2023 Hyundai Tucson

2023 is the second model year of the fourth-generation (NX4) Tucson, a carry-over year for the powertrain; the volume gas trims use the naturally aspirated 2.5L four at 187 hp, with the electrified versions topping the range at 261 hp.

The 2.5L makes 178 lb-ft at a high 4,000 rpm, modest next to turbocharged rivals; the turbo-hybrid variants deliver much more, much lower in the rev range.

Instrumented tests of the NX4 Tucson 2.5L AWD land around 8.7–9.0 seconds, near the slow end of the compact-SUV field; the hybrid and PHEV are meaningfully quicker.

The 2.5L is quiet at a steady cruise but sounds strained and feels underpowered when pushed, with leisurely response from a stop and when passing; the 1.6T hybrid is the smoother, stronger choice.

A conventional 8-speed torque-converter automatic shifts smoothly and avoids CVT drone, though it can be slow to kick down; the hybrids use a 6-speed automatic that feels more natural than rivals' e-CVTs.

Hyundai rates the 2023 Tucson for 2,000 lbs braked across gas, hybrid and plug-in hybrid — fine for a small utility trailer, but short of the 3,500 lbs some compact rivals offer.

HTRAC all-wheel drive is optional on every gas trim and standard on Hybrid and Plug-in Hybrid, with an AWD lock and selectable drive modes including Snow — better than a basic on-demand system, but no low range or torque vectoring.

About 8.3 inches of ground clearance on AWD models and terrain modes make it fine on gravel and snow, but there are no skid plates, lockers or a genuine off-road trim; the XRT is mostly an appearance package.

Three distinct powertrains — 2.5L gas, 1.6T hybrid and 1.6T plug-in hybrid — make the 2023 Tucson one of the broadest menus among mainstream compact SUVs.

The volume 2.5L AWD configuration is EPA-rated at 25 MPG combined, on the thirsty side for a gas compact SUV; FWD manages 28 and the optional hybrid is far better.

With no electric assist, the naturally aspirated 2.5L is weakest in stop-and-go driving at 23 MPG city with AWD.

28 MPG highway with AWD is unremarkable for the class; the FWD version's 32 MPG is notably better.

A 14.3-gallon tank at 25 MPG combined gives about 358 miles per fill — adequate but short of most rivals.

EPA's current estimate for the 2.5L AWD is $2,550 a year on regular gasoline at 15,000 miles, expensive for a compact SUV.

Every 2023 Tucson powertrain runs on regular unleaded with no premium recommendation.

The 2023 gas Tucson FWD earns a 5-star overall NCAP rating with 5-star frontal and side results; the 4-star rollover is typical for the class. NHTSA lists the AWD variant at 4 stars overall despite identical frontal/side/rollover sub-ratings, so the range is noted.

The 2023 Tucson earned IIHS Top Safety Pick+ under the 2023-season criteria, with Good ratings in every crashworthiness test it was given — both small-overlap fronts, the original moderate overlap, roof strength and head restraints.

For 2023 Hyundai made Smart Cruise Control with Stop & Go standard on the base SE, joining forward collision-avoidance with pedestrian/cyclist/junction-turning detection, lane keeping assist, blind-spot and rear cross-traffic warning, driver attention warning and high beam assist — a complete core suite on every trim.

Superior in the original vehicle-to-vehicle test and the daytime pedestrian test, but only Marginal in the tougher vehicle-to-vehicle 2.0 test with higher speeds and offset targets; no nighttime pedestrian result is listed for 2023.

Blind-spot and rear cross-traffic warning are standard on every trim, with active collision-avoidance braking, Safe Exit Assist, rear automatic braking and the camera-based Blind-Spot View Monitor added on upper trims.

Lane Keeping Assist and Lane Following Assist centering work competently on marked highways; reviewers of the NX4 generation call it usable and unobtrusive but note mild wander in curves and on faded markings.

Full-speed-range Smart Cruise Control with Stop & Go became standard across the range for 2023, uncommon at this price, and Highway Driving Assist on upper trims combines it with lane centering and road-speed adjustment.

No hands-free highway driving system is offered on any 2023 Tucson; Highway Driving Assist is a hands-on lane-centering aid.

Volume trims (SE, SEL, N Line, XRT, Hybrid) use LED reflectors rated Acceptable; the Limited's projectors were Good until an October 2022 build change dropped them to Acceptable for glare. High beam assist is standard.

