The Tucson’s 178 lb-ft of torque makes it seem underpowered given how much it had expanded. It can be driven with the front or all four wheels.
The truth that the 2022 Hyundai Tucson is underpowered in comparison to the larger compact SUV class is as evident as its stylish design. Its power-to-weight ratio places it in the bottom half of compact SUVs whether it has a 1.6-liter turbocharged hybrid or a 2.5-liter normally aspirated engine. This is supported by the vehicle’s 0-60 mph and quarter-mile paces, which place our 2.5-liter Limited model in last place out of 12 similarly priced small SUVs (9.3 seconds and 17.0 seconds, respectively). Although that moves along somewhat slowly, nobody in this market is in it to win pink slips, so who cares?
The acceleration’s clumsiness is what bothers me the most. Without a turbocharger spooling up, an electric motor giving assistance that could fade out, or continuously varying gear ratios in use, the car’s thrust exhibits a nonlinearity that is challenging to explain. A big-lunged naturally aspirated four-cylinder driving via an eight-speed automatic transmission is a straightforward configuration. Why is the power delivery lumpy? The transmission is stingy with its downshifts due to an aggressive fuel-economy tuning in the default Normal engine drive mode, which heightens the gawkiness. When you depress the pedal in pursuit of acceleration, you may experience one downshift that is invariably insufficient. This forces you to depress the pedal further for another significant downshift, and only then do you experience the acceleration you were seeking. The Tucson always defaults to the miserly Normal mode to get its 24/29/26-mpg city/highway/combined EPA ratings, even if engaging Sport fixes the transmission’s programming issues.
Two significant issues with the new Hyundai Tucson are the Honda CR-V and Toyota RAV4. Although none is vying to be named SUV of the Year in 2022, the big dogs dominate the Tucson’s market for compact crossovers. Due to the fact that both of its Japanese competitors now provide hybrid versions, the newly developed Korean had its job cut out for it.
The Tucson also has a hybrid option, and in our opinion, it is the one to choose. Senior editor Greg Fink commented, “The hybrid is the better Tucson here.” The 1.6 turbo and electric motor provide enough power and low-end torque, and it sounds better. The Tucson Hybrid’s ability to accelerate off the line using purely electric power as well as the performance of the powertrain as a whole wowed other judges. We regretfully cannot make the same statement about the Tucson’s standard 2.5-liter inline-four and eight-speed auto, a set of components that judges have consistently lambasted for being underpowered and unrefined.
The 2.5-liter was described by guest judge Gordon Dickie as “barely adequate.” “If I were buying a Tucson, I wouldn’t even think about this powerplant; I’d go with the rather great hybrid instead.”
The Tucson demonstrated adequate ride and handling, and it handled the more difficult portion of the off-road section with relative ease, while the editors took issue with how it handled the rougher pavement defects on the test track.
The expressive external appearance of the Tucson gives it an advantage over the CR-V and RAV4, however our judges were split on the issue. The Tucson’s forceful front end was well-liked by most, but some thought its flanks were cluttered and careless. You’re going to notice it whether you like it or not, which is definitely a good thing in such a packed segment. We tended to like its outgoing appearance.
The cabin received much more general praise, with editors praising the spaciousness of the cargo capacity, the plenty of legroom in the back seats, and the generous storage spaces. It receives good praise for the layout of the infotainment system and the instrument panel as well, but the touch-sensitive controls garnered some criticism.
“This interior gives out excellent first impressions. It seems incredibly innovative, fascinating, and special, “Frank Markus, technical director, said. “I enjoy the all-digital gauge cluster and the dispersed air vents. I like the perforated seats’ high-end appearance and ventilation.”
Even though the Tucson had a lot of positive aspects, its total package was insufficient to overcome its tough competition, and as a result, we were unable to advance it to the next stage.
Alex Leanse, associate guide editor, succinctly put it thus way: “The Tucson delivers a lot of goodies for far less than $40,000 when fully loaded, including a digital gauge display, perforated leather seating, and various driving aids. Apart from its unique appearance and excellent value, the Tucson doesn’t do much to improve the situation of compact SUVs.”
Tucson 2022 is a tad laggy.
The 2022 Hyundai Tucson is underpowered, claims MotorTrend. 187 horsepower and 178 lb-ft of torque are produced by the basic 2.5-liter four-cylinder engine. On paper, this level of power seems fantastic, but the Tucson needed 9.3 seconds to accelerate from 0 to 60 mph.
The Tucson Hybrid from 2022 might go a little quicker. Its 1.6-liter turbo I4 engine produces 226 horsepower and 258 lb-ft of torque when mated to a 1.5-kWh battery. Driving.Ca claims that it appears more remarkable than it actually is. While the Hybrid Tucson can reach 60 mph in 8.8 seconds, rivals like the Toyota RAV4 Prime can do so in less seconds.
Even though the acceleration is clumsy, the transmission does little to make it feel more dynamic. It is stingy and hesitant while shifting down. On the plus side, the handling is very responsive and offers a great grip.
