Which hybrid medium SUV is the best? Hyundai Tucson v Kia Sportage v Nissan X-Trail hybrid family SUV comparison

03/04/2025 10:00 PM

It used to be that the only hybrid SUV Australians could buy was a Toyota RAV4. It set the standard for a segment that is now seeing strong growth Down Under, favoured for its proven hybrid technology, familiar nameplate, and eye-openingly frugal fuel economy.

It was also the default choice because, for the last five years or so, it's had little competition from rivals.

However, the tides have changed and they've washed in a wave of competition. Shoppers at the budget end of the hybrid SUV spectrum are now served by cars such as the GWM Haval H6 or MG HS, while even legacy car makers have embraced the fuel-sipping technology too.

As for this comparison, say hello to the Hyundai Tucson, Kia Sportage and Nissan X-Trail – all models that now count a petrol-electric hybrid powertrain in the mix, while keeping occupants occupied with all manner of equipment and comforts.

All three have enough space for child seats seats, prams, nappy bags, and everything else a modern family can throw at them.

New hybrid SUVs couldn't come at a better time, too, considering many Australians continue to face the cost-of-living pinch at the petrol pump, and as demand for proper electric vehicles begins to taper off.

We assembled three of the best hybrid-powered, medium-sized SUVs that have arrived locally over the last couple years.

Two of them are, ostensibly, twins under the skin, but there are varying takes on the hybrid powertrain at play here and we're going to delve into all three.

We will evaluate how these cars drive, their interiors and practicalities, and the features they offer. Of course, we'll delve into which hybrid powertrain is the most efficient and decide which one works best.

Worth noting, the Hyundai Tucson enables buyers of every specification level to choose a hybrid powertrain. However, both the Nissan X-Trail and Kia Sportage reserve the fuel-sipping technology for select model variants in their respective line-ups.

For this comparison, we've ticked all the boxes and gone with the range-topping model grades of each car.

So, if you and your family are ready to take a step into electrification, without going into EV territory, stick around because you are about to find out which of these three family SUVs is best.

Pricing and specifications

These three SUVs straddle the $60,000 price point. The Kia Sportage GT-Line is the most affordable, the Nissan X-Trail Ti-L e-Power sits in the middle, and the Hyundai Tucson Premium N Line is the most expensive.

We'll start with the most affordable and the most expensive cars first – the South Korean twins-under-the-skin.

Kia introduced a hybrid powertrain to the Sportage early in 2024, followed by the Hyundai Tucson Hybrid midway through the year. Curiously, while the Hyundai Tucson range offers the hybrid engine option across the entire range, the Sportage Hybrid can only be had in two specific variants.

In any case, we're looking at the range-toppers. The Kia Sportage GT-Line Hybrid costs $55,420 and the Hyundai Tucson Premium N Line Hybrid costs $61,100. Both of these prices are without on-road costs added.

They're closely related under the skin and utilise a 1.6-litre turbo-petrol four-cylinder engine to produce 169kW/350Nm outputs in the Kia and 172kW/367Nm in the Hyundai. This power is sent to the front wheels in the case of the Kia, and to all wheels in the Hyundai.

Each car gets a six-speed automatic transmission.

They trade blows on features and price, because while the Hyundai might stock larger 19-inch wheels against the Kia's 18-inch units, the Kia comes nearly $6000 more affordable.

Each of these cars comes with 12.3-inch displays running infotainment and instrument cluster information, big panoramic sunroofs, 360-degree cameras, hands-free powered boots, heated and ventilated seats, high-end sound systems, and keyless entry.

Overall, they're very lineball in terms of included features. Handily, neither car really comes with additional options, aside from premium paint.

The Nissan X-Trail Ti-L e-Power costs $58,990 before on-roads and matches the Korean twins on much of their equipment boasts, but can't quite equal them on outright engine outputs.

We'll discuss engines in detail soon, but the Nissan’s series-hybrid system outputs 157kW in total. This power is routed through all four wheels from front and rear electric motors, with a 1.5-litre turbo petrol engine used as an onboard generator.