A tall greenhouse and upright seating give good forward and side views, but thick rear pillars and the high tail compromise the over-shoulder and rearward view; the Surround View Monitor that compensates is Limited-only.

Roomy rear quarters (~41 in legroom) and wide-opening rear doors make car-seat loading easy for the class, but IIHS rates the LATCH hardware only Acceptable, with full anchors at just two positions.

A two-row compact SUV that seats five on every 2023 trim and powertrain. 2023 is the second model year of the fourth-generation (NX4) Tucson and carries the 2022 body over unchanged.

The figure without a sunroof is used so vehicles compare like for like. The panoramic roof, standard on the 2023 N Line and Limited, gives up about an inch. Front headroom is average for the class.

Front legroom is mid-pack for a compact SUV. The long 108.5-in wheelbase goes to the second row rather than the front.

Rear headroom is near the top of the compact class, thanks to the upright roofline. The panoramic sunroof trims it slightly on N Line and Limited.

Rear legroom is class-leading, level with the Honda CR-V, and the rear seatbacks recline, so adults can really use it.

This is a two-row compact SUV. No 2023 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 Tucson has 38.7 cu ft behind the second row by the SAE method, which is competitive with the CR-V. Hyundai also quotes 41.2 cu ft by a different method. 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 is easy to load.

Everyday storage is competitive with no standout trick. Highlights are deep door bins, a covered console bin, an adjustable dual-level cargo floor with underfloor storage, and remote seat-fold levers in the cargo area. The gas trims have no household outlet, and the console is taken up by a conventional shifter.

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. Base SE cloth seats are flatter and adjust manually.

The ride is tuned for comfort and composed over broken pavement, with some float over larger bumps. The 19-inch wheels on N Line and SEL Convenience bring more impact harshness than the volume SEL's 17s.

Noise is a little below the segment average. Road noise on coarse surfaces reaches the cabin, and the 2.5-liter engine gets loud when pushed. The extra sound deadening came only with the 2025 facelift.

Comfort features are a Tucson strength. The volume SEL brings heated front seats, and rear air vents are standard. The Limited adds ventilated front seats, a heated steering wheel and heated rear seats. Dual-zone automatic climate needs the SEL Convenience package or a higher trim.

The 2023 Tucson SE FWD opens the gas lineup at $26,900 before a $1,335 destination charge, among the lower entry prices in the compact SUV class.

The SEL is the volume trim, and most US buyers spec it with HTRAC AWD: $28,500 + $1,400 AWD + $1,335 destination.

Edmunds projects modest maintenance and minimal repairs, helped by the 3-year complimentary maintenance and the long warranty that covers the out-years.

Edmunds puts SEL AWD depreciation at $16,185 on a ~$31.2k price, about 48% retained. That trails CR-V/RAV4 residuals but is typical for Hyundai.

Hyundai's 5-year/60,000-mile basic coverage beats the class-typical 3 years/36,000 miles.

This is the segment's longest powertrain coverage, though it drops to 5 yr/60k miles for second owners.

Three years of included scheduled maintenance plus 5-year unlimited-mile roadside assistance and a Blue Link connected-services trial is among the best packages in the mainstream compact SUV class. Toyota offers only 2 yr/25k miles of included maintenance, and Honda, Ford and Chevy offer less still.

$31,235 volume-trim price minus its estimated resale value after 5 years (48% retained, or about $14,993) leaves about $16,242 in depreciation. Add the projected $4,361 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $20,603 in total.

Both major sources land the 2023 Tucson squarely in the average band. 2023 is the second model year of the fourth-generation (NX4) design and a carry-over year. Owner-reported trouble spots (in-car electronics/CarPlay connectivity, warped brake rotors, body hardware) are scattered rather than systemic, which places it below the RAV4/CR-V tier and around the compact-SUV peer median.

Hyundai is a mid-pack brand that sits slightly better than average. Its three-year dependability for the 2023 model-year cohort beat the industry average, and its initial quality was also slightly better than average. It is not in the Toyota/Lexus/Buick tier, and the reputational overhang of the Theta II engine campaigns keeps it out of the top band.

There are only two recalls on the 2023 model year, a low count, but both are fire-risk campaigns carrying a park-outside advisory. On top of them sits a TSB on internally leaking GDI injectors for the 2.5L engine. That is typical-to-busy activity with a fire-related pattern, which pulls the score toward the low end of the 'typical' band.