But the Tucson’s rough ride is impossible to ignore. It is noticeably firmer than competitors, without being overly harsh or rough. Its slow acceleration would be better matched with a suspension that was softer. Additionally, it would improve daily drivers’ comfort.
engine, transmission, and 0-60 mph
For the Hyundai Tucson, there are only a variety of 1.6-liter turbocharged petrol engines available. The 148bhp 1.6 T-GDi 150 is the base model and is available with or without 48-volt mild hybrid technology. Either variant accelerates from 0 to 62 mph in 10.3 seconds when using a manual transmission; the seven-speed dual-clutch automatic accelerates somewhat more quickly. This speed is more than sufficient, but the automatic gearbox takes some time to decide how to give you a respectable burst of acceleration. A 178bhp T-GDi 180 48 Volt MHEV version is also available; it includes an automatic transmission and four-wheel drive as standard. It will officially reach 0-62 mph in 9.0 seconds.
The 227bhp 1.6 T-GDi 230 Hybrid, a complete hybrid, is located farther up the lineup. With the petrol engine and electric motor working together, it’s no slouch away from the lights. The battery is big enough for brief spurts of leisurely electric driving in stop-start traffic. With a 0-60 mph time of 6.8 seconds, it outperformed the Kia Sportage and Ford Kuga when we tested it on a racetrack, so it has plenty of helpful pep for overtaking. However, its six-speed dual-clutch automatic gearbox is slow, taking a while to select a gear when you press the accelerator.
The Tucson from Hyundai outperformed the model it replaced with a smoother ride, more precise handling, and a quieter interior. Presently outperforming numerous market stalwarts, such as the Nissan Rogue and Toyota RAV4, is this radically designed compact SUV.
The Tucson handled nicely, was snappy, and had accurate, well-weighted steering. With a stiff yet stable suspension that does a decent job of absorbing most bumps, it also has one of the finest ride characteristics among compact SUVs. It rides more comfortably than the bigger Hyundai Santa Fe, in fact. The Tucson feels strong and sturdy since the cabin is relatively quiet for the class.
The Tucson’s weak point is its 2.5-liter, four-cylinder, 187-horsepower standard engine. Its 9.6-second 0-60 mph pace is slower than most of its rivals’, however it won’t be an issue in most normal driving scenarios. Additionally, the Tucson gets worse overall gas mileage than the Forester and CR-V (26 mpg), despite its sluggish acceleration. On the plus side, the Tucson’s hybrid model is quieter and more responsive. It is much faster, quieter, and offers an outstanding total fuel efficiency of 35 mpg.
No matter if you choose a hybrid, front- or all-wheel drive, we would recommend the SEL trim with the Convenience package. In this manner, a power liftgate, automated dual-zone climate control, a sunroof, and a wireless charging pad are all included. Without a doubt, the hybrid is our choice because of its greater…
The Tucson accelerates slowly thanks to its basic 2.5-liter, 187-hp four-cylinder engine and eight-speed automated transmission.
The hybrid is more responsive and quieter thanks to the combination of a 1.6-liter turbo engine and electric aid.
The handling is quick and secure, the ride is solid but steady, and the tastefully appointed interior is generally quiet.
However, higher trims substitute touch-sensitive controls and a push-button gear selector for the physical volume and temperature knobs.
In addition to FCW, AEB with pedestrian detection, BSW, LDW, and LKA are all standard active safety features.
The sole similarity between the 2015 and 2016 Tucsons is their names.
A six-speed automated transmission is mated to a 2.0-liter four-cylinder engine in the base model.
A 1.6-liter turbocharged four-cylinder engine with a seven-speed automatic manual transmission is available in more priced variants.
Overall mileage was 26 mpg with this speedier, quieter arrangement, but it vibrates at very low speeds, like when parking.
Otherwise, the handling is agile and secure, the cabin is quiet, and the ride comfort is supple.
The Tucson offers available forward collision warning with automated emergency braking, blind-spot detection, and lane departure warning.
In 2018, a new 2.4-liter, four-cylinder engine with 181 horsepower and a six-speed automated transmission debuted.
It performed better in our testing than the 2.0-liter but only managed 22 mpg overall. The 1.6-liter turbo engine and cumbersome seven-speed dual-clutch automatic transmission that were the Tucson’s previous top powertrain options were replaced for 2019 with a 2.4-liter engine and a normal automatic.
A few interior additions, such an automatic parking brake, were also made.
The Tucson’s 2010–2015 iteration was practical and a clear improvement over its forerunner.
The only available engine was a 2.4-liter four-cylinder, which provided respectable performance but may be loud and unpleasant under heavy acceleration.
Although the ride was harsh and road noise was audible, the handling was secure and responsive.
Hard plastics are used for the cabin’s basic furniture, yet the controls are simple to operate.
Additionally, the style of this generation severely hindered outward visibility and cargo space.
Although this generation outperformed pre-2010 cars in crash tests, it performed poorly in the IIHS narrow offset crash test.
The base 2.0-liter four-cylinder engine is not particularly quick and is somewhat noisy, and the crash protection was subpar.
Although the 2.7-liter V6 engine is offered, it has poor fuel efficiency.
In essence, skip this generation and turn to the following for superior overall execution.