Just weeks away from launch, the all-new model targets the RAV4 HEV/PHEV and “could” prove to be a true class leader. Wayne Gerdes – CleanMPG – Feb. 1, 2021 2022 Hyundai Tucson The Parametric Dynamic design language is beginning to grow on me. The all-new Tucson uses the controversial but stand apart Hyundai “Parametric Dynamic” exterior design we have seen on the all-new and 2021 North American Car of the Year, 2021 Elantra. The hybrid models will reach dealership showrooms this spring while the PHEV will be available this summer. 2022 Hyundai Tucson Exterior Up front, half-mirror DRLs are integrated yet deemphasized within the large parametric grille. They are only visible when illuminated. The all-new SUVs ‘Parametric Dynamics’ profile incorporates contrasting jewel-like angled surfaces that stand out from the rest of the segments horizontally based layouts with cladded wheel wells. The long hood and flat roofline plus longer wheelbase w/ short overhangs match the competitors own but the geometric angles and edges create a striking contrast. An upper chrome DLO trim piece begins sliver thin brightwork from the side mirrors and expands as it makes its way across the roofline to a full chrome floating roof like end at C pillar. Following Hyundai’s new 2021 Elantra and 2020 Sonata sedans, the all-new 2020 Tucson features a full-width racetrack tail lamp w/ half-concealed triangular shapes that are visible when illuminated. The Hyundai logo is elevated and integrated into the glass, and the rear wiper is concealed beneath the rear spoiler. 2022 Hyundai Tucson Interior Tucson’s interior, includes a more standard horizontal layout from door edge to door edge but with a twist. The central display, upper dash and vents are moved toward the driver with twin silver garnish lines running from the center fascia to the rear doors. The driver display, lower dash and glove box are set in a few inches adding a unique layered effect for the driver and front seat occupants. Ambient mood lighting is adjustable to 64 colors in ten levels of brightness. A 10.25-inch full-touch screen lacks volume and tuning buttons <-- Not a fan of this layout, and a hoodless all-digital instrument cluster within its own high mount display. Tucson’s second-row seats feature fold-and-dive functionality for easily optimized reconfiguration capability between passengers and cargo. For extra convenience, a release lever for this function is also located in the rear cargo area. The all-new 2022 Tucson is longer by 6.1 inches, wider by 0.6”, taller by 0.6”, and has a 3.4” longer wheelbase (108.5 inches) than the previous generation. Passenger and cargo volume have increased by 6 and 7.7 cu. ft. to an expansive 108.2 and 38.7 cu ft respectively. 2022 Tucson vs 2021 RAV4 Dimensional Comparison 2022 Tucson/2021 RAV4 Length (in.): 182.3/180.9 Width (in.): 73.4/73.0 Height (in.): 65.6/67.0 Wheel Base (in.): 108.5/105.9 Cargo Volume (cu. ft.): 38.7/37.6 Passenger Volume (cu. ft.): 108.2/98.9 A large amount of usable cargo volume behind the first and second row seats. 2022 Hyundai Tucson HEV/PHEV Drivetrain The all-new Tucson HEV/PHEV uses the direct-injected and turbocharged 177 hp and 195 lb.-ft. of torque 1.6L is mated to a std. 6-speed AT. Notice the unreliable DCT mated to the 1.6L GDI-T as other models in the Hyundai lineup is missing? Good on Hyundai! The hybrid powertrain is a std. single clutched 44.2 KW motor between the ICE and AT with a second HSG motor acting to spin up the ICE and recharge the 1.49 kWh pack during ICE-on activity just as Hyundai has used for years. The combined hybrid powertrain also produces an estimated 226 total system hp and 258 lb.-ft. of torque. This hybrid powertrain is 30 percent more fuel efficient than the standard gasoline engine, with 20 percent more torque and provides more than 500 miles of range before refueling. The PHEV features the same direct-injected and turbocharged 1.6L I4 coupled to the 6-speed AT but the PHEV battery is 13.8 kWh providing an estimated all-electric range (AER) of 28 miles. PHEV L2 charging through the onboard 7.2 kW charger takes just under 2-hours from flat to full. Like the RAV4 HEV/PHEV, the Tucson HEV/PHEV models will standard AWD. 2022 Hyundai Tucson HEV/PHEV Chassis The all-new Tucson’s suspension has been refined with electric motor torque controlling dynamic inputs to improve cornering performance. As the Tucson hybrid turns-in to a corner, the electric motor system applies incremental braking to the front wheels, increasing their tire contact patch on the road surface for enhanced traction and steering response while initiating turn-in. Then, as the vehicle moves to exit the corner, the electric motor applies torque to the rear axle, increasing the rear tire contact patches for enhanced traction and control accelerating out of the corner. 