Specs-wise, you're getting similar 12.3-inch screens, a big panoramic sunroof, a power tailgate, and 19-inch wheels, but there are more speakers for the X-Trail’s Bose sound system, rear window sunshades, tri-zone climate control, and quilted nappa leather upholstery.

It misses out on some niceties that you get in the other cars, namely ventilated seats, a black headlining, and power ports in the boot.

These three medium SUVs offer the latest and greatest in terms of safety technologies. All are tested to a five-star standard with ANCAP (albeit most ratings are from a few years ago) and offer a slew of active safety measures to prevent collisions.

The Hyundai goes the furthest with new technology such as Intelligent Speed Limit Assistance function. Handily, the brand has introduced a steering wheel button shortcut to mute the audible "overspeed" warning that sounds whenever the car strays above a posted speed limit.

While not a complete removal of the warning altogether, Hyundai's solution involves holding down the steering wheel mute button for a few seconds, which turns off the audible warning. This is handy because oftentimes the cameras can detect the wrong speed limit.

For servicing, buyers will pay $2040 over five years in the Hyundai Tucson Hybrid Premium N Line, $2930 in the Kia Sportage GT-Line Hybrid, and $2353 in the Nissan X-Trail e-Power Ti-L.

The Hyundai and the Nissan are covered by five-year (unlimited-kilometre) warranties, while the Kia goes two better with a seven-year (unlimited-kilometre) arrangement.

Although the Kia gets an additional two years of warranty, it's by far the most expensive to service. Comparatively, the Hyundai's lowly $2040 cost over five years (for a technically more complicated powertrain with its AWD capability) is far more attractive.

Styling and design

The Kia shows a wide front grille, sleek badging, and black accents for add-ons like the roof rails. There's some plastic cladding around the side sills to show that it can do a bit of off-road work, but there's no doubt this car will spend more time doing school runs than out in the middle of Australia.

The Hyundai Tucson is adventurous in terms of its looks. The front grille incorporates lights for a nice integrated look, while there are accentuated plastic wheel guards and angular bodywork down the side. The N Line styling package sees body coloured accents extended don’t the bumper and wheels arches for a sportier look.

The Nissan looks conventional and safe. We've seen this generation Nissan on the roads for a few years now and its V-Motion grille and split headlights are distinctive on the road. There's a bit more chrome to signify that it's a high-end specification.

It's clear that the Hyundai pushes the style boundaries the furthest, but let us know which is your winner in terms of looks by commenting at the bottom of this article.

Powertrains

It's not just the badge, equipment and price that separate these three either, because there is also different hybrid tech in use here too.

Whereas the Tucson and Sportage feature series-parallel hybrid systems, the X-Trail uses a series-hybrid system that Nissan calls e-Power.

In the Korean twins, either the electric motor, petrol engine, or a combination of both can drive the wheels depending on the situation.

With the Nissan X-Trail, it will only ever run on electric power, with the petrol engine used to feed the battery and motor.

This has an effect on driving performance because the Tucson and Sportage can, at times, perform like a petrol-powered car, while the X-Trail will constantly offer the benefits of an EV powertrain, with the added noise of a petrol engine at times, of course.

Either way, all models will offer tangible savings in fuel, but there are pros and cons to each system, as you'll find out soon.

2024 Hyundai Tucson Hybrid – what is it like inside?

The current-generation Hyundai Tucson was introduced to the Australian market in 2019, though it's just undergone a midlife facelift that primarily addresses the interior.

There are subtle tweaks on the outside and minor spec changes – but it's what's on the inside that has seen the biggest overhaul.

Hyundai's newest infotainment software (ccNC) is now in use behind dual 12.3-inch screens (driver's cluster and central infotainment). It comes with wireless Apple CarPlay and Android Auto, and can be connected to Hyundai’s Bluelink app for remote access to features like vehicle location, fuel level, and more.