The volume gas Tucson uses a conventional 8-speed torque-converter automatic, which is a plus. The 2.5L Smartstream G4KN four, however, carries a documented piston-ring oil-consumption problem on 2021 through early-2023 builds, which Hyundai quietly fixed with a redesign in mid-2023 production, plus an injector TSB. Many 2023 units predate that fix, so this is a mixed-history powertrain rather than a proven one.

The pre-facelift NX4 cabin, with its layered dash, waterfall center stack and soft-touch upper surfaces, was widely judged among the more upscale-looking mainstream compact-SUV interiors. Two things keep it below the top band: the piano-black, touch-capacitive climate and audio panel (replaced in the 2025 facelift) draws criticism for feel and fingerprints, and hard plastics remain in lower zones.

Hyundai's initial quality runs slightly better than the industry, and the 2023 Tucson has no systemic panel-gap or rattle pattern. Consumer Reports does flag body hardware among its scattered trouble spots, and 2023 is only the second year of a new design, so the score is solid but not top-tier.

Hyundai's US network of roughly 830 franchised dealers covers metro and suburban markets well. It is materially thinner than Chevrolet, Ford, Toyota or Honda in rural areas, and J.D. Power owners rate the dealership experience as only average.

The Tucson is a high-volume US compact SUV that shares its 2.5L engine, 8-speed automatic and platform with the Kia Sportage, Santa Cruz and Santa Fe, so parts are well stocked and used engines are plentiful. The independent aftermarket is smaller than the RAV4/CR-V ecosystem, and the GDI and oil-consumption repairs can be costly if they fall outside the warranty.

The volume SE and SEL get an 8-inch touchscreen, and the 10.25-inch navigation screen is reserved for upper trims. The 12.3-inch screen arrived only with the 2025 facelift.

Hyundai's software is quick and logically organized. The touch-style center stack, though, has no physical climate or audio knobs on the 10.25-inch cars, and reviewers call it distracting. The 2025 facelift brought physical controls back.

The 8-inch screen on the volume SE and SEL has wireless CarPlay and Android Auto. The 10.25-inch navigation unit 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 on N Line and Limited adds native nav and Blue Link voice commands, which work but are basic.

The standard six-speaker system is adequate. The eight-speaker Bose system on the Limited is a pleasant upgrade but not a class standout.

A crisp, configurable 10.25-inch digital cluster comes with the SEL Convenience package and the upper trims. The volume SE and SEL keep analog gauges around a 4.2-inch screen, 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 trim gets feature-adding whole-vehicle updates.

Blue Link provides remote start with climate, lock/unlock and vehicle locate, with a complimentary trial. Hyundai Digital Key lets a compatible phone unlock and start the car on SEL-and-up equipment.

Front and rear USB ports are adequate, and wireless charging comes with SEL Convenience equipment and above. The gas trims have no household AC outlet.

Proximity entry with push-button start is broadly available, and remote start works through the fob and Blue Link. The hands-free Smart Liftgate arrives with SEL Convenience and above, and phone-as-key is offered.

A rearview camera is standard. Surround View Monitor, Blind-Spot View Monitor, parking sensors and Remote Smart Parking Assist are reserved for the Limited, so volume-trim buyers get the camera alone.

No head-up display is offered on any 2023 US Tucson trim. 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 onto a tall aperture, and 38.7 cu ft behind the second row, enough for a stroller. LATCH ease is only Acceptable at IIHS, and the hands-free liftgate is missing from the base trims.

SmartSense is standard from the SE: AEB with pedestrian, cyclist and junction-turning detection, blind-spot and rear cross-traffic warning, rear occupant alert, and stop-and-go adaptive cruise (newly standard on SE for 2023). The 2023 model earned IIHS Top Safety Pick+ and NHTSA 5 stars (FWD; AWD 4 stars). The updated vehicle-to-vehicle front crash prevention test is Marginal.

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. Heated rear seats are Limited-only, and highway road noise is a recurring complaint about this pre-facelift cabin.

Light steering, a soft ride, stop-and-go Smart Cruise (standard for 2023) and an upright seating position make it easy in traffic. The 187-hp 2.5L feels strained when merging, and the touch-style center stack needs a glance to operate.