2022 Hyundai Tucson HEV/PHEV Exclusive Features Remote Smart Park Assist Remote Start with Heated and Ventilated Seats Digital Key allowing you to start the vehicle with your smartphone Wireless Android Auto® and Apple CarPlay 8” color touchscreen with wireless Apple CarPlay and Android Auto 2022 Hyundai Tucson HEV/PHEV Safety The all-new 2022 Tucson includes the Hyundai SmartSense Safety Feature suite. Standard features include: Forward Collision-Avoidance Assist (FCA) w/ Ped and Cyclist Detection x Lane Keeping Assist (LKA) High Beam Assist (HBA) Driver Attention Warning (DAW) Rear Occupant Alert (ROA) Optional Safety equipment includes: Blind-Spot Collision-Avoidance Assist (BCA) Rear Cross-Traffic Collision-Avoidance Assist (RCCA) Safe Exit Warning (SEW)* Smart Cruise Control (SCC) with Stop & Go Ultrasonic Rear Occupant Alert (ROA) Remote Smart Parking Assist (RSPA) 2022 Hyundai Tucson HEV/PHEV Standard Warranty and Maintenance Plans Hyundai Complimentary Maintenance and Warranty continue to be the industries best and include a 10-year/100,000-mile powertrain limited warranty, 5-year/60,000-mile new vehicle limited warranty, 7-year anti-perforation warranty, Complimentary Maintenance for 3 years/36,000 miles of normal oil changes and tire rotations, and I believe the Pack may still be warranted for the life of the vehicle for the original vehicle owner. I will look into that one and add the detail later. 2022 Hyundai Tucson All in, one heck of a nice offering with the latest safety and interior tech, a decent AER PHEV at 28-miles, and loads of passenger and cargo volumes. I wish they had shoehorned in the new 2020 Sonata’s HEVs non-turbocharged 2.0L GDI for reliability and more than likely, better efficiency but the EPA results have yet to be published. We should see those within weeks if not sooner… And of course, pricing. With just 28-miles of AER, single motor drivability quirks, and the turbo's suspect long term reliability vs the RAV4 HEV and Prime with its own 42-miles of AER, an acceptable MSRP will be the key to consumer adoption. All-in, good stuff Hyundai!
Also not a fan of touch only controls and seems more a design trend lately than that it's adding any benefits. Don't like the driver's cockpit design and seems copied from latest EV trends (E.g. Ford Mustang Mach E). Otherwise this might feature Hyundai's blind spot monitoring video display inside the left/right gauges which is pretty great and something Honda gave up on unfortunately. Good to see more PHEV offerings in this segment but indeed that price must be much better than a RAV4 Prime. Then again the RAV4 Prime is very difficult to buy as it's such low volume. Later this year we should hear about a possible redesigned Lexus NX PHEV. If that gets the same RAV4 Prime system it should get some great improved mpg and range (likely more power and some mpg loss).
Looks like a nice size, and a similar drivetrain to Kia's promising Sorento hybrid, with hopefully a couple more mpg in it. Not clear to me whether one of the two electric motors is at the back - or is it in the front with a driveshaft to send power backwards? I've been suspecting that Honda's decision to use a driveshaft in the CR-V hybrid (yes, I know, very different hybrid architecture, but still...) is why so many people report that car falling far short of its still-less-than-Escape-or-RAV4 EPA rating. I think Toyota took the right approach in putting a motor in back and going TTR-hybrid (as they also did with the Prius AWD). Yes this adds some weight and takes some space, but some of that can be made up by reducing the size of the front motor to compensate. I don't think it's rocket science to manage the power and regen between separate front and rear motors anymore, especially since Toyota has made so many of its hybrid patents free through 2030. As for DCTs being unreliable, I know about Ford's PowerShift problems, but I thought Hyundai/Kia DTCs had been better - at least on their hybrids? Seems to me having an electric motor eliminates the Achilles' heel of DCTs, which is the low-speed driveability and related problems with the clutch pack. The electric motor can move the car at below-clutch-out speeds, allowing you to stick with simple dry-plate clutches and avoid all the problems. I'd hate to see Hyundai revert to planetary slushboxes on their hybrids when they're on the cusp of really solving the transmission dilemma.
