2026 Hyundai Elexio v Hyundai Tucson comparison: EV vs hybrid medium SUVs compared

Hyundai finally has an EV for Australia’s hotly contested mid-sized SUV market, and given the current fuel price war, it could not come at a better time.

The Elexio is arguably the most significant launch for the Korean car maker in years. It sits right next to its cousin, the acclaimed Tucson, but the vibe couldn’t be more different. One is a Chinese-built, tech-first electric lounge suite; the other is a Korean-built, petrol-sipping hybrid classic.

But with a $10,000 difference in initial outlay and two completely different ways of keeping the 'tanks' full, it’s a choice between the avant-garde and the old guard. Do you take the leap into electrification or stay in the hybrid comfort zone?

Built in China and designed to stare down the likes of the Tesla Model Y and the growing army of Chinese challengers, the Hyundai Elexio is a typical tech-heavy contender with a load of included kit and backed by Hyundai know-how and support.

A cheaper entry-level version is now on sale, starting at $58,990 plus on-roads, and trades leather seats for cloth, 18-inch rims over the Elite's 20-inch saucers, and a manual tailgate.

The competition in this heartland segment is fierce. The Elexio’s cousin, the Kia EV5, starts slightly lower at $56,770, while the Tesla Model Y ($58,900) and the luxe Zeekr 7X ($57,900) are also under the cut, all prices before on-roads. These rivals – and the Tucson – offer a variety of spec levels and also all-wheel-drive (AWD) variants.

Then there's the cost of the Tucson itself. If we take a moment to examine the difference between the 'pay now, save later' (EVs) or 'save as you go' (hybrids) philosophy, the Tucson Hybrid Elite N Line is more than $10,000 cheaper than the Elexio at $50,850 plus ORCs.

It approaches the fuel crisis differently, with a 1.6-litre turbo petrol engine paired with a small electric motor, claiming 4.9L/100 km across the use of both.

With 91RON regular unleaded petrol averaging $2.25 per litre at the time of writing this (and still going up), filling the Tucson’s 52-litre tank is suddenly a triple-digit affair. Many are looking to hybrids or EVs to ease the financial burden. But there is more to the task than saving at a gas pump when deciding whether to go part or full electric.

Based on our real-world testing of the Tucson at 5.6L/100km (read more on fuel efficiency below), a typical 15,000km year will cost you roughly $1890 in fuel.

In comparison, if you primarily charge the Elexio at home ($0.30 per kilowatt-hour average), covering that same 15,000km at our real-world 20.5kWh per 100 kilometres will cost you half as much at $923.

Even if you’re a digital nomad who splits your charging 50/50 with expensive public fast chargers ($0.65 per kWh), your annual bill rises to $1460, which is still a comfortable $430 saving per annum over the hybrid.

Combine five years and 75,000km, and a home-charged Elexio will cost $6512 to the Hybrid's $11,440. So the Elexio saves you nearly $5000 over five years.

But here's the catch – because it costs $10,000 more to buy, you won't actually break even until roughly a decade of ownership, and that's if no mechanical or electrical gremlins pop up. And don't forget, heavy EVs typically go through tyres about 30 per cent faster than their ICE counterparts, and the Elexio Elite is on big, expensive 20-inch rims.

If those mind-bending sums don't already have your mind made up, read on as we deep-dive into the real pros, cons and differences of these two siblings.

The Hyundai Elexio occupies a footprint that is quite close to the Tucson's, yet it uses the real estate in a completely different way.

At 4615mm long, it is 35mm shorter than its hybrid sibling, though it stands 30mm taller and 10mm broader, with its slippery nose and slab-sided profile giving it the appearance of a far larger car.

Its face is defined by 'crystal-square' LED headlights that give it a pixelated, high-tech stare, while the rear features full-width LED combination lamps. It sits stanced on 20-inch aerodynamic alloys sporting a 'plum blossom' design; a floral flourish in an otherwise spartan side profile.

While the electric platform allows for a perfectly flat floor in the second row, and knee and head room for said row are excellent, the actual cargo space is a bit of a letdown in this segment, particularly for an EV. At 506 litres (expanding to 1540L with the seats down), the boot is significantly smaller than the Tucson Hybrid’s 582-litre cavern.

