2022 Hyundai Tucson

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$24,950

starting MSRP

2022 Hyundai Tucson
2022 Hyundai Tucson

Key specs

Base trim shown

Overview

The good:

  • Overall value
  • Ride quality
  • Backseat legroom
  • Cargo room
  • Standard touchscreen has wireless Apple CarPlay, Android Auto
  • Car-seat accommodations

The bad:

  • Higher trim levels get cumbersome touch-sensitive controls
  • Optional, larger touchscreen loses wireless Apple CarPlay, Android Auto
  • Relaxed drivetrain response at lower speeds
  • Headroom in both rows with available panoramic moonroof
  • Limited operating parameters for automatic emergency braking

5 trims

Starting msrp listed lowest to highest price

Wondering which trim is right for you?

Our 2022 Hyundai Tucson trim comparison will help you decide.

Notable features

  • Redesigned for 2022
  • Offered in gas-only, hybrid and plug-in-hybrid models with FWD or AWD
  • Standard hands-on lane centering
  • Available digital instrument panel
  • 8-inch or 10.25-inch dashboard touchscreens

2022 Hyundai Tucson review: Our expert's take

By Kelsey Mays

The verdict: The redesigned 2022 Hyundai Tucson is a value-oriented compact SUV with promising refinement, but higher trim levels swap in cumbersome touch-sensitive controls — a deal breaker that should keep any well-optioned example off your list.

Versus the competition: Minus those miserable controls, the Tucson is otherwise a lot of car for the money, with above-average drivability and a roomy cabin to boot.

The Tucson comes with a gasoline four-cylinder engine and front- or all-wheel drive; Hyundai also offers hybrid and plug-in hybrid drivetrains, both with AWD exclusively. Nine trim levels span the three powertrains, with prices for the gas-only and hybrid ranging from a little over $26,000 to around $39,000; Hyundai had yet to issue pricing for the plug-in hybrid as of publication. We evaluated two well-equipped test cars, one gas-only and the other a hybrid.

Related: 2022 Hyundai Tucson: What Do the SE, SEL, N Line and Limited Cost?

First Things First

I’ll get to the Tucson’s overall merits in a bit, but the elephant in the room must come first: Higher trim levels of the Tucson adopt touch-sensitive dashboard controls in place of physical buttons for all manner of things — volume, tuning, multimedia shortcut keys, nearly all the climate controls. We’re seldom this dismissive of a car outright, but these buttons are fussy to use all the time, constantly diverting your attention from the road to determine where your finger lands. We aren’t the only ones put off by the controls; leading consumer surveys also indicate owners want physical controls. (I also reject the notion that the irritation subsides over time. Touch-sensitive controls afflict appliances in my home, too — three space heaters and a range hood. I’ve had them for years, and they’re just as insipid today.)

Lower Tucson trim levels, on the other hand, have physical volume and tuning thumbwheels, as well as physical — albeit manual — climate controls. Most climate controls become touch-sensitive in the Tucson Hybrid, and by the time you get to the top trim level of either model, the whole thing’s a single blasted touch panel. Unless you’re a glutton for irritation, avoid these versions entirely.

What About Lower Trims?

Other than its top trim levels, the Tucson holds potential. Aside from the touch panel, other controls operate with precision and heft, though Hyundai’s push-button gear selector is less intuitive than a conventional gearshift. Lower trim levels get an 8-inch touchscreen with Apple CarPlay and Android Auto, both wireless, while higher trims have a 10.25-inch unit with wired integration. (Hyundai has a recurring problem with its plus-sized touchscreens lacking wireless smartphone integration; here, as elsewhere, the base screen is functionally superior.) Lower trims pair the touchscreen with conventional gauges, while mid-level and higher editions swap in a crisp digital gauge panel, also 10.25 inches (measured diagonally).

Cabin materials are competitive with the class, with an open, layered design and mostly attractive textures throughout. The exception is the rear doors, where Hyundai seems to have pinched some pennies. The new driver’s seat is a commanding perch when fully raised, though owners who prefer to sit farther forward might find the center console clips inboard knee space at that elevation. Backseat legroom is good, but headroom in both rows is merely adequate with the available panoramic moonroof, which both our test cars had. Without the roof, Hyundai says headroom gains 0.5 inch in back and 2 inches up front — both much needed.

Our independent testing of cargo space measured 21.46 cubic feet of volume behind the conventional Tucson’s backseat and 21.66 cubic feet in the Tucson Hybrid. The hybrid ranks a touch higher than the space we measured in the Honda CR-V Hybrid (19.61 cubic feet) and Toyota RAV4 Hybrid (20.69), while the gas-only model substantially beats the Subaru Forester (18.17), Mazda CX-5 (17.91) and Nissan Rogue (17.12). That’s impressive.