The front row of the Hyundai Tucson has received a thorough boost in terms of not only design, but also the materials and functionality when compared with its pre-facelift predecessor.

We love the way the new curved displays integrate within the dash, and the additional storage that's been freed up by placing the gear selector on the steering wheel column rather than the centre console.

Not only does it help packaging, but it's great how easy it is to change gears when you're trying to do a quick three-point turn.

Though it's not billed as a ‘prestige’ car, Hyundai has used nice materials in the Tucson's construction. The dash is soft-touch, there are fabric inserts around the door panels, and the suede-like seat inserts of the N Line interior are grippy.

The seats themselves have a great range of movement to find a nice driving position, and there's good under-thigh and bolster support too.

Like the Sportage, the Hyundai's cabin has a black headliner that's livened up thanks to a large sunroof – there's also ambient cabin lighting.

The infotainment is slick and operates without delays, while the wireless Android Auto and Apple CarPlay is quick to reconnect after re-entering the car.

The Hyundai navigation system ensures you're kept on the straight and narrow, while the camera quality from the 360-degree monitoring was sharp when parking.

A big plus is Hyundai incorporating a panel of physical shortcut buttons beneath the screen so you can easily jump to the map, media or home screen. Below that, there are dedicated controls for the air conditioning.

It's also great how you can easily monitor the hybrid powertrain's status using the instrument cluster or the main infotainment display, while speed information is viewed on a head-up display in this Premium variant.

The second row is such an important space for a mid-size SUV because it has to swallow all kinds of people – ranging from the elderly to the newborn – and keep them comfortable on long journeys.

Back-seat passengers inside the Tucson get a comfortable level of kit and amenity. There are air vents, USB-C ports, front passenger seat adjustments, map pockets and a centre armrest with cupholders. This variant gets heating for the outboard seats in the second row.

Even though it's got a big panoramic sunroof, I was able to slot my head (I'm 194cm tall) beneath the headlining with room to spare and I had ample space for my knees and feet. Unfortunately, the seat base doesn't slide. But, the backrest can recline to an impressively laid-back angle.

The boot of the Tucson opens electrically and contains 582 litres of space. It gets a space-saver spare wheel and latches to fold down the seats to extract more space. We do like that there's 12-volt power in the boot, plus a low-loading floor to easily slide items inside.

Hyundai Tucson – what's it like to drive?

The addition of electric boost to the Tucson's turbocharged 1.6-litre engine mightn't be enough to set your hair on fire, but the extra shove is appreciated to get this 1806kg medium SUV off the line.

Whenever you put your foot to the floor, the Tucson responds with a strong leap forward and keeps pulling hard up to the speed limit. The six-speed transmission is smooth and refined – it doesn't get in the way and fumble over itself, and the shifts are quick.

Importantly, the hybrid system is impressively refined and quiet. There's no noticeable handover between petrol or electric power, while the petrol engine's noise is subdued inside the cabin.

Noise in general is kept to a minimum. There's very little tyre roar on coarse-chip surfaces, while wind noise doesn't intrude inside the cabin at freeway speeds.

The steering feedback errs on the weighty side, but it’s more reassuring than tiresome. It's an easy car to place on the road and to manoeuvre into tight streets, and you can ascertain a good level of steering feedback when you’re threading the car through some twisty corners.

The Tucson's lovely, damped ride comfort is more than enough to ensure occupants are kept comfortable on the open road. Though it might ride on big (comparatively) 19-inch wheels, the car smooths out potholes, speed humps, and road joins; it could only use some improvement over sustained road imperfections such as cracked concrete.

Kia Sportage Hybrid – what's it like inside?

The Kia Sportage is arguably the oldest of the three cars here. It was introduced to the local market in 2021 and there has been little intervention since.

A facelift is coming later in 2025. However, one major change that has occurred is the addition of a petrol-electric hybrid powertrain.

Kia introduced the new hybrid engine option early in 2024, but unlike the Hyundai Tucson – which it shares a great deal with – unfortunately the technology is reserved for the SX and GT-Line model grades.

