2024 Hyundai Tucson

The volume SE/SEL trims of the 2024 Tucson, a carry-over year for the pre-facelift NX4 generation (2022 launch, refresh for 2025), use the 2.5L Smartstream GDI four rated at 187 hp. The electrified versions top the range at 261 hp.

The naturally aspirated 2.5L makes 178 lb-ft, and it peaks high at 4,000 rpm. Turbocharged compact-SUV rivals deliver more torque, and much lower in the rev range.

In instrumented tests the gas Tucson AWD takes about 9 seconds to reach 60 mph, which puts it near the slow end of the compact-SUV class. Buyers who want real thrust have to move up to the hybrid or the plug-in hybrid.

The 2.5L is quiet at a steady cruise, but it sounds coarse and strained when worked hard, and its response under load is only adequate. The 1.6T hybrid is the more polished unit.

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

Hyundai rates the 2024 Tucson to tow 2,000 lbs when properly equipped. That covers a small utility trailer, but it is well short of the 3,500 lbs that the RAV4 (gas) and the CX-50 can tow.

HTRAC all-wheel drive is optional on every gas trim and standard on the Hybrid and PHEV. It adds AWD Lock and Snow/Mud/Sand terrain modes, which is more capable than the basic on-demand systems many rivals use, though it has no low range.

About 8.3 inches of ground clearance plus the terrain modes make it competent on snow and gravel. The 2024 XRT is mainly an appearance package, with no lockers or skid plates.

The 2024 Tucson offers three distinct powertrains: a naturally aspirated gas engine, a turbo hybrid and a plug-in hybrid. That is one of the broadest choices among mainstream compact SUVs.

The volume 2.5L AWD configuration is EPA-rated at 25 MPG combined, which is on the thirsty side for a gas compact SUV. It trails the CR-V 1.5T AWD and the gas RAV4 AWD.

City economy is the naturally aspirated 2.5L's weakest figure, because it has no electric assist in stop-and-go driving.

The 8-speed automatic keeps cruising revs low, so highway economy is acceptable, though still a few MPG behind the best gas rivals.

A 14.3-gallon tank at 25 MPG combined gives roughly 358 miles between fills, which is short for the class.

On the EPA's current standard assumptions, the AWD gas Tucson costs $2,550 a year to fuel with regular unleaded. That is on the expensive side for a compact SUV.

The 2.5L runs on regular 87-octane unleaded, with no premium recommendation and no costly fuel requirement.

NHTSA rates the 2024 Tucson (early-release builds) 5 stars overall with 5-star frontal and side results and a 4-star rollover. The later-release builds that got revised rear seatbelt hardware show 5-star frontal and 4-star rollover but have no overall or side rating yet, so the early-release result stands for the model year.

Tucsons built after March 2024 earn a 2024 Top Safety Pick+. They rate Good across small-overlap (driver and passenger), the original and updated moderate-overlap tests, and the updated side test. Earlier 2024 builds lacked the rear-seat belt pretensioners and load limiters that earned the plus, so the score stays just below the top of the band.

Hyundai SmartSense on the base SE already includes AEB with pedestrian, cyclist and junction-turning detection, lane keeping and Lane Following Assist, blind-spot and rear cross-traffic warning, driver attention warning, high beam assist and stop-and-go Smart Cruise Control. That covers every core item without trim-gating.

The pedestrian AEB rates Good in IIHS's day and night evaluation. The system rates only Marginal in the tougher vehicle-to-vehicle 2.0 test, with its higher speeds and motorcycle/trailer targets, so it lands mid-band.

Blind-spot and rear cross-traffic warnings are standard on every trim. Active-braking avoidance versions, Safe Exit Assist and the Blind-Spot View Monitor camera come on upper trims (SEL Convenience/N Line/Limited), so the volume buyer gets alert-plus coverage rather than full intervention.

Lane Keeping Assist and Lane Following Assist centering are standard on all trims. Reviewers find the centering usable on marked highways but note some wander in curves and on faded lines compared with the best systems.

Every trim gets stop-and-go Smart Cruise Control, which is uncommon at the base price. Highway Driving Assist, which pairs it with navigation-based speed adjustment and centering, is limited to upper trims on the pre-facelift 2024.

No trim of the 2024 Tucson offers a hands-free highway driving system. Highway Driving Assist requires hands on the wheel.

Both headlight setups rate Acceptable: the LED reflectors on SE/SEL/N Line/XRT and the LED projectors on Limited. That clears the award threshold, but no trim reaches Good. High beam assist is standard.