We have yet to test the Tucson Plug-in Hybrid, but it lacks the dual-level cargo floor you get in the other two versions, so it’s likely to have considerably less volume. By Hyundai’s own specs, cargo volume behind the plug-in’s backseat is some 20% less than in the Tucson Hybrid.

How It Drives

Body motion in both the hybrid and gas-only models seems reasonably controlled, with minimal bounciness after rapid elevation changes or recessed sewer covers, though there’s some lateral movement over mid-corner bumps. Impact harshness is muted enough overall, even with the 19-inch wheels and low-profile tires on both our test cars. Lower trims have 17-inch wheels and higher-profile tires that may make them even softer, but we didn’t evaluate one.

Gas-only models pair a naturally aspirated four-cylinder engine (187 hp) with an eight-speed automatic transmission. The eight-speed’s tendency to upshift early and often can leave you wanting more power during low-speed acceleration; instead you’re often a gear too high and a thousand rpm too low. The transmission becomes a serviceable companion above that, downshifting with minimal delay if you need to accelerate at highway speeds. Pushed to higher rpm, the engine serves up adequate, if noisy, power.

Steering feedback is lackluster, but it improves notably with a driver-selectable Sport mode that dials back power assist. Body roll is limited throughout, but overall balance feels as nose-heavy as any front-drive-based compact SUV. The Tucson Hybrid improves on balance, with enough to eliminate most of the gas-only model’s chronic understeer — a palpable result of its battery pack adding much-needed weight around the rear axle. As such, roadholding improves enough to make the hybrid SUV downright fun to throw around corners.

The Tucson Hybrid’s drivetrain is sometimes fun. It pairs a pint-sized, turbocharged four-cylinder engine with a small electric motor for a combined 226 hp, and the combination makes for swift, linear power when both are in play. (The linearity comes thanks to a conventional six-speed automatic transmission, not the continuously variable style that most hybrids employ.) Unfortunately, such spurts are rare in daily driving, where the Tucson Hybrid minimizes engine power as much as possible. Under mostly electric power, with a periodic dollop of engine, the Tucson Hybrid feels tentative, even gutless. If you lead-foot your way around town or always drive in Sport mode, the drivetrain shows its stuff — gas mileage be damned.

That mileage, by the way, is EPA-rated at 37 to 38 mpg combined — a hefty increase over the regular Tucson’s 26 to 29 mpg, depending on driveline. That’s roughly competitive with other compact hybrid SUVs.

The Tucson Plug-in Hybrid teams the turbo engine with a higher-powered electric motor, the six-speed automatic and a higher-capacity battery pack. The drivetrain combines for a Hyundai-estimated 261 hp and 32 miles of all-electric range, making the PHEV the lineup’s quickest, most efficient variant — on paper. We haven’t evaluated it yet, nor has the EPA published its own ratings.

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Safety and Driver-Assist Tech

With easy-access Latch anchors and a roomy enough second row to fit even our bulky rear-facing car seats, the Tucson passed Cars.com’s Car Seat Check with flying colors. The Tucson also earned Top Safety Pick Plus status from the Insurance Institute for Highway Safety thanks to top scores in all six crashworthiness categories, plus well-rated headlights and forward automatic emergency braking. Forward collision warning with automatic emergency braking and pedestrian detection is standard; a cyclist-detection function is optional. 

The owner’s manual stipulates automatic emergency braking in the Tucson can function only at speeds up to 37 mph — well below the operating threshold offered by most competitors’ AEB systems. This isn’t the first time a car from Hyundai or its Kia affiliate has imposed such low limits, but it’s an apparent disadvantage nonetheless. (We did not test the system, and IIHS’ field tests on automatic braking max out at 25 mph.)

Hyundai’s Lane Following Assist, a lane-centering steering system, is standard. Higher trim levels get stop-and-go adaptive cruise control with Highway Driving Assist, which adds enhanced capabilities on limited-access highways.

Should You Buy a Tucson?

Anyone considering higher trim levels of the 2022 Tucson will need to make peace with the SUV’s fussy touch-sensitive controls and consider parting with close to $40,000. (Or you could look elsewhere; plenty of other compact SUVs merge feature-rich interiors with physical buttons and knobs. This ain’t rocket science.) Fortunately, lower trims have the double benefit of strong value — the SUV starts at $26,135 with destination, undercutting the Honda CR-V and Toyota RAV4, and bringing Hyundai’s excellent warranty and class-leading free maintenance to boot — plus physical controls and better smartphone integration. Less is more: If any Tucsons are worth considering, it’s these.

Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.