On test, we've got the GT-Line specification. It gets all the kit and caboodle you could want for its $55,420 (plus ORCs) price point, and it's nice to see that there are no additional options.

This is the top-spec Kia Sportage, so accordingly it feels pretty luxe inside the cabin. Kia has used wood-effect panelling on the dashboard and piano black trims around the centre console.

However, while I like how it looks now, I'm unsure how scratched up that surface treatment will get after years of everyday use.

Just about everything you touch around the cabin is soft, especially the intended touchpoints. It's true, the treatments for the door panels and centre console compartment mightn't have the same quality feeling as the other two cars, but it's perfectly functional.

Herein lies the Kia's problem – it doesn't miss out on much compared to the other two cars, it just lacks a bit of finesse and detail that is found on the Tucson twin-under-the-skin.

The front seats have electric adjustment that allow for a good driving position and view over the bonnet, but my head was getting close to the headlining (remember, I'm 194cm tall) compared to the other two cars.

I dislike the rotary gear selector – it's not an intuitive way to change gears, and I far prefer having a gear stick to rest my hand on while driving. Additionally, there were times that I'd twist the dial to change direction and the car would continue rolling backwards, for example.

Likewise, while it's a cool action, swapping the touch panel below the main screen from air conditioning to media playback controls is an unnecessary step – I wish they just had separate panel controls for those two systems.

The dual 12.3-inch screens running the infotainment and instrument cluster are high quality and swiping around the system is simple. It's not as new as the Hyundai Tucson's and the presentation isn't as pretty, but all the basics are there.

Satellite navigation and digital radio feature, though Apple CarPlay and Android Auto can only be activated through a wired connection.

The sunroof lets in a bunch of light to liven up the cabin, but there's also ambient lighting that's configurable to the driver's – or passenger's – tastes.

In the back, the Kia Sportage offers enough head room, plenty of space for my feet, and good knee room too. While I wasn't having to duck under the headlining, the head space was the tightest of all three cars. It's a shame that – like the Hyundai – the second-row seat base doesn't slide. But, the backrest does recline.

There are cupholders in the fold-down armrest, map pockets, drink bottle holders in the doors, air vents, and a couple of USB-C ports. There are hooks and mounts for storing odds and ends, and the overall ambience in the second row was comfortable. It just lacked a tiny amount of headspace compared to the Hyundai and Nissan.

The boot opens electrically to reveal the largest of three stowage spaces – 586L – but it's by a slim margin. More importantly, it's great to see a space-saver spare wheel and latches to fold down the rear seats.

It features one of the lowest load floors, which makes it easy to slide in bulky items, and there's also a 12-volt power outlet to charge devices.

What is the Kia Sportage like to drive?

There is very little separating the Kia Sportage and Hyundai Tucson hybrids. Both utilise the same powertrain set-up, though in the former's case power outputs are slightly lower at 169kW and 350Nm.

In practice, you can't notice any difference. The Sportage gets up to the speed limit in a spritely fashion and the six-speed gearbox is quick (and smooth) to execute gear changes.

There is risk of overloading the front wheels (especially in the wet weather) and the car can scrabble for traction under heavy throttle load, though considering most buyers will spend time around suburbia, this is essentially a non-issue.

It does feel as though there is less refinement in how the two petrol-electric powertrains operate. The Sportage exudes a bit more engine noise than the Tucson, there's slightly more noise from the wheels that makes its way inside the cabin, and the hand-off between petrol and electric isn't as seamless as you'll find in the Tucson.

Mind you, these are all slim margins.

The ride comfort on the 18-inch wheels is brilliant and shows that Kia has put significant effort into tuning this car for local road conditions.

It doesn't translate road impacts such as corrugated bitumen or train tracks through to the cabin without dampening off their effect, and it's great at absorbing larger imperfections such as speed humps.

The steering has a firm and weighty feel to it without making the car a chore to handle around urban streets or tight parking lots. There's a good view out of the cabin – whether in front or behind – as well.

