2022 Hyundai Tucson

2022 was the launch year of the fourth-generation (NX4) Tucson, and every gas trim got the new 2.5L Smartstream GDI/MPI four rated at 187 hp @ 6,100 rpm. The electrified variants top out at 261 hp, but the volume trim has the base engine.

The naturally aspirated 2.5L makes 178 lb-ft, and it peaks high at 4,000 rpm. That's modest next to the turbo engines in the CR-V, Escape and CX-5 Turbo.

The 2.5L AWD runs about 8.8 seconds to 60 mph in instrumented tests, near the slow end of the compact-SUV class. Consumer Reports' more conservative method recorded 9.6 s.

The new 2.5L is quiet at a cruise but gets coarse and strained when you work it hard, and its response at partial throttle is only adequate. The 1.6T hybrid is noticeably smoother.

The 8-speed torque-converter automatic shifts smoothly and avoids CVT drone, though it's slow to kick down for passing. The hybrids' 6-speed automatic is also smooth.

The gas Tucson is rated at 2,000 lbs when properly equipped. That's enough for a small utility trailer but well short of the RAV4's 3,500 lbs and the CX-5's 2,000–3,500 lbs.

HTRAC AWD is optional on every gas trim from SE to Limited and standard on the Hybrid and PHEV. It adds a center-lock function and multi-terrain modes, but there's no low range or true torque vectoring.

About 8.3 in of ground clearance plus AWD lock and terrain modes handle snow and gravel trails. There's no off-road trim (the XRT arrived for 2024), no skid plates and no lockers.

For 2022 there are three distinct powertrains: the 2.5L gas engine, a 1.6T hybrid and a new 1.6T plug-in hybrid with about 33 miles of EV range. That's one of the broadest lineups among mainstream compact SUVs, though there's no full EV.

The volume 2.5L AWD configuration gets 26 MPG combined, which is middling for a gas compact SUV and behind the CR-V 1.5T AWD's 29 MPG. The FWD version manages 29.

With no electric assist, the naturally aspirated 2.5L is rated at 24 MPG in the city with AWD. That's typical for a non-turbo gas compact SUV.

The AWD model is rated at 29 MPG on the highway, a step behind the CR-V AWD's 32 MPG. The FWD model's 33 MPG is competitive.

The 14.3-gallon tank at 26 MPG combined gives roughly 372 miles between fills. That's adequate but short of rivals with larger tanks or hybrid economy.

On regular fuel, EPA estimates $2,450 a year for the AWD model at its standard assumptions, which is mid-to-high for a gas compact SUV. FWD saves about $250 a year.

The 2.5L runs on regular 87-octane unleaded with no premium recommendation, so there are no costly fuel requirements.

2022 was the launch year of the fourth-generation (NX4) Tucson, and the later-release FWD model earned 5 stars overall from NHTSA. The AWD versions were rated 4 stars overall, and the early-release AWD model got only 4 stars frontal, so the top rating depends on the configuration.

The 2022 Tucson earned IIHS Top Safety Pick+ with Good ratings in every crashworthiness test, including both small-overlap sides. That puts it at the top of its class for this era's IIHS criteria.

Every 2022 trim gets forward collision-avoidance with pedestrian and cyclist detection, lane keeping and lane following, driver attention warning, and high beam assist. The base SE leaves out adaptive cruise and blind-spot/rear cross-traffic (blind-spot is optional there). The volume SEL adds both, so the full core suite arrives one step above base.

The standard system scored Superior in both IIHS vehicle-to-vehicle and daytime pedestrian front-crash-prevention tests, avoiding collisions at 12 and 25 mph. A nighttime pedestrian result isn't part of this rating, which keeps it below the very top of the band.

From the SEL up, blind-spot and rear cross-traffic come with active collision-avoidance (braking/steering) plus Safe Exit Warning, and the Limited adds the camera-based Blind-Spot View Monitor. The base SE has it only as an option.

Lane Keeping Assist and Lane Following Assist (centering) are standard on every trim, which is generous for 2022. Reviewers found it competent on marked highways, with some wander on curves and on faded lines.

Smart Cruise Control with Stop & Go works across the full speed range and is standard from the volume SEL up, but the base SE doesn't have it. Highway Driving Assist, which pairs the cruise with lane following, is limited to the top Limited trim.