Furthermore, whereas a Tucson owner might enjoy the security of a space-saver spare wheel, Elexio drivers are left with a tyre repair kit (and thoughts and prayers) should they encounter a rock on a country B-road. It must be said that most EVs are also lacking even a space-saver, but in Australia this can pose a real problem, particularly when wearing 20-inch rims anywhere away from a city centre.

The most baffling omission is the front storage area. A front boot is usually another staple of dedicated EV design and a handy spot to hide things like dirty charging cables or wet gear, but in the Elexio it’s completely AWOL. Pop the bonnet and you're met with a vast plastic shroud covering a cavity that looks like it was meant for a storage bin.

In fact, the Kia EV5 manages to find up to 67L of front storage space in the exact same spot. It leaves the Elexio feeling like its minimalist design philosophy is failing to maximise its space.

The theme inside is soft-touch minimalism, and is as impressive as it is occasionally baffling. The interior in our test car, a lovely Dove Grey that is a $295 option over the standard dark coverings, reveals flowing suede and fabric textiles, soft pleather and carpet on pretty much everything. It's hard to find a nasty hard plastic surface.

It is further brightened by the huge panoramic roof and, like many China-derived EVs, has no window tinting, so the interior almost shines from within it's so light.

The headline act is undoubtedly the 27-inch (67cm) panoramic display that serves as the dashboard’s nerve centre. It is an enormous, buttonless slab that stretches from left of the steering wheel all the way to the passenger-side pillar.

The screen is mounted unconventionally off-centre, leaving the vast majority of its digital real estate to the person in the passenger seat. In our right-hand-drive market, it gives the distinct impression that someone at the factory forgot to mirror the dashboard layout, leaving the driver to feel like a bit of an afterthought in their own cockpit.

To pass the time while charging, there are built-in games with graphics that are charmingly, perhaps unintentionally, DOS-like. The passenger can access these while stationary, or other apps while on the move, though not a volume button to turn the stereo down if they need to take a call.

In front of the driver, where you would typically find a traditional instrument cluster, there is nothing but a bare dash. Information is instead relegated to a few inches of the panoramic screen near the left hand, or a small digital cluster that functions as a sort of pseudo-head-up display at the base of the windscreen.

It’s a clean look, certainly, but one with a significant Achilles heel: if you’re wearing polarised sunglasses, which you may well need as the windows have no tint, the display becomes a black void.

The cabin is otherwise well laid out and ergonomic, with heated and ventilated front seats and 14-way power adjustment for the driver, and up to six cupholders in front. The centre console offers the option of two cupholders and a storage bin, or four cupholders, thanks to a nifty flip-over panel that makes you wonder why everyone doesn't do this.

For charging devices, the centre console offering dual wireless charging pads, a 12V socket, and three USB-C chargers with one a dedicated data/charging port. The rear seats get two USB-Cs as well, and in the boot the Elexio’s internal Vehicle-to-Load (V2L) system is a standout, offering a domestic three-pin plug with a maximum output of 250V and 4kW. This setup allows you to essentially make an espresso or dry your hair in the middle of nowhere, provided you have the battery percentage to spare.

You can also spec a V2L plug adaptor ($595) that allows you to lock in straight to the charging plug, enabling the powering of external charging of battery-powered devices like E-bikes while the car is locked up.

If the Elexio is the buttonless future, the Hyundai Tucson Hybrid Elite N Line is the grounded, pragmatic one with feet firmly in the present.

Stepping up to the Elite grade (above the base model) adds a power tailgate, power-adjustable front seats, and rear privacy glass, and the $2500 N Line pack adds 19-inch wheels, a sports body kit, and adaptive LED headlights.

Inside, the cabin was treated to a comprehensive refresh in 2024 that prioritised usability. While it adopts the now-familiar dual 12.3-inch curved panoramic displays and the initially irksome column-mounted wand shifter, it sensibly retains physical dials for volume and temperature within a practical panel. The Elite also gets dual-zone climate control and a wireless phone charger.

