The Hyundai Tucson, especially in hybrid form, is a our favourite for 2022. Hyundai, on the other hand, doesn’t only offer one electrified Tucson model; there’s also a new plug-in hybrid variant.
Table of Contents
- 2022 Hyundai Tucson: Attractive and Efficient
- Infotainment System
- Cargo Space
The Tucson PHEV bridges the gap between a gas car and an electric vehicle, allowing drivers to commute on electric power while also having the freedom to go on larger road trips, which makes it my favourite powertrain.
The Tucson strikes a confident attitude on the road, regardless of what’s under the hood. This is the car for you if you want a car with a lot of angles. There are more geometric patterns on this SUV than a 10th grade math textbook. Door creases, fender creases, hood creases… there are more geometric patterns on this SUV than a 10th grade math textbook. I really like the style, but it’s not for individuals who just want to blend in.
According to the EPA, the Tucson’s plug-in hybrid powertrain employs a 13.8-kilowatt-hour battery with enough juice for 33 miles of all-electric driving range. It took 1 hour and 50 minutes on my Level 2 ChargePoint home charger to go from a 14 percent battery level to full, and it cost $4.32. Your electricity rates, of course, may differ.
2022 Hyundai Tucson: Attractive and Efficient
The Tucson boasts a slew of unique features that help you get the most out of your range. An Eco chart indicates how well I save those precious electrons, and an energy information page shows my total range, gas-only range, and electric-only range. I like how the map can show a circle around my current location to demonstrate how far I can go with my current EV range. Keep in mind that the circle shows distance as the crow flies. Sure, the nearest charging station can be 15 miles distant if you draw a straight line, but getting there on actual roads takes longer. Take everything with a grain of salt, but keep in mind that you still have that gas engine.
The PHEV is the most powerful Tucson in the series, with 261 horsepower and 258 pound-feet of torque thanks to a 1.6-liter turbocharged four-cylinder engine and a 90-horsepower electric motor on the rear axle. A six-speed automatic transmission sends power to all four wheels while shifting smoothly and quietly in the background. Although the pushbutton gear selection is a little clumsy, it does keep the centre console tidy.
When the battery runs out, you’ll have to switch to a standard hybrid, which means your power won’t be as strong. However, for highway merges and the such, I found this process to be sufficient. The engine may charge the battery while propelling you forward, but if you want all the power, you’ll have to wait.
The good news is that the all-wheel-drive system is mechanical, so when the battery dies, you won’t lose power to the rear wheels. Other PHEVs, such as the Toyota RAV4 Prime, have a rear-mounted e-motor that can’t turn the rear wheels without it. The Tucson features a mechanical power path, which means that all four wheels are always engaged.
The steering of the Tucson is mild, which is typical for this car class. The Hyundai, on the other hand, has torque-vectoring incorporated into its all-wheel-drive system, which applies the brakes lightly on turn-in and then sends torque to the rear wheels on corner departure. It’s not as sophisticated as Mazda’s G-Vectoring Control on the CX-5, but when combined with the increased torque, it’s a powerful combination.
The Tucson PHEV has a combined rating of 80 mpg with a full battery or 35 mpg in hybrid mode, according to the EPA. Even with my heavy right foot, I had no trouble hitting these benchmarks during my week with the car.
The Tucson comes with an 8-inch touchscreen that runs the Hyundai BlueLink infotainment system as standard, but my top Limited tester had a 10.3-inch display. Apple CarPlay and Android Auto are both available, wired on the bigger screen, but the smaller screen, but curiously the smaller display supports wireless smartphone compatibility. Except for the lack of a real volume knob, I don’t have many issues regarding the infotainment system as a whole. I’m also not a fan of the under-screen panel of small, touch-sensitive buttons.
Because of the huge battery, you’ll sacrifice some cargo space, and the Tucson is already on the tiny side. Behind the second row, there is just 31.9 cubic feet of capacity, which is quite small for a compact SUV. Fold the seats down, on the other hand, and you’ve got 71.8 cubic feet, which is greater than many of the Tucson’s competitors.
If you’re looking for a rival, I’d recommend the Toyota RAV4 Prime, which has greater power and a 42-mile all-electric range, but is hampered by a clunky transmission and an AWD system that doesn’t always work. The Ford Escape PHEV has a 37-mile all-electric range, but it’s a drag to look at and drive. Also coming later this year is a new Mitsubishi Outlander PHEV, which may be interesting.
The Tucson PHEV is only offered in two trim levels: SEL and Limited, with a significant price difference between them. The base model costs $35,975, plus $1,225 for destination, whilst the Limited costs $7,800 more. I mean, I like heated back seats, a panoramic roof, and Highway Drive Assist just as much as the next guy, but that’s a bit excessive. Continue to use the SEL.