The 2022 Tucson doesn't offer hands-free driving on any trim. Highway Driving Assist is a hands-on lane-centering aid.

Only the Limited's headlights earned an IIHS Good rating. Every other trim, including the volume SE/SEL, is rated Acceptable. High beam assist is standard across the range.

The tall glasshouse and upright seating give a good forward and side view for the class. Thick D-pillars and a rear spoiler that cuts into the back glass hurt the view over the shoulder and straight back, and the Surround View and Blind-Spot View monitors that make up for it are Limited-only.

IIHS rated the LATCH hardware Acceptable for ease of use, with complete lower anchors in two rear positions. The roomy rear seat (about 41 in of legroom) and wide rear doors make loading car seats easier, but the anchors sit fairly deep in the seat bight.

The 2022 Tucson is the launch year of the fourth-generation (NX4) model, and it is a two-row, five-seat compact SUV on every trim (SE, SEL, N Line, Limited) and every powertrain.

The no-sunroof figure is used so vehicles compare like for like; the panoramic roof on SEL Convenience and Limited takes about an inch. Front headroom is about average for the class.

Front legroom is mid-pack for a compact SUV. The NX4's longer 108.5-in wheelbase mostly benefits the second row.

Rear headroom is near the top of the compact SUV class, helped by an upright roofline that carries well over the second row.

The new-for-2022 NX4 grew its rear legroom to a class-leading 41.3 in, essentially level with the Honda CR-V, and the rear seatbacks recline.

This is a two-row compact SUV and no 2022 trim offers a third row, so it scores in the 'no third row' band. Buyers who need one step up to the Santa Fe or Palisade.

The gas volume trim has 38.7 cu ft behind the second row, competitive with the CR-V and well above the outgoing third-generation Tucson. The PHEV gives up floor depth to its battery.

With the 60/40 second row folded, the gas Tucson is near the top of the compact class, and the wide, square opening makes the space easy to use.

Everyday storage is competitive but has no standout feature: deep door bins, a covered console bin, an adjustable cargo floor with underfloor storage and cargo-area remote seat-fold levers. The gas SE/SEL keep a conventional console shifter that eats into console space, and the open console tray only came with the 2025 facelift.

The front seats are well shaped and cushioned, and the reclining rear bench with class-leading legroom suits long trips. The volume SEL has a power driver's seat but cloth upholstery and a flatter cushion than the Limited's leather seats.

Reviews are split. CarPro and The Car Guide call the ride smooth and well calibrated, while Consumer Reports found it stiff. Body control is adequate, and the 19-inch wheels on N Line and SEL Convenience bring more impact harshness than the volume trims' 17- and 18-inch wheels.

Noise levels are a little below segment average. Consumer Reports and owners cite pronounced wind and road noise at highway speed, and the 2.5-liter gets loud when pushed. Hyundai added sound deadening only with the 2025 refresh.

Heated front seats arrive on the volume SEL and rear air vents are standard. Dual-zone automatic climate comes with SEL Convenience, and the Limited adds ventilated front seats, a heated steering wheel, heated rear seats and app-based remote climate. Base SE buyers get none of the heated features.

The all-new fourth-generation (NX4) Tucson launched for MY2022 at $24,950 for the SE FWD, plus $1,185 freight, which put it at the low end of the compact-SUV class.

SEL is the Tucson's volume trim, and most buyers specify HTRAC AWD. That puts a typically equipped car just over $29,000 delivered at launch pricing.

The naturally aspirated 2.5L four (Smartstream G2.5) with an 8-speed automatic is simple to service. Hyundai's 3-year/36,000-mile complimentary maintenance and 5-year/60,000-mile basic warranty cover most of the early costs, so out-of-pocket spending is below the class norm.

Observed resale for the 2022 Tucson has held up better than Hyundai's historical norm. It is tracking about 64% of original MSRP roughly four years in, and the 2021 Tucson sits at ~59% at five years, so retention at 60 months projects to the high 50s. The 2022 model was also helped by the post-pandemic used-car price spike.

Hyundai's 5-year/60,000-mile new-vehicle limited warranty tops the band. Toyota, Honda, Subaru, Nissan, Mazda and Ford compacts offer 3 years/36,000 miles.