The N Line treatment brings a sophisticated mix of suede and leather-appointed materials to the front row, though the bean-counters have clearly been at work in the back. While the front feels premium, the rear door tops are finished in a hard plastic that feels a bit cheap and nasty by comparison.

Practicality in packaging is where the Tucson Hybrid really starts to pull away from its electric sibling. Despite having a near-identical footprint, the Tucson's 2755mm wheelbase, 5mm longer than the Elexio, translates into a rear-seat experience that comfortably accommodates adults without slipping and sliding; the sueded seats of the N Line providing grip that the Elexio's pleather cannot mimic.

The cargo area is where the gap becomes a chasm. You get a massive 582L of boot space, which swells to 1903L when you fold the rear seats flat and dwarfs the Elexio’s 506L/1540L offering. A clever two-position boot floor also allows you to eliminate the load lip to slide in the heavy items, making the Tucson feel like it was designed by people who actually have to lift things.

Perhaps the Tucson’s greatest victory over the Elexio, however, is under the boot floor. Even hybrids sometimes sacrifice a spare for their battery, but the Tucson Hybrid manages to pack a space-saver spare wheel. For the Australian driver, this provides a level of peace of mind that the Elexio’s aforementioned thoughts-and-prayers solution simply cannot match.

When you factor in the ability to run up to nearly 1000km, plus its 1900kg braked towing capacity and larger cargo area, the Tucson Hybrid makes a compelling case for itself as the more versatile, less temperamental companion for the long haul.

Behind that expansive 27-inch glass lies the debut of Hyundai’s Connect-C system, an Android Automotive-based brain powered by a Qualcomm Snapdragon 8295 chip. It's as snappy as a new smartphone, and devoid of the lag that sometimes plagues automotive infotainment.

While it supports wired and wireless Apple CarPlay and Android Auto, the system makes the deliberate choice to limit phone mirroring to half the screen. Unlike many rivals that allow a mirrored phone to hijack the entire interface, the Elexio ensures you never lose access to your essential quick-access buttons or vital driving data. It’s a functional win for the driver, who can navigate via Google Maps while still keeping a constant eye on car data.

However, the screen’s dominance comes at a cost to the cabin's ergonomics. By erasing physical buttons for climate and audio, the Elexio forces you into a high-stakes game of 'find the function' for even the most basic adjustments, and bounce out and back in to mirroring if you need to turn the air up a notch.

This is also annoying for the passenger, who despite the ability of having their Spotify playlist on the big screen directly in front of them, has no physical way to adjust the volume and must ask the driver to do it.

It also doesn’t help that the auditory payoff is also somewhat underwhelming. For a vehicle wearing an Elite badge, the six-speaker sound system is undeniably basic. The audio profile is notably flat and thin, lacking the depth you’d expect from a car that otherwise feels like a tech showcase.

Hyundai is tossing in five years of its Bluelink connected-car services for free, which is a bonus considering many manufacturers are charging a monthly subscription for the privilege.

This package includes Digital Key 2, which theoretically allows your smartphone to handle the locking, unlocking, and ignition duties. However, there is a small, slightly analog caveat to this digital tech. Unlike the Tucson, the Elexio’s hardware doesn't support ultra-wideband technology.

This means the car won't detect your phone in a pocket or bag, rather you have to physically tap your phone on the door to open it, defeating the purpose almost entirely. This is made a little more frustrating by the pop-out door handles, which can be finicky to operate when you’re in a rush.

The Tucson Hybrid Elite N Line cedes the wow factor of the 27-inch screen to the Elexio, but counters with twin 12.3-inch touchscreens that offer the best of both worlds: wireless and wired Apple CarPlay and Android Auto, plus a digital instrument cluster right in your eye line with all of the right info at the right pixel size.

The Tucson also retains a row of hard keys for essential functions, and a dedicated 6.6-inch touch panel for climate control. By presenting these functions on their own permanent screen, the Tucson ensures your air-conditioning settings never get buried behind a map notification or a Spotify playlist. It’s a multi-layered approach to tech that feels surprisingly modern without being overbearing.

Even the six-speaker audio system, which feels so basic in the tech-heavy Elexio, feels more acceptable here.