Overall, it's lineball between the Kia and Hyundai. Buyers chasing AWD will gravitate towards the latter, but reality means that few will actually require it, and they'll be happy with the Kia Sportage.

Nissan X-Trail e-Power – what is it like inside?

The new-generation Nissan X-Trail arrived in local showrooms in 2022 and it was quickly followed with the e-Power hybrid variant. Although it was initially reserved for the Ti and Ti-L variants, Nissan has since introduced a more affordable ST-L e-Power variant.

There is some conceptual difference in how the e-Power hybrid system works, but the end goal is still the same – offering fuel-saving benefits so that Aussie buyers don't have to spend as much at the petrol station.

With that said, unfortunately the tricky e-Power system requires a minimum of 95-octane premium unleaded petrol. This is a big blow for a car that's aimed at reducing running costs long-term.

In any case, there's a lot to like about the Nissan X-Trail and its expansive cabin.

The fit and finish of materials inside the X-Trail are done to a high standard, which reassures it's a car that will stand the test of time. Likewise, most elements of the cabin are covered in soft-touch materials to elevate the overall feeling.

The Ti-L receives fancier nappa leather-accented upholstery with a quilted-stitch pattern, though personally, we preferred the grippy, fancy suede-effect trim in the Hyundai Tucson.

The front seat feels comfy with a good amount of bolstering to hold you in through tighter bends, while you can also sort out a nice high driving position for a commanding view over the road. Arguably, the Nissan comes with the most supportive seats – but the Hyundai comes with the best combination of suede-effect (and leather) upholstery.

Its light headlining doesn't convey a sense of prestige that buyers expect at this price point. The combination of brown and black trims don't gel with the light headlining either.

As for technology, the Nissan X-Trail Ti-L e-Power runs a pair of 12.3-inch screens like the other two cars.

For those who prefer the familiarity of smartphone mirroring, you can get wireless Apple CarPlay on the 12.3-inch infotainment display. Android Auto connectivity needs to be through a wired connection.

The main display is crisp and clear, but the level of content isn't as detailed as the Hyundai Tucson. There are blank screens as you swipe through the home menu and the overall presentation lacks flair.

Likewise, while you can change the instrument cluster between a few display set-ups, the screen feels as though it offers basic information and little more.

There is good storage around the front row and, like the other cars, a wireless smartphone charger. The Nissan also comes with a digital rear-view mirror that neither of the other two cars has. This allows a traditional mirror view, or a camera feed from the rear of the car that’s heady to see past rear seat occupants with a full load of passengers.

We loved the overall space in the rear row and especially love the fact that the seat base slides. It allows the interior to be more adaptable to individual needs and you can create more space as required.

Behind my own driving position, my 194cm frame fit in nicely underneath the headlining. There was also great knee room and foot room.

There's little doubt that the Nissan is the best car when it comes to the second row.

Amenities-wise, there are map pockets, a tri-zone climate control panel, USB power ports, and even sunshades.

What is the Nissan X-Trail e-Power like to drive?

It should come as no surprise that the Nissan X-Trail e-Power is the most EV-like car to drive. If that's something that appeals to families, it's a concept that is best displayed by the Nissan.

It's barely worth talking about the 1.5-litre three-cylinder turbocharged engine (106kW/250Nm) that sits under the bonnet, because the 157kW (combined output) electric motors do the heavy lifting.

Acceleration is not always a quick sensation as you lean into the accelerator. There's a momentary lull of power after you put your foot down, but that quickly builds and before you know it you're at freeway speeds.

The 157kW outputs have a different feeling to the other two, about the way they're deployed, but they're just as effective at getting the 1911kg body up to speed.

A lot of the time you can actually forget that you're driving a petrol-powered car – the sensation of having electric motors power all four wheels is eerily quiet and impressive.

But reality comes and it does bite hard. Because even when the X-Trail e-Power sits still at a set of traffic lights, the 1.5-litre turbocharged engine can fire up and rev high as it tries to replenish the 2.1kWh battery.

