2026 Hyundai Tucson Hybrid Review: Pack Leader

It’s not easy staying on top in any automotive segment, but the mainstream family SUV scene might be the hardest of them all.

No surprises, really: this is the largest, most fiercely competitive segment there is, with more entries than anything else. Like restaurants in Manhattan, they have to be good; mediocrity simply can’t survive.

The 2026 Hyundai Tucson Hybrid is now one of the oldest models in this class. Thankfully, with some choice upgrades last year to improve the driving experience as well as cabin ergonomics, it remains one of the better ones, too.

Five years on from its debut and this generation Tucson still looks distinctive, if also now very familiar. Hyundai didn’t mess with that unique front-end treatment, keeping the segmented lighting and grille. The Santa Cruz has a similar look but with blockier detailing; the Tucson is more sleek. Around back are full-width taillights with equally unique claw-like extensions. A fluted D-pillar trim matches the segmented reflectors in the wheel arches. It’s all tied together with a highly-technical 19-inch alloy wheel design.

Hyundai’s familiar 1.6-liter turbocharged four-cylinder hybrid setup is standard in the electrified Tucson. It saw a slight power bump as part of the facelift, with its 231 horsepower and 271 pound-feet of torque representing improvements of 5 and 13, respectively. Hardly noticeable in isolation then, but still one of the more powerful choices in the segment.

More important are tweaks to the six-speed transmission, making it even smoother in day-to-day activities. It’s not that the system wasn’t already adept at transitioning between power sources, but low-speed transitions in particular are seamless now.

Hyundai has added two features to the Tucson hybrid’s repertoire. The first is adjustable regenerative braking levels a la its electric cars, though it actually upsets the equilibrium with unnatural heaving and tardy responses. You’ll get tardy responses with the new Baby Mode as well, but there’s a reason: it’s meant to smooth progress as much as possible to keep young ones sleeping. Smart!

Fuel economy figures have slightly changed since this model launched back in 2023. The Tucson hybrid is now rated at 36 mpg city and 37 mpg highway—swapping around from launch—while the combined rating is 36 mpg instead of 37. Canadian figures are easy to remember: 6.7 L/100 km for all ratings. It’s not as efficient as the Toyota RAV4, either the old or new models, but the Tucson consistently hit its quoted figures.

The Tucson finds a good balance in its class between all-out comfort and engaging control. While the steering is expectedly light, the SUV tracks true around town and on the highway, needing no second-guessing. The suspension does a good job resisting lean through corners, keeping the body stable. Mid-corner bumps do little to upset the Tucson. It’s not as pointy and fun as a Mazda CX-5, but the Tucson feels more locked in and tidy than a RAV4. That being said, don’t bother with the Sport drive mode as it keeps the ICE engine at high revs, which can feel try-hard in a family SUV.

Braking is smooth and progressive, with an easy transition between regenerative and friction braking. So long as you’re not adjusting the regen levels, that is.

I’m still not fully sold on Hyundai’s latest column-mounted twist shifter, but as it has quickly proliferated across the lineup, it’s become easier. There’s something to be said for keeping hands so close to the wheel, however.

Riding on 19-inch alloys, the Tucson’s ride is on the firm side but never stiff. It handles small to medium bumps with aplomb, quickly re-settling and only letting muffled sounds into the cabin. The rear axle can take a half-second longer to settle over very large bumps, but otherwise the Tucson is well-mannered. All models feature a laminated windshield, while this top-trim tester benefits from glazed side windows as well, keeping the cabin very hush-hush for this segment.

Front seat comfort is excellent, with the driver benefitting from eight-way power adjustment, heating, and ventilation. Those riding shotgun lose only lumbar adjustment. The leather seats themselves are well-contoured with ample under-leg support.

Second-row riders get a hair less legroom than up front (41.4 inches / 1,050 millimeters) and slightly more headroom (38.7 in / 983 mm). The hybrid offers no real difference in passenger space versus the pure ICE model; note that the plug-in hybrid does lose about two inches of rear headroom. Three adults can fit comfortably across the rear bench, and it also reclines by a few inches for added comfort.