The volume gas AWD returns 25 MPG combined, about $2,550 a year in fuel, which trails rivals whose hybrids commute at 37–40 MPG. Regular fuel and Hyundai's complimentary scheduled 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, the Blind-Spot View Monitor and Remote Smart Parking Assist are Limited-only, and thick D-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. Its cargo duty is ordinary crossover duty, with a large 74.8 cu ft hold.

The conventional 8-speed torque-converter automatic and 10-year/100,000-mile powertrain warranty are reassuring. It is still a mainstream family crossover with no heavy-duty hardware or fleet track record.

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

The comfort-tuned ride, supportive seats and standard stop-and-go cruise make it an easy tourer, with Highway Driving Assist on upper trims. Range limits it: 14.3 gal at 25 MPG gives about 358 miles for the AWD gas car, and the cabin is not especially quiet.

HTRAC AWD with terrain modes and an AWD lock, plus about 8.3 in of ground clearance, handles gravel and snow. The XRT is an appearance package with no added hardware, and the 2,000-lb tow cap and lack of camping power limit it.

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, a dual-level floor, cargo-area remote fold levers and roof rails on several trims help. The PHEV loses meaningful volume.

The NX4 Tucson is secure and predictable, and Car and Driver credits a good ride/handling balance. It still leans early and gives up grip sooner than the Mazda CX-5 or VW Tiguan; about 0.85 g on the skidpad is mid-pack.

The steering is light, accurate and easy to place, but it gives essentially no road feedback.

Stopping power is mid-pack: instrumented 70–0 mph stops for this generation run roughly 167–175 ft. The pedal is soft with long travel but predictable.

The 2.5L uses a conventional 8-speed torque-converter automatic that shifts smoothly, avoiding CVT drone and dual-clutch hesitation. Response is leisurely, at roughly 9–10 s to 60 mph, with occasional hesitant downshifts.

It is quiet at a cruise, but the naturally aspirated 2.5L needs revs and turns coarse under hard acceleration or on grades.

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

The upright, high seating position gives good sightlines, and the seat and wheel adjust widely. The touch-style climate and audio panel (no physical knobs on the 10.25-inch cars) is a real ergonomic weakness that the 2025 facelift fixed.

It is pleasant and competent, but numb steering, soft body control and a slow base engine leave it without character. Enthusiasts look to the CX-5.

Even the $26,900 SE comes with SmartSense (forward collision avoidance with pedestrian/cyclist detection, lane-keeping and following assist, blind-spot and rear cross-traffic alerts), an 8-inch touchscreen with wireless CarPlay/Android Auto, and LED headlights. The SEL adds dual-zone climate, heated seats and a power driver's seat at a price where some rivals still ship sparse cabins.

The Tucson undercuts CR-V/RAV4 equivalents on content per dollar and has the class's best warranty. The 187-hp 2.5L is slow, though, and the turbo 1.6 hybrid/PHEV powertrains cost more, which keeps it short of standout bang-for-buck.

Gas SE/SEL/XRT/N Line/Limited, hybrid Blue/SEL Convenience/N Line/Limited, and PHEV SEL/Limited, with FWD or AWD on the gas models, span roughly $27k to $45k. That is one of the broadest compact SUV lineups.

In 2023 the Tucson set a nameplate record with 209,624 US sales, up 20% on 2022 and Hyundai's best-seller. It still sits behind the RAV4, CR-V and Rogue in volume.

Hyundai's design-led image and long warranty have lifted perception well above its budget past, but it has less loyalty and resale halo than Toyota, Honda or Mazda. The 2022–23 Kia/Hyundai anti-theft publicity mostly touched key-ignition models, though it still weighed on the brand overall.

Through much of 2023, tight inventory kept discounts thin. Hyundai's subvented APR and lease offers on the Tucson came back over the year, and the hybrid/PHEV carried Hyundai lease cash. Incentives were moderate rather than generous.

MY2023 is the second year of the fourth generation (2022–) with current platform and safety tech. The mid-cycle refresh didn't arrive until MY2025, so a 2023 buyer faced no imminent redesign.

Reviewers broadly praised it, and it collected Car and Driver Editor's Choice and U.S. News Best Compact SUV for Families honors. Comparison tests usually favored the CR-V, RAV4, CX-5 or Sportage, mainly because the base 2.5L is slow.