The tall greenhouse gives good forward and side sightlines. Thick D-pillars and a rear spoiler that cuts into the rear glass limit the over-the-shoulder and rearward view, and the surround-view camera that would make up for it is Limited-only.

There is roughly 41 in of rear legroom, so a rear-facing seat fits behind a tall driver, and the rear doors open wide. IIHS rates the LATCH hardware only Acceptable, and the center seat has a tether only, which caps it.

Two-row compact SUV with five seats on every 2024 trim (SE, SEL, XRT, N Line, Limited) and every powertrain. 2024 is a carry-over year for the fourth-generation (NX4) Tucson, which launched for 2022 and was facelifted for 2025.

The figure without a sunroof is used so vehicles compare like for like. The available panoramic roof gives up about an inch. Front headroom is about average for the class.

Front legroom is mid-pack for a compact SUV. The Tucson uses its long wheelbase to give the second row more room, not the front.

Rear headroom is near the top of the compact SUV class, thanks to the upright roofline and long 108.5-in wheelbase.

Rear legroom is class-leading and essentially level with the Honda CR-V. The rear seatbacks recline, so adults can genuinely use the space.

This is a two-row compact SUV and no 2024 trim offers a third row, so it scores in the prompt's 'no third row' band. Buyers who need a third row would step up to the Santa Fe or Palisade.

The gas volume trim has 38.7 cu ft behind the second row, which is competitive with the CR-V. The PHEV gives up floor depth to its battery.

With the 60/40 second row folded, the gas Tucson is close to 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. The pre-facelift gas SE/SEL keep a conventional console shifter. Deep door bins, a covered console bin, an adjustable cargo floor with underfloor storage and remote seat-fold levers in the cargo area are the highlights. The 2025 facelift's open console tray came later.

The front seats are well shaped and cushioned, and the reclining rear bench with class-leading legroom suits long trips. The base cloth seats are flatter and adjust manually.

The ride is tuned for comfort and stays composed over broken pavement. Body control is adequate, with some float over larger bumps. The N Line's 19-inch wheels bring more impact harshness than the 17- and 18-inch wheels on SE/SEL.

Noise levels are a little below segment average. Road noise on coarse surfaces reaches the pre-facelift cabin, and the 2.5-liter engine gets loud when pushed. The 2025 refresh added sound deadening that this 2024 model lacks.

Comfort features are a Tucson strength. Heated front seats and dual-zone automatic climate arrive early in the trim range, rear air vents are standard, and the Limited adds ventilated front seats, a heated steering wheel and heated rear seats.

The 2024 Tucson SE FWD opens at $27,500 plus $1,335 freight per Hyundai's January 2024 price sheet, one of the lowest entry prices among mainstream compact SUVs (below the 2024 CR-V and RAV4).

SEL is the Tucson's volume trim and most are bought with HTRAC AWD, putting the typical car at about $32,500 delivered — roughly $1,500–$3,000 below a comparably equipped CR-V EX or RAV4 XLE.

Edmunds' True Cost to Own projects under $5,000 of maintenance and repairs for the SEL, helped by the 10yr/100k powertrain warranty limiting repair exposure and the simple naturally aspirated 2.5L. Below the class norm of roughly $5,500–$6,000.

CarEdge projects the Tucson loses about 47% of its value over 5 years, a little below the compact-SUV norm and well behind the CR-V and RAV4 — the Tucson's main cost-of-ownership weakness. Early 2024 retention (~69% after roughly two years) is tracking in line with that curve.

Hyundai's 5-year/60,000-mile new-vehicle limited warranty beats the 3-year/36,000-mile coverage from Honda, Toyota, Subaru, Mazda and Nissan.

The 10-year/100,000-mile powertrain warranty doubles what most compact-SUV rivals offer; only Kia matches it.

Three years/36,000 miles of complimentary scheduled maintenance plus 5 years of unlimited-mile roadside assistance and a complimentary Bluelink connected-services trial outdo ToyotaCare (2yr/25k) and Honda's offerings. Slightly below the 2026 car's score because the no-cost Bluelink+ package arrived after the 2024 model year.

$32,485 volume-trim price minus its estimated resale value after 5 years (53% retained, or about $17,217) leaves about $15,268 in depreciation. Add the projected $4,930 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $20,198 in total.