Really not sure about the styling. At first I felt a strong revulsion but maybe--with time--it would be a weaker revulsion. I, too, would like to know details of the AWD. Hyundai's website says HTRAC AWD standard and I read elsewhere that that system is a driveshaft mechanical system. I would like to be wrong about that but I don't think so. DCT and P2 hybrid is a match made in mechanical heaven. You get none of the reliability problems of trying to make the DCT clutch do torque multiplication duty (electric motor handles that) and you get the lower friction advantage of the DCT compared to the planetary auto. I have been waiting for FCA to reveal the new Jeep Grand Cherokee. I have heard that they will offer the 4xe PHEV system which includes a 2L turbo and makes a whopping 375 hp and 470 lb-ft of torque. I have no interest in the PHEV, though. I would much prefer a hybrid and I don't think they will offer one. Now this Hyundai has a 1.6L turbo HEV that makes decent power. Hmmm. My experience with Hyundai hybrids is that they get great FE but do not drive well. I would like to try this hybrid Tucson and see.
Electric AWD for road and dirt road use, but without a plug in sized battery to back it up, it can be lacking in true off road use. though the reason Ford and others still use mechanical AWD is more about cost to them.
... has been the main criticism by professional reviewers of almost every crossover, ever. It is true, but I don't think the market will worry about it too much. Your CR-V and Forester buyers want AWD to deal with inclement weather, and maybe if they're really outdoorsy getting to the trailhead to go hiking, not true off road use. RAV4 Hybrid (as well as all the Lexus hybrid SUVs) uses a rear motor to achieve AWD, but sells like ice cream on a 100 degree day.
I agree for the general population, but I want something that can handle loose sand while still getting reasonable fuel economy on the road. The Escape manages to match the Rav4's EPA rating with a mechanical system, and the penalty is the same as when Toyota offered the Highlander hybrid in both FWD and AWD. Electric AWD has advantages, but it hasn't made the mechanical obsolete yet. The Rav4 hybrid is selling well because Toyota has chosen to forgo the profits on mechanical AWD to hide the cost of the hybrid system in the US. Having the hybrid be the most powerful model doesn't hurt either. The Rav4 is still a hit in markets that have the FWD option, and the car has a price increase like the Camry and Corolla hybrids, but I don't think that would be the case in the US, land of cheap gas.
I'd also agree that the rear motor implementation of AWD on the RAV4 Hybrid and Prime is not as robust as a mechanical system that can throw at least 50% of the available thrust to the rear. The rear motor in the RAV4 Hybrid and Prime are seemingly very similar from 2 data points I found, a 2019 Hybrid and a 2021 Prime. Both sources indicated the rear motors are in the 53/54 HP range with 89 lb-ft of torque. When driving forward uphill, for example, most of the weight shifts to the rear which would have the better traction, but the rear motor isn't all that powerful whether powered by the battery or the ICE-run generator so limited by design. In one test I ran with a Crosstrek Hybrid in a modest back yard hill climb, the ICE started up to provide sufficient power. It would not stay in EV mode. So that's one situation where I was happy the Crosstrek had a mechanical AWD system. I hope to see more details around the Hyundai Tucson AWD system.
It might seem puny for off-road racing, but 53 horsepower can do a lot at low speeds. Motor torque alone without knowing the relevant gear ratios tells us very little about torque at the wheels. I'd suspect a main drawback of the electrical systems is lower efficiency than mechanical drives when relatively high rear torque is required---with consequent possibllity of thermal issues if the torque must be sustained long.
