming in and all bets are off.
I see my ordered configuration on their website. No one contacts me. I don’t contact them. I order a Sportage PHEV from a local dealer I (sort of) trust. Now I am waiting for that one.
Long story short, I recommend avoiding TEAM Hyundai of Bend.
It’s amazing there are so many Hyundais on the road given how uniformly awful their dealers seem to be. I like what they’re doing these days, but can’t see myself ever holding my nose long enough to complete a purchase when there are non-shitty-dealer-experience options
Hyundai is putting out some seriously impressive vehicles nowadays hampered by a dealer network that never got the memo.
Despite succeeding in buying one of these in winter ’21, the dealer sure went out of their way to make it as painful as possible. I had called over 15 dealerships trying to find one in white. Regardless of color, every dealership asked for markups in the $7-10k range, with one insisting on a 15k markup. I audibly guffawed when they told me, and after the saleswomen finished laughing as well, she proceeded to apologize about the price). I finally found one in white with only a 3k markup. At the time even base CR-Vs were going for insane 3-5k markups and used cars were an awful bargain so we jumped. We placed a $1000 deposit down on an incoming car, then about two weeks before its supposed arrival were told “oh, whoops, that one was already purchased by someone.” I never got a straight story on how I had signed contract paperwork with a VIN for a specific car that was already sold to someone else.
It just so happened that they had a second one, so we transferred our deposit to that vehicle. On arrival, the terms they presented were different from what was on our deposit paperwork. We had also been told over the phone there were “no penalties” for putting our down payment on a credit card, but now there would be a 3% credit card fee. After the finance guy had the balls to say “we told you there were no penalties for paying with a credit card, this is a fee not a penalty”, I asked to speak to the manager. It was only like $60 in fees, but the principal of it was maddening!
The manager walks in and literally says, “You wanna cancel this contract? This deal should have never gotten approved, you should be paying a much bigger markup, I’d love to cancel this.” If I hadn’t called every dealer in multiple states to know that I actually was getting the lowest markup on the car in the area I’d have definitely walked away, but mostly being just so done with the entire process I paid the extra $60 and now will very much never recommend New Rochelle Hyundai to anyone.
I really liked our Gen 1 Tucson. I took it mild off-roading all the time. They lost me a gen 2. Now it just looks too strange
The gen1 Tucsons are cockroaches. I have a 2006 as my 2nd car with 123k on it and the a/c still blows ice cold. Not a speck of rust despite not being garaged basically ever. The 2.7 v6 is far from thrilling but it runs forever.
Since you’re in Canada, drive a C-Class wagon and an A-Class hatch 😉
I’d love to, but niche models typically don’t stay on the fleet past their year of introduction or refresh. The A35 hatchback is absolutely brilliant though. Nice interior, great powertrain response, lovely damping, good steering weighting. It feels like an even more refined Golf R.
To scratch the Canadian itch, I may have some Acura CSX Type-S content coming at some point.