The 2024 Tucson is the third model year of the NX4 generation (introduced MY2022, facelifted MY2025), a carry-over year with the platform's early bugs largely worked out, and both major sources rate it well above the segment norm: Consumer Reports calls the gas Tucson much more reliable than the average 2024 vehicle, and J.D. Power owners give it an 85/100 Quality & Reliability score. Owner complaints cluster on in-car electronics (CarPlay dropouts, screen freezes) rather than mechanicals, which keeps it just short of RAV4-tier.

Hyundai has climbed into the upper half of the dependability tables: above industry average in J.D. Power's Vehicle Dependability Study, a top-three brand in the 2025 Initial Quality Study, and top-third in Consumer Reports' new-car predicted reliability. Its used-car reliability ranking is far weaker, and the Theta II engine and ABS-module fire campaigns of the last decade still weigh on its long-term record, so it sits upper-mid-pack rather than Toyota/Lexus territory.

There are four NHTSA campaigns for the 2024 Tucson. One is a serious safety-system recall: the power-steering circuit board can short and cut assist. The others are a fire-risk electric transmission oil pump (affecting the hybrid/PHEV, not the gas volume trim), a Mobis trailer-hitch harness that lets in water and can short (2022–2024), and a wrong spare-tire label. That is ordinary activity for the segment with no repeated defect in the gas car's engine or transmission, but the steering-loss and fire-risk items keep it out of the clean band.

The gas volume trim pairs the naturally aspirated 2.5L Smartstream GDI four with a conventional 8-speed torque-converter automatic. That avoids both the CVT and the dual-clutch, the two transmission types behind most durability complaints in the segment, and the combination has shown no systemic failure pattern since 2022. It is a newer engine family than the troubled Theta II it replaced, and the direct-injection design and limited high-mileage history keep it out of the proven-for-200k band.

The pre-facelift NX4 cabin has a striking design with good soft-touch coverage on the upper dash and doors for the price, and reviewers rated it competitive-to-strong among mainstream compact SUVs. Hard plastics in the lower zones and the touch-capacitive center stack, which was widely criticized and replaced with physical controls in the 2025 facelift, keep it below the 2025+ cabin.

Assembly quality is a Hyundai strength: the brand leads J.D. Power's initial-quality measures, and the third-year NX4 has no systemic rattle or panel-gap complaint pattern. Most owner-reported faults are software and electronics glitches rather than build defects.

Hyundai's roughly 830-870 US franchised dealers give solid metro and suburban coverage but a materially thinner footprint than Toyota, Honda, Chevrolet or Ford, especially in rural areas. Service satisfaction is around the mainstream average.

The Tucson is a top-selling US compact SUV and shares its platform, 2.5L engine and 8-speed automatic with the Kia Sportage and Hyundai Santa Fe, so OEM parts are widely stocked and independent shops know the mechanicals. Repair costs are typical for a mainstream car, and the smaller aftermarket than RAV4/CR-V keeps it out of the 80s.

The pre-facelift 2024 Tucson gives the volume SE and SEL an 8-inch touchscreen. The 10.25-inch navigation screen is reserved for upper trims and packages. The 12.3-inch screen arrived only with the 2025 facelift.

Hyundai's software is quick and logically organized. The pre-facelift dash, however, uses touch-capacitive climate and audio controls with no physical knobs on the 10.25-inch cars, which reviewers widely criticized; the 2025 facelift brought physical controls back.

The 8-inch screen on the volume SE/SEL has wireless CarPlay and Android Auto. The larger 10.25-inch navigation screen is wired-only, so upgrading costs wireless projection. That trade-off 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 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 arrives with the SEL Convenience package and is standard on the upper trims. Base SE and SEL buyers get analog gauges around a small 4.2-inch 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. The 8-inch volume-trim unit has no meaningful OTA support, and no 2024 trim gets feature-adding whole-vehicle updates.

The Blue Link app provides remote start with climate, lock/unlock and vehicle locate, with a complimentary trial period. Hyundai Digital Key lets a phone act as the key, but only from the SEL Convenience equipment up.

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

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

A rearview camera is standard on every trim. Surround View Monitor, Blind-Spot View Monitor and front/rear parking sensors are reserved for the Limited, so volume-trim buyers get the camera alone.

No head-up display is offered on any 2024 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 opening 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 not on the base trims.

The SmartSense suite is standard from the SE: forward collision avoidance with pedestrian, cyclist and junction-turning detection, lane keeping and following, stop-and-go Smart Cruise, blind-spot and rear cross-traffic warning, and rear occupant alert. NHTSA gives it 5 stars overall. Two things hold it back: IIHS Top Safety Pick+ applies only to cars built after March 2024, and the vehicle-to-vehicle front crash prevention rating 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 in the pre-facelift cabin is a recurring complaint.