Cargo storage is huge for this class: 38.7 cubic feet (1,097 liters) with the second row upright, and that expands to a useful 74.4 cu ft (2,108 L) by dropping the second row. Folding the seats can be done either from the tailgate or door-side, and there is a helpful slot to place the seatbelt buckle by the door jamb. 

The waterfall is gone. Hyundai took a big swing with this Tucson’s interior design, and the facelift has brought it more in-line with the rest of the fleet. This means a dual-pane screen setup and a simpler, rectilinear dashboard design. Best of all, all the touch-sensitive controls have been replaced with physical ones for primary climate controls. You can still see the remnants of the old design in the door panels, where the materials no longer line up with the new dashboard. Material quality itself is quite good, if not quite best-in-class.

While it loses style points, the new Tucson cabin is undoubtedly more practical for family use. A small shelf ahead of the passenger can gobble up items, and the semi-floating center console can fit larger items. The armrest storage is ample, and the door pockets can hold large water bottles. Hyundai’s cupholders are simple yet effective, and the wireless charge pad is grippy, ensuring phones keep pulling a charge.

Hyundai’s current infotainment system is one of the better ones in the segment. A simple tile-based menu is easy to navigate at a glance, and response times are speedy. Setting up wireless phone mirroring is a cinch, and I had zero issues with it throughout the week. Hyundai’s digital instrument cluster is similarly sharp, and there’s a good amount of customization options as well as available info. The one miss? No easy way to display media for the driver.

Hyundai’s safety suite is long, though many of the best bits are locked to this top trim only. Standard kit includes adaptive cruise control (ACC), lane keep and follow assists, a safe exit system, blind-spot monitoring with rear cross-traffic alert, and more. The Limited (Ultimate in Canada) adds an updated ACC2, remote park, 360-degree camera, and Hyundai’s useful Blind View Monitor. The available rear seat occupant alert is noteworthy because it uses an ultrasonic sensor instead of the cheaper door-opening logic systems elsewhere. This will sense not only smaller children but also pets.

In America, the Tucson hybrid lineup begins with the $34,050 (including destination) Blue SE trim. That’s an even $3,000 more than the base ICE model, but remember that it also includes standard AWD, a $1,500 option on the gasser. There are three further trims, topping out at $43,675 for a Limited model. The well-equipped SEL Convenience misses out on the best tech and leather seating, but it’s also a useful $7,175 less expensive.

The Canadian lineup looks quite different, and not just because AWD is standard across the board. Only the lowest Tucson Preferred trim ($37,149 CAD) comes with the 2.5-liter gas setup, with an available Trend Package ($3,700 CAD) adding some mid-level niceties. The N-Line ($45,849 CAD) adds the hybrid setup along with sportier design flourishes, while the Ultimate tested here ($49,699 CAD) piles on all the available goodies. This is also the only trim available with the PHEV setup in Canada.

Want something sportier? Head to the Mazda dealer. More rugged? Subaru. Is efficiency top priority? Toyota.

Even as it approaches elder status in the family SUV segment, the 2026 Hyundai Tucson hybrid remains my default suggestion for folks shopping in the class. The hybrid setup is key here, as it is powerful, smooth, and efficient; the gasser seriously lags behind on all fronts. While Hyundai’s best-seller doesn’t have the major price advantage it once had, it offers more space, more equipment, and a more grown-up driving experience than many of its rivals, ensuring this family hauler still holds plenty of appeal.

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FAQS:

Q: How efficient is the 2026 Hyundai Tucson Hybrid?

A: The Hyundai Tucson Hybrid is rated at 36 mpg combined in America, and 6.7 L/100 combined in Canada.

Q: How many seats in the 2026 Hyundai Tucson Hybrid?

A: The Hyundai Tucson can seat five people.

Q: Does the 2026 Hyundai Tucson Hybrid use a CVT?

A: No, the Hyundai Tucson Hybrid uses a six-speed automatic with mechanical AWD. The gas-engine Tucson uses an eight-speed automatic.