But that is the rating of the motor, what it actually produces is going to be less in the system. The hp ratings of the engine, front motor, and rear motor are 176, 118, and 54(Toyota site). The system rating is 219hp. M/G1 can not produce enough electricity to power the front motor to its full rating; it never has in Toyota's, or others, power-split hybrids. Any calls for more power from the motors is answered by drawing from the traction pack. My concern with eAWD in a hybrid is how behaves when the traction pack is drained. At low speeds, M/G1 probably provides enough power on its own, but what is the split front to rear? Can the driver manually select more to the rear? The ICE models appear to have a terrain select system, but the hybrid appears to just be a default front only until it detects problems with traction. PS: Appears the Rav4 hybrid is back to using NiMH in the US. Guess they had a battery shortage last year.
I think that's why, given how batteries keep getting cheaper, lighter and smaller, it will eventually make sense to increase pack size, even in regular hybrids. As it is, most hybrids have crept up from well under a kWh to 1.5 or so. Another 1.5 of Li wouldn't cost that much anymore (or soon enough) and would provide more of that reserve-power capability. 54 rear horsepower is not enough for some serious off-roading situations of course, but backed up by a sufficient battery, it is probably more than you can even use in most snowy, let alone icy, situations on paved roads.
Agreed! That 7 hp rear motor on the Prius AWD-e certainly makes a difference in traction on slick roads and does not need more than the little hybrid battery. The 54 HP rear motor on the RAV4 Hybrid is probably overkill for on-the-road use, but makes it look more serious as an AWD vehicle and would help launch the RAV4 more authoritatively. Quick starts are not expected from the Prius.
What I've heard is that the parallel hybrids have 1.5kWh, and power-split, at least Toyotas, are still under 1kWh.
That may be. I've been mostly looking at specs for the newer hybrids, including the Hondas, Hyundai/Kias and the various SUVs coming out.
The Hyundai/Kias are parallel, and I recall seeing 1.5 kWh for the Ioniq. As are the F150 and Explorer. The Escape is power-split with a 1.1kWh Li-ion pack. Honda has both, but I think only the Acuras have the parallel system in the US. The Insight and Accord have 1.2 and 1.3 kWh Li-ion. Honda makes heavy use of EV operation at lower speeds with their power-split. The Prius Li-ion is under 1 kWH, and the Camry's is at 1. Though that might not totally correct, as I'm seeing 0.9kWh for the Venza, and I see Toyota staying with as few pack sizes as possible for costs. Perhaps I'm seeing total and usable capacities. The Rav4 is back to NiMH, but that pack is the same size has the Camry's. It likely would be in that 0.9-1 kWh with Li-ion too. The Highlander has the largest capacity NiMH with 1.9kWh, but is the heaviest with eAWD. It does look like Li-ion packs in power-splits are starting to creep up. Makes sense with cost drops, as more capacity can eke out a few more MPGs on the test. Doesn't see to be the case with the company that uses eAWD though. Toyota appears to design for NiMH, and uses a Li-ion that would match the NiMH's usable capacity. They do use larger packs with the eAWD SUVs, but it might be enough for just reliable use of part time AWD operation in inclement weather on roads. Which is, truthfully, howthe majority of AWD cars are bought for.
The Santa Fe PHEV is also coming later this year with same 13.8kWh and supposedly around 30 mile range estimated (and around 32-33 mpg combined). If that would be the case, then this should get bit more than 28 mile. The Santa Fe interior is a bit nicer I think and also has that same HTRAC system. According to Hyundai: "The HTRAC AWD system was developed as a multi-mode system, providing an electronic, variable-torque-split clutch with active torque control between the front and rear axles.". So not like Toyota purely electronic it seems with a traditional driveshaft? If that's the case then the ICE can get power to rear wheels as well?
Hyundai announced today it will be 32 mile AER and 30 mpg combined. Range is decent I think but mpg could have been better. Compared to the ICE model still 30% improvement but big gap to the RAV4. On the other hand this will likely be a bit cheaper. https://www.hyundainews.com/en-us/releases/3275
Not interested ( right now ) in this kind of vehicle , but after driving my friend's RAV4 Hybrid , I'm intrigued about the RAV4 Prime. Should I say "about" or "with" ? A PHEV is a good , but expensive , toy. And I'm a boy , so I like toys.