The 10-year/100,000-mile powertrain warranty tops the band and is double the 5-year/60,000-mile coverage most rivals offer. It applies to the original owner only; later owners get 5 years/60,000 miles.

MY2022 buyers got 3 years/36,000 miles of complimentary scheduled maintenance, 5 years of unlimited-mileage roadside assistance, and a 3-year Bluelink Connected Care trial. That beats ToyotaCare (2 yr/25k) and Honda's offerings. It scores slightly below the 2026 car because in 2022 Bluelink remote/guidance services were a time-limited trial rather than free for good.

$29,085 volume-trim price minus its estimated resale value after 5 years (58% retained, or about $16,869) leaves about $12,216 in depreciation. Add the projected $5,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $17,216 in total.

2022 is the launch year of the fourth-generation (NX4) Tucson, an all-new platform, cabin and electronics architecture. First years of a redesign carry the most risk, and that shows here: J.D. Power's 'average' rating comes with a caveat, and Consumer Reports places the 2022 below its model-year peers. That lands it in the lower part of the average band, under the RAV4 and CR-V.

Hyundai sits mid-pack on multi-year dependability. It is usually at or modestly above industry average in J.D. Power's VDS and mid-field in Consumer Reports' brand rankings. Its reputation still carries the Theta II engine and ABS-module fire campaigns of the 2010s.

The 2022 has a light recall record: three NHTSA campaigns in total. They cover an ICU software fault that could disable the exterior lights, detaching roof moldings, and an incorrectly installed optional tow-hitch wiring harness. None involve the powertrain or a major fire risk. What holds the score down is the oil-consumption TSB and complaint pattern on the early 2.5L engine (see 6.1.4), not the recall count.

The scored powertrain is the 2.5L Smartstream G4KN GDI four with a conventional 8-speed torque-converter automatic, and that transmission is a sound choice. The engine is the weak point: early-production 2.5L engines (roughly 2021 to mid-2023) have a well-documented piston-ring oil-consumption problem, with complaints building on NHTSA and the piston/ring design revised from mid-2023. There is no recall, but a known weakness specific to this model year sits near the bottom of the average band.

The NX4 cabin was widely praised at launch for its design, layered dash and upscale feel for the money, above the Rogue and Equinox of the same year. This is the pre-facelift cabin, though: glossy piano-black touch-capacitive panels for climate and audio replace physical switchgear, and reviewers criticized them for fingerprints and usability. Hard plastics sit in the lower zones, as expected.

Hyundai's assembly quality is generally good and there is no systemic rattle or panel-gap pattern. First-production-year teething did show up, though: a recall for detaching roof moldings and an ICU software mismatch both affected the launch year. That puts it a step below the later, more settled model years.

Hyundai's network of roughly 830 US dealers gives solid metro and suburban coverage but is materially thinner than Chevrolet, Ford, Toyota or Honda, a real difference in rural areas. Service satisfaction sits around the mainstream average.

The Tucson is one of the highest-volume compact SUVs in the US and shares its N3 platform, 2.5L engine and 8-speed automatic with the Kia Sportage and Santa Cruz, so parts are widely stocked and routine repair costs are mainstream. Its aftermarket is smaller than the RAV4's or CR-V's. A replacement engine for an oil-burning 2.5L is a cost risk outside warranty, though Hyundai's 10-year/100k powertrain warranty covers original owners.

The volume SE and SEL get an 8-inch touchscreen, up from 7 in on the previous generation. The 10.25-inch navigation screen is reserved for the N Line and Limited.

Hyundai's software is quick and logically organized. Reviewers widely criticized the flat touch-sensitive climate panel, which gives no feedback and needs a glance to use; the 10.25-inch cars also lose physical audio knobs. Physical controls returned with the 2025 facelift.

The 8-inch screen on the volume SE/SEL has wireless CarPlay and Android Auto as standard. The 10.25-inch navigation screen on N Line and Limited is wired-only, so upgrading costs wireless projection, a trade-off that lasted until the 2025 facelift.

The 8-inch volume-trim system has no built-in navigation, so owners rely on phone projection. The 10.25-inch system adds native nav and Blue Link voice commands, which work but are basic.

The standard six-speaker system with HD Radio is adequate. The eight-speaker Bose system on N Line and Limited is a pleasant upgrade but not a class standout.