Photo of Kelsey Mays
Former Assistant Managing Editor-News Kelsey Mays likes quality, reliability, safety and practicality. But he also likes a fair price. Email Kelsey Mays

Consumer reviews

Rating breakdown (out of 5):
  • Comfort 4.9
  • Interior design 4.9
  • Performance 4.3
  • Value for the money 4.6
  • Exterior styling 4.9
  • Reliability 4.6

Most recent consumer reviews

4.9

Tucson

overall I am extremely happy with my Tuscon, great gas mileage even around town, 30mpg. very comfortable. still learning everything about it but love it

4.7

Competent Daily Commuter

I have owned for 6 months/6K miles, it’s the SEL Convenience model with the 2.5. Power is acceptable and transmission is smooth. Ride comfort is very good, even with the 19” rims. Gas mileage is better than expected, my daily (mostly highway) commute averages around 28-29 mpg at 80-85 MPH. If I keep the speed close to 70 I average 33, which is excellent. Tech work flawlessly, safety systems are useful without being overbearing. The touch buttons take some getting used too, but are otherwise a non-issue. I have gone through 2 windshields due to rock chips cracking(hopefully just bad luck) but no other problems since. I lease a new SUV ever three years, last was an XC60, and this seems like just as quality of a vehicle. No regrets!

4.9

Unbeatable value and luxury

I have owned many cars including 7 BMW’s and Mercedes. I believe that this Tucson has more tech, comfort and luxury than comparable cars costing 50% more. I got the Limited loaded with everything including a tow hitch for under $40k. To get a GLC similarly equipped would be at least $60k. I cross shopped too many cars to list and settled on the Tucson. Here are the positives: 1. Cabin layout. Everything is visible, easy to reach, easy to see and comfortable from the driver’s position. Lots of cubby spaces that are useful. 2. Ride. Dampens bumps, feels like a car weighing twice as much and doesn’t have excessive body roll or lean. 3. Interior and exterior styling. The inside has lots of textures, not all one color very attractive. Looks luxury and ventilated seats feel luxury. Price that on a Mercedes. 4. Tech. It has all the stuff I love and the lane-keep is not intrusive, adaptive cruise, 360 camera and more are all winners. You pay a lot to get all that with some brands. 5. Quality. My Tucson has Michelin tires and I waxed it today and the exterior plastics, moldings and grill are absolutely solid, nice texture, good fit smartly designed. The end of the hatch is plastic covered which matches the rear bumper and prevents paint chips. Very smart. 6. Smart details. Back seats recline or go vertical for extra cargo space. Took a chair and more into to donate to ARC today. Easy to remove rear cover and fold down seats. Seats memorize your position and move back when you open door to make it easier to get out. None of my Mercedes did that, only my dad’s Lexus. Lots more little things. 7. Gas efficiency. Here are my last three outings done not with the car computer but by hand at fill ups and reading the odometer. 35.8mpg all highway (61 miles). 32.5mpg highway and mountain road tour (141 miles). 25.7mpg mostly city including stuck in traffic (236miles). 8. Quiet. It is amazingly quiet and I believe the front and side windows are acoustic but that is the hallmark of a luxury car. So easy to talk to my passengers or on the phone. Nearly silent like an EV at low speeds. Negatives: 1. Acceleration at start. I found pedal management to be key and cars.com got it right. However, it is not slow, just watch your speedometer and see. I plan to tow a teardrop camper and also a kayak trailer and I suspect I will like the gearing. I love that so many of them came with hitches as a proper SUV should and roof rails! Those are options on a Porsche. 2. The panorama roof makes for a low ceiling but at 5’10 I am fine. Honestly, I wish you could get cars without them but virtually all top models have them. I prefer solid roofs but it is beautiful when open so you may love it, especially I think if you have kids or passengers in the back a lot. Also, do not believe other reviewers including cars.com about the no-buttons console. It’s really easy because the controls are easy to see and understand. Seriously, how many buttons do you have on your ipad, phone or other electronics these days? You will not miss knobs a bit after a few drives. I have had knobs that are confusing like my Mercedes cursor and engine control knobs next to each other. They are not automatically better. Also, the gloss black is not a finger print problem any more than your phone or ipad. I can say more but I was close to getting a used Macan or new-ish GLC 300 w/hitches but when I considered premium gas, super high maintenance and repair bills (I speak from experience) and fear of something not under warranty breaking the new 5 yr bumper to bumper and ten year power train of Hyundai (plus three years maintenance!) put me over to the Tucson. Yeah, I don’t have the badge up front but driving is such a treat I find reasons to go places including just a drive in the mountains. My mom loved the mountain drive and others cannot believe how nice it is. So, if this is a size and capability you are considering for yourself do NOT miss out test driving and checking one out.

See all 34 consumer reviews

Warranty

New car program benefits
Bumper-to-bumper
60 months/60,000 miles
Corrosion
84 months/unlimited distance
Powertrain
120 months/100,000 miles
Maintenance
36 months/36,000 miles
Roadside assistance
60 months/unlimited distance

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