Light steering, a soft ride, standard stop-and-go Smart Cruise and an upright seating position make it easy in traffic. Two things count against it: the 187-hp 2.5L feels strained when merging, and the touch-capacitive climate panel needs a glance to operate.

The volume gas AWD returns 25 MPG combined, about $2,550 a year in fuel, which is below rivals whose hybrids commute at 37–40 MPG. Regular fuel and Hyundai's complimentary scheduled maintenance help.

At about 183 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 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 the 10-year/100,000-mile powertrain warranty are reassuring. Against that, it is a mainstream family crossover with 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 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 Highway Driving Assist (upper trims) make it an easy tourer. 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, handle gravel and snow. The XRT trim new for 2024 is an appearance package: roof rails and styling but no added hardware. It also has the 2,000-lb tow cap and 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, 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 tuned for comfort: it is secure and predictable, but it leans early and the all-season tires give up grip sooner than in sharper rivals. It sits behind the Mazda CX-5 and VW Tiguan.

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

Stopping power is mid-pack for the class: instrumented 70–0 mph stops for this generation land around 175 ft. The pedal is soft with long travel, though braking is predictable.

The 2.5L is paired with a conventional 8-speed torque-converter automatic that shifts smoothly, avoiding both CVT drone and dual-clutch hesitation. Response is leisurely: it takes roughly 9–10 s to reach 60 mph.

It is quiet at a cruise, but the naturally aspirated 2.5L needs revs and turns coarse under hard acceleration or on grades. The 2024 car predates the 2025 facelift's extra sound insulation.

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 sightlines, and the seat and wheel adjust widely. The pre-facelift touch-capacitive 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, so enthusiasts look to the CX-5.

The 2024 SE comes with 17-inch alloys, an 8-inch touchscreen with wireless Apple CarPlay/Android Auto, forward collision-avoidance with pedestrian/cyclist detection, lane keeping and following assist, and driver attention warning, plus class-leading warranty and 3yr/36k free maintenance. Competitive to slightly generous next to the CR-V LX and RAV4 LE, but the pre-facelift SE lacks the 2025 car's dual 12.3-inch screens and still has cloth, manual seats and no power liftgate.

The Tucson undercuts the CR-V and RAV4 trim for trim — the volume SEL AWD is about $32,500 delivered — while offering more warranty, free maintenance and a roomy cabin; the hybrid is a cheap path to mid-30s mpg. Held below 80 because the 187-hp 2.5L base engine is slow for its class and the top Limited/PHEV trims push into the low-to-mid $40,000s.

Three powertrains (2.5L gas, 1.6T hybrid, 1.6T plug-in hybrid), FWD or HTRAC AWD on gas, and a wide trim ladder — SE, SEL, XRT, N Line and Limited on gas; Blue, SEL Convenience, N Line and Limited on hybrid; SEL and Limited on PHEV — spanning under $29,000 to the low $40,000s. Broader than the CR-V's two-powertrain lineup.

The Tucson sold 206,126 units in the US in calendar 2024 as Hyundai's best-selling model and a top-five compact SUV, on a rising trajectory (it climbed to 234,230 in 2025). Strong acceptance but clearly behind the RAV4 and CR-V.

Hyundai's image had improved markedly by 2024 on design, warranty and the Ioniq/Genesis halo, but still trailed Toyota and Honda on resale and durability reputation, and the 2023 Kia/Hyundai anti-theft (immobilizer) episode was fresh in buyers' minds — a neutral-to-positive brand.

Through the 2024 model year Hyundai routinely backed the Tucson with subvented APR, lease specials and stackable loyalty/military/college-grad bonuses, and as 2025 facelifted models arrived, leftover 2024 gas Tucsons carried sizeable cash and financing offers. Scored as a genuine buyer benefit, not distress pricing.

2024 is the third model year of the NX4 generation (US MY2022) and a carry-over year, last before the substantial MY2025 facelift that brought a new dashboard and dual 12.3-inch screens. Still a modern design, but a 2024 buyer purchased right before a significant refresh.

The 2024 Tucson earned IIHS Top Safety Pick+ (for vehicles built after March 2024) and is well reviewed for styling, space, value and warranty, but reviewers fault the sluggish 2.5L and it typically ranks behind the CR-V, RAV4 and Mazda pair in comparisons — well-reviewed, rarely the class pick.