The Tucson also gets the Bluelink suite, which offers five years of connected-car services including live traffic updates and remote climate start. But unlike the Elexio, the Tucson uses ultra-wideband technology on its digital key to sense your phone in your pocket and unlock the doors as you approach, so no tapping of the door handle is needed.

The Elexio secured a five-star ANCAP rating, though it technically rode the coat-tails of its Kia EV5 sibling to get it.

Hyundai did put the Elexio through its own pedestrian protection and safety systems testing, and this bumped the vulnerable road user protection score to 77 per cent (3 per cent more than the EV5), and the safety assist score to 85 per cent (another 3 per cent raise).

The Tucson is a five-star car, though it is showing a little bit of its longer teeth. When the range was tested in 2021, it scored an 86 per cent rating for adult occupants, which is 2 per cent less than the Elexio, but scored a percentage point higher in child protection at 87 per cent.

The gap widens when it comes to pedestrian protection, which is 11 per cent down on the Elexio at 66 per cent. Plus, the expansive list of safety tech in the Elexio, be it overbearing or not, still lends it a 15 per cent lead on the Tucson that scored 70 per cent five years ago.

Hyundai’s latest SmartSense suite includes rear cross-traffic alert, intelligent speed limit assist, and navigation-based adaptive cruise control that can slow the car for approaching curves. The 360-degree camera system and blind-spot-view monitoring offer an excellent viewpoint on the high-res centre screen, and the front, side and rear sensors stand ready to beep at any object within a three-metre radius.

It also packs navigation-based cruise control and an updated version of remote parking, which allows the car to shuffle itself into tighter spots than the Tucson while you stand on the kerb. It is a comprehensive, high-tech unit, provided you can handle the car continually explaining exactly how you should drive it.

The lane-centring assist and highway driving assist are particularly fierce, occasionally engaging in a wrestling match with the driver over where the car should point its nose. On a narrow country road, or when merging into traffic where the painted lines aren't 100 per cent clear, this calibration becomes less of a convenience and more of a liability.

The system has a nervous habit of misreading any faded lines and attempting to steer you too far the other way, complete with a sudden and firm tug of the wheel that can be quite disconcerting. It is reminiscent of early attempts at lane-centring tech, and really isn't calibrated well enough for an EV today despite Hyundai's ongoing commitment to local testing.

This digital anxiety extends to the driver monitoring system, which has a penchant for bonging at the slightest perceived lapse in concentration. Rather than placing a helpful warning in the head-up instrument cluster, the car chooses to bury the tiny flashing notification in the car info on the massive centre screen.

When the chime sounds, you’re forced to hunt for a tiny, flashing icon somewhere to your left to figure out exactly what you’ve done wrong this time. Of course, the moment you take your eyes off the bitumen to locate the source of the warning, the car detects your wandering gaze and immediately bongs again to scold you for not looking up at the road.

It is a perfect, self-sustaining loop of technological frustration. Hopefully, as the Elexio can take over-the-air updates, the Hyundai tech department work on these two bits of software and find a fix.

In short, there is a long list of standard tech, and this is to be lauded, but the (current) execution of some features is flawed.

In the realm of safety, the Tucson Elite N Line follows a more traditional path. While both vehicles operate the SmartSense suite, the Tucson relies on first-generation bits and bytes that perform their job well and without unnecessary flair. In the case of lane assist, the next generation in Elexio is not necessarily the better one.

The N Line specification for the Tucson brings some meaningful upgrades to the table, specifically adding side sensors to the parking suite to help protect those gloss-black fenders, but the Elexio holds the upper hand on parking. The Remote Smart Parking Assist 3 (RSPA 3) allows the car to shuffle itself into much tighter spots than the Tucson’s first-gen system can manage, all while you stand watching from the footpath.

Finally, there is the matter of the Intelligent Speed Limit Assist. In both cars, the system is predictably persistent, offering a steady stream of bongs the moment you stray over the detected limit. However, there is a glimmer of mercy in the refreshed Tucson, for while the warning remains annoying, Hyundai has made it notably easier to disable in the menus.

More so, warnings are on a traditional driver's instrument cluster, and not off to the left, where more bells chime as you try to find the source of the slapped wrist.