It's a weird feeling, because the car is otherwise impressively quiet. There's very little road or wind noise at high speeds, while there are no obvious clunks from the drivetrain either.

There's confidence to the way the all-wheel-drive system puts power down to the ground, and the X-Trail e-Power is a fun car to steer through corners at higher speeds. It doesn't waver or roll through bends, and the roadholding is nice and easy.

The steering is quite light, which is a sensation we didn't love on test. There's some vagueness to the way the car changes direction when compared to the other two cars, and although it's an easily manoeuvrable SUV, you don't get much feedback from the steering system.

Nissan has tuned the X-Trail e-Power with a softened ride quality that absorbs bumps smoothly and skips over road corrugations.

Although it feels like the largest of the three cars dimensionally – which it is – it's not as though it's a hard car to drive around town.

Which of the hybrid systems is most efficient?

Fuel efficiency is the aim of the game with these medium SUVs, and although some of them go about that goal differently, there are winners and losers.

We've already discerned that the Hyundai has the most refined petrol-electric combination, and although the Nissan's e-Power system is impressively close to an EV, it comes unstuck when the petrol engine flares with revs.

As for efficiency, Nissan claims 6.1 litres per 100 kilometres on a combined cycle, but we never came close to that on test. At the end of the comparison we were seeing 7.0L/100km, which is a decent way off the claim. There’s little doubt that the underlying technology of the e-Power system is cool, but it’s unfortunately not as effective as you’d like to see – with respect to its extra cost.

For reference, we've spent lots of time behind the wheel testing the e-Power system at Drive and it's been difficult to match the manufacturer’s claim.

The more conventional series-parallel hybrid system in the Hyundai and Kia is a different story.

The Hyundai Tucson N-Line Premium and its AWD configuration rate higher on paper than the Kia Sportage and its FWD set-up. Hyundai claims 5.3L/100km for the Tucson, while Kia states 4.9L/100km.

In practice, the Hyundai Tucson fared better during our comparison with a 6.4L/100km rating. The Kia Sportage wasn't far behind showing a 6.5L/100km consumption.

Which hybrid medium SUV should I buy?

It's clear that the hybrid powertrain game has moved on from the Toyota RAV4. While that enduring model has done a brilliant job in educating the public as to the benefits of a hybrid powertrain, there are now simply better options out there.

All three of these medium SUVs we've compared offer more power out of their hybrid powertrains, and come with better technology under the skin. You get a nicer treatment inside the cabin and better space for passengers to lounge about in.

But, as for sorting out the best from the rest in terms of the Kia Sportage Hybrid, Nissan X-Trail e-Power, and Hyundai Tucson Hybrid, our favourite car of the three is the latter.

It's true that you'll pay the most amount of money by choosing the Hyundai Tucson Hybrid in Premium N Line specification, but there's no doubt that you're rewarded with the most well-rounded package.

Its hybrid powertrain is not only effective, but the way it operates is the smoothest and most refined. The Tucson's interior presents as though this car competes in the prestige segment – it's that well equipped and that well covered by premium materials.

The experience behind the wheel is equal parts comfortable and entertaining – enough poke to have some fun when driving outside the city, but simple and easy to drive around town every day.

There are still plenty of reasons to choose the Nissan X-Trail or Kia Sportage. The former comes with an incredible amount of interior space and boasts the most sophisticated EV-like powertrain.

Meanwhile, the Kia Sportage and its FWD configuration is arguably all you need for the driving situations in which the majority of buyers will face. It's also the most affordable of the three and comes with the longest warranty.

But one of the biggest drawcards for the Hyundai Tucson is the fact that you don't have to spend all the way up to the flagship Premium model grade.

A hybrid powertrain option is included at every level of the Hyundai Tucson range – essentially democratising the fuel-saving technology for all.

The post Which hybrid medium SUV is the best? Hyundai Tucson v Kia Sportage v Nissan X-Trail hybrid family SUV comparison appeared first on Drive.