A crisp, configurable 10.25-inch hoodless digital cluster arrives with SEL Convenience and is standard on N Line and Limited. Base SE and SEL buyers get analog gauges around a small center display, which puts it in the upper-trims-only band.

Over-the-air map and infotainment updates are limited to the 10.25-inch navigation system on N Line and Limited. The 8-inch volume-trim unit has no meaningful OTA support, and no 2022 trim gets feature-adding whole-vehicle updates.

Blue Link (SEL and up) provides remote start with climate, lock/unlock and vehicle locate on a complimentary three-year plan. Hyundai Digital Key lets a phone act as the key, but only from SEL Convenience up, and the base SE has no Blue Link at all.

Front and rear USB ports are adequate, and wireless charging comes with SEL Convenience, N Line and Limited. There is no household AC outlet on the gas trims.

The volume SEL has proximity entry with push-button start, and remote start works through Blue Link. The hands-free Smart Liftgate and phone-as-key arrive with SEL Convenience and above, and the base SE uses a conventional key.

A rearview camera is standard on every trim. The Limited adds Surround View Monitor, the Blind-Spot View Monitor, parking sensors and Remote Smart Park Assist (which moves the car in and out of a space with the key fob), so volume-trim buyers get the camera alone.

No 2022 US Tucson trim offers a head-up display, not even the Limited. A HUD reached the Limited only with the 2025 facelift.

Family duty is a strength. The Tucson has 41.3 in of rear legroom, wide rear doors opening onto a tall aperture, and 38.7 cu ft behind the second row, enough for a stroller. Two things hold it back: LATCH ease of use is only Acceptable at IIHS, and the hands-free liftgate needs SEL Convenience or above.

Crash credentials are strong: IIHS Top Safety Pick+ with Superior front crash prevention, plus standard forward collision avoidance with pedestrian/cyclist detection, lane keeping and Rear Occupant Alert. Against that, NHTSA gives the AWD volume configuration only 4 stars overall (FWD 5), and the base SE lacks blind-spot and stop-and-go Smart Cruise, which start at the SEL.

Four adults travel well, with near-mid-size rear legroom, reclining seatbacks, rear air vents and 38.7 cu ft of luggage space with everyone aboard. It loses points for heated rear seats being Limited-only and for highway wind and road noise, a recurring complaint.

Light steering, an upright seat, a smooth 8-speed automatic and stop-and-go Smart Cruise on the volume SEL make it easy in traffic. It is held back by a 187-hp 2.5L that feels strained when merging and a touch-sensitive climate panel that needs a glance to operate.

The volume gas AWD returns 26 MPG combined, about $2,450 a year in fuel. That trails rivals' 37–40 MPG hybrids, though regular fuel and Hyundai's complimentary 3-year/36,000-mile maintenance help.

At about 182 in long on a 108.5-in wheelbase, the Tucson is on the larger side of the class, and its 38.6-ft turning circle is unremarkable. Surround View and the Blind-Spot View Monitor are Limited-only, and thick rear pillars hurt the over-the-shoulder view.

The 2,000-lb tow rating beats the CR-V's but is not work-tool capacity, and the 187-hp/178 lb-ft engine is strained well before that limit. Cargo duty is ordinary crossover duty, with a large 74.8 cu ft hold.

The conventional 8-speed torque-converter automatic and the 10-year/100,000-mile powertrain warranty are reassuring. But 2022 is the first year of an all-new generation with an unproven engine, there is no heavy-duty hardware or fleet track record, and the generation has had several recall campaigns.

Provisions are the compact-crossover minimum: cargo tie-downs, a 12V outlet, an adjustable load floor, roof rails from the SEL and a dealer-fit hitch. There is no AC power, no washable interior and no upfit ecosystem.

Supportive seats, a smooth 8-speed and the Limited's Highway Driving Assist make it an easy tourer, and 14.3 gal at 26 MPG gives about 372 miles for the AWD gas car. The cabin is not especially quiet at speed, and the volume SEL lacks lane-centering Highway Driving Assist.

HTRAC AWD with Snow/Mud/Sand modes and an AWD lock, plus about 8.3 in of ground clearance, handle gravel and snow. There is no rugged trim for 2022 (XRT arrived for 2024), the tow cap is 2,000 lbs and there is no camping power.