For BEVs like the Elexio, Hyundai offers two years of premium roadside support out of the box, and will continue to top up the two years every service provided you stay faithful to the dealer network.

You’re also losing half the number of mornings spent sitting idle in the service centre lounge due to the two-year servicing intervals.

The Tucson Hybrid is also backed by a seven-year/unlimited-kilometre vehicle warranty (provided you stick to the dealer network) and an eight-year/160,000km battery warranty.

This Tucson Hybrid is a far more high-maintenance companion, requiring a visit to the dealer every 12 months or 10,000km.

For the typical 15,000km/year driver, this means seeing a mechanic three times every two years. Over five years or 50,000km, this adds up to $2072 in pre-purchased capped-price servicing, which is about the same as the Elexio, but your valuable time is eaten into far more in the Tucson as you travel to the dealership each year.

The Elexio’s 88.1kWh lithium battery is a substantial piece of hardware, promising a WLTP range of 546km, which means the driver would need a recharge well before the car does.

While its official efficiency is quoted at 18.2kWh/100km, our real-world testing saw that figure climb closer to the 20.5kWh/100km mark, and it was largely city driving and short squirts.

For context, the Tesla Model Y Long Range manages to squeeze 600km of range out of a significantly smaller 75kWh battery, courtesy of a far more frugal 15.9kWh/100km efficiency rating.

When it comes to the inevitable pit stop, the Elexio’s 400V architecture ensures it is a capable, if not class-leading, charger. Replenishing the battery from 10 to 80 per cent at a 150kW DC charger takes approximately 38 minutes. It’s a reasonably respectable figure, though it still trails the Tesla Model Y, which can typically perform the same replenishment in under 30 minutes at a dedicated Supercharger.

If you're at the usual 50kW chargers, you'll be waiting an hour and 12 minutes.

Equipped with a 52-litre fuel tank, the Hybrid boasts an official combined fuel consumption of 5.3L/100km. In the stop-and-start chaos of the city, that efficiency is even more pronounced with a 3.6L/100km claimed urban figure, though it climbs to 6.5L/100km once you hit the open highway and start pushing the turbo petrol engine.

On test we saw that number nudge slightly higher to 5.6L/100km combined, which is still excellent efficiency for a family hauler.

It's the kind of math that makes perfect sense for the long-distance commuter who isn't quite ready to tether themselves to a charging cable. Based on the official figures, you are looking at a theoretical range of up to 981km before you need to start hunting for a service station.

Entering the Elexio is a bit of a performance. As you approach, the cubed front lights wave hello in a uniform line while flush door handles extend with a polite, mechanical click, though the handles themselves can be a bit finicky for the uninitiated or anyone attempting to juggle multiple items in hand.

Starting off, gear engagement is via the brand's wand shifter on the steering column (which is also on the Tucson). It feels fiddly at first, particularly when performing three-point turns, but it’s something brain and muscle memory will eventually accept.

The front-mounted electric motor delivers 160kW and 310Nm. Not exactly a rocket ship, given its tare weight of 2105kg, and 573kg of that is in the battery, by the way. But the performance is remarkably punchy and smooth, even in the efficiency-obsessed Eco mode.

However, the Elexio’s road manners are a bit of a mixed bag. On a glass-smooth freeway, it’s a serene space, but the moment the bitumen becomes B-road, the ride becomes noticeably busy. You can toggle through Eco, Normal, Sport, and Snow modes, and while Sport mode sharpens the throttle response with some urgency, it seems to forget to add any corresponding weight to the steering wheel.

Hyundai has worked in the regen braking levels into the steering-wheel-mounted paddles, allowing you to vary the braking intensity on the fly and one-pedal drive with purpose. It's a real win for those of us wanting to maximise regen and feel like you're actually driving rather than being driven, and even better, the levels aren't buried in a digital sub-menu.

Of course, there's always a catch: knowing which level you’ve selected isn't that obvious. Despite that massive 27-inch screen, the digital readout for your regen level is presented in tiny font and a wee icon at the very bottom of the display.

Like all good hybrids, the Hyundai Tucson Hybrid Elite N Line delivers a driving experience that bridges the gap between traditional mechanics and modern electrification.

The 1.6-litre turbo petrol engine paired with its 37.4kW electric motor produces a combined 172kW and 367Nm, which is smooth if a little rumbly, powerful enough, and remarkably efficient.

Unlike the Elexio’s futuristic single-speed reduction gear, the Tucson Hybrid utilises a six-speed 'proper' torque converter automatic. This choice provides a more traditional and familiar driving feel, allowing the engine to move through distinct gears automatically or via wheel-mounted paddles rather than the seamless, linear surge of the Elexio.

The vehicle’s weight plays a significant role in its agility and efficiency. At 1745kg (kerb), the Tucson Hybrid is considerably lighter than the Elexio at 2105kg, which directly aids its impressive real-world fuel economy plus its lighter feel under wheel and foot.

The driving experience is not without its minor flaws. The factory-fitted Nexen tyres are not the grippiest, occasionally spinning up when accelerating on wet surfaces or under heavy throttle. There is also some noticeable tyre roar when traveling over coarse-chip bitumen, though the cabin remains generally refined otherwise.

The Elexio is rated at 750kg unbraked or 1250kg braked, though towing anything more than a small trailer or hitching up the E-bikes should be the maximum attempted by this front-wheel-drive only EV.

In short, yes. Even the front-wheel-drive version we have on test is rated to 1900kg, helped by its torque-converter automatic and strong chassis. But if you wished to tow anywhere near that, we would recommend stepping up to the all-wheel-drive version and the torquey diesel powertrain.

Under load, the 1.6-litre petrol turbo will be working full-time and will likely swill rather than sip the fuel.

The decision to choose the Elexio or the Tucson Hybrid is a real test of how much digital tech and novelty you want in your drive before practicality takes over.

On one hand, the Elexio is a high-resolution, technological powerhouse with a lovely if minimalist interior. However, that futuristic charm comes with some daily-drive compromises and frustrations.

The Elexio lacks some of the utility currently expected from a mid-sized SUV, particularly next to the Tucson Hybrid. In packaging, the boot is notably smaller than the Tucson, relying on a tyre repair kit instead of a spare wheel is a gamble on any road outside a major city no matter what the range is, and the absence of a front storage area feels like a missed opportunity in a dedicated EV.

The ergonomics also present challenges, as the off-center screen is difficult to read, and the lack of physical controls makes basic tasks distracting while driving. The drive itself is also hampered by the battery weight and fussiness, particularly on the 20-inch rims.

The Tucson Hybrid Elite in N Line guise presents a more balanced argument for the average buyer. For starters, the range offers the choice of front-wheel or all-wheel drive, and the hybrid models remove any anxiety regarding charging infrastructure.

It also has the muscle to pull nearly two tonnes, which is good for this size of SUV and a significant lead over the electric alternative, plus refueling when towing is a far easier and faster process. You also gain a massive cargo area and the peace of mind that comes with a space-saver spare hidden under the floor.

Inside, the cabin prioritises common sense with a large driver's instrument cluster and physical dials that are easy to use without taking your eyes off the road. And as for the drive, it is noticeably more manoeuvrable, lighter, less fussy, and the second-row passengers won't be playing corners sliding from one side to the other on a twisty road.

The primary drawback is the maintenance schedule, which requires your time, if not more money, with a visit every 10,000km.

The Elexio is a decent, if slightly flawed, first attempt at the electric SUV market for those who want to buy into a new architecture. It remains a compelling option for under $60,000, but there are other electric vehicles that execute the concept with more polish and efficiency.

Within its own stable, the Tucson Hybrid remains the superior tool for the job. It offers more space, more utility, and more common sense for a significantly smaller initial outlay.

The Elexio might be better theatre, but the Tucson is the plot twist that still wins over this crowd.

Samantha has been obsessed with cars and combustion engines for most of her life, and has spent the past 25 years deep in the automotive and motorsport industries. An automotive awards judge, rally driver and motorsport tragic, she spends weekdays writing about cars and weekends off-road, off-grid or running amok at the track.

Read more about Samantha Stevens