With 38.7 cu ft behind the second row and 74.8 cu ft folded, it is near the top of the class. A wide opening, an adjustable floor, cargo-area remote fold levers and roof rails from the SEL help. The PHEV loses meaningful volume.

The new NX4 chassis is secure and predictable, and some reviewers found it nimble. Others call it average, with early body lean and all-season tires that give up grip before sharper rivals like the Mazda CX-5 and VW Tiguan.

The steering is accurate and easy to place, and Sport mode adds some weight, but it gives little road feedback.

Braking is predictable and CarPro calls it confident, but the pedal is soft with long travel. Instrumented stops for this generation are mid-pack; no 2022-specific figure was retrieved this run.

The new 2.5L is paired with a conventional 8-speed torque-converter automatic that shifts smoothly and avoids CVT drone. Response is leisurely: it takes roughly 9–10 s to reach 60 mph, and the transmission is slow to kick down for passing.

The engine is quiet at a cruise, but the naturally aspirated 2.5L needs revs and turns coarse under hard acceleration or on grades. Hyundai's extra insulation came only with the 2025 facelift.

The turning circle is mid-pack for a compact SUV on a 108.5-in wheelbase: usable in parking structures but not tight.

The upright, high seating position gives good forward sightlines, and the power driver's seat on the volume SEL adjusts widely. The ergonomic weaknesses are the flat touch-sensitive climate panel (no physical feedback) and heavy rear pillars, both of which the 2025 facelift addressed in part.

It is pleasant and competent, but light steering, soft body control and a slow base engine leave it without character. Enthusiasts look to the CX-5, and the N Line is an appearance trim with no extra power.

The base 2022 SE came with Hyundai SmartSense: forward collision-avoidance with pedestrian/cyclist detection, blind-spot collision-avoidance, rear cross-traffic, lane keeping and lane following assist, and smart cruise with stop-and-go on later builds. It also had an 8-inch touchscreen with wireless CarPlay/Android Auto and LED headlights, all on a car well under $27,000. Rivals' base trims were sparser at that price. It stays below 80 because the SE has cloth seats, manual adjustment, 17-inch wheels and no heated seats.

At launch the 2022 Tucson undercut the CR-V and RAV4 trim for trim. It added more driver-assist content, a larger cabin and the segment's longest warranty, and the 226-hp hybrid started at only $29,050. Two weaknesses weigh against it: the 187-hp 2.5L is slow, and dealer markups during the 2022 inventory shortage eroded the paper value advantage.

MY2022 offered three powertrains. The gas car came in SE/SEL/N Line/Limited, each with FWD or AWD. The hybrid came in Blue, SEL Convenience and Limited, and a PHEV (SEL/Limited, 33-mile EV range) arrived mid-year. Prices ranged from about $26K to the high $30s, which is broader than most compact rivals.

The redesigned Tucson became Hyundai's best-selling US model and set a nameplate record of about 175,000 units in calendar 2022 despite chip-shortage supply limits. That keeps it in the segment's top tier, but it still trails the RAV4 and CR-V by a wide margin.

In 2022 Hyundai's image was rising, driven by the NX4's polarizing but distinctive parametric design, the Ioniq 5 and Genesis halos, and the warranty. It still trailed Toyota and Honda on durability reputation and resale. The Theta II engine saga still lingered, and the TikTok 'Kia Boys' theft wave hit key-start Hyundais from late 2022.

The 2022 model year sold during the semiconductor-shortage inventory crunch. New Tucsons, especially the hybrids, routinely went for MSRP or above with dealer add-ons, and Hyundai's usual cash and APR incentives were largely absent. That was a sharp break from the brand's typical deal-friendly posture.

2022 is the launch year of the all-new fourth-generation (NX4) Tucson. It brought a new platform, the first hybrid and plug-in hybrid Tucsons in the US, a longer wheelbase and a much larger cabin, so buyers faced no near-term redesign risk.

The new Tucson was widely praised for its design, space, tech and value, and won several value- and family-oriented awards. It was a NACTOY semifinalist but not a finalist. Reviewers consistently knocked the slow 2.5L, the touch-capacitive center stack and the handling against the CX-5, so it rarely topped multi-car comparisons against the CR-V and RAV4.