Hybrid SUV Comparison: 2021 Toyota RAV4 vs 2022 Hyundai Tucson

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Stephanie Wallcraft: Here’s something that’s becoming increasingly clear: people are finally ready to buy hybrids. Maybe it’s because everyday car buyers are becoming more aware of rising gas prices and the impact of climate change. Or it may just be that the drive experience is better in a hybrid, or that battery prices have come down and the economics are starting to make sense.

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Whatever the reason, as an automaker that offers electrified powertrains across most of its line-up, Toyota is winning big time with this shift. By some measures, its sales of electrified vehicles have gone up almost 300 per cent in recent months. We’ve unofficially heard that the RAV4 Hybrid, its conventional-hybrid entry into one of the most important vehicle segments in Canada, is in such high demand that there’s a wait time of six months or more for delivery.

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Hybrid SUV Comparison: 2021 Toyota RAV4 vs 2022 Hyundai Tucson Back to video

That’s great news for Toyota, but in our books it means this sub-segment is seriously overdue for some competition. And in the 2022 Hyundai Tucson Hybrid, the RAV4 Hybrid may finally have met its match.

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The Tucson we’re looking at here is the Hybrid Ultimate, priced at $43,524 including a delivery fee of $1,825. As the Tucson enters its fourth generation for model year 2022, Hyundai has opted to incorporate its new hybrid and plug-in hybrid versions into the line-up by making these powertrains exclusive to the top two trims (the plug-in hybrid arrives this fall). The Ultimate is the highest, meaning Hyundai has given it everything it’s got.

From the Toyota side, we’re pitting it against the RAV4 XSE Hybrid. Though this is not the highest grade – it sits one level below the Limited – its price is very similar to that of the Tucson, coming in at $44,141 including a $1,840 delivery fee. For this comparison, this is what it took to get the pricing as closely matched as possible. However, Toyota has RAV4 Hybrid grades available starting from a lower price point, which turns this into a very interesting discussion.

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Renita Naraine:  Let’s start by comparing the designs of these two vehicles. On the outside, they’ve got completely different looks. The RAV4 is a bit more traditionally simple and what you’d expect of an SUV, whereas Hyundai took some risks with the design of the Tucson. Personally, I think it paid off. Don’t get me wrong, the simplicity of the RAV4 is great, but I do appreciate the lines and curves of the Tucson. It’s not overdone, but it stands out, in a good way. From an exterior point of view, I would be totally satisfied with either of these on my driveway (though my neighbour loved the Tucson more).

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SW: I think I’ll be in the minority on this one: I feel like there’s a lot going on with the Tucson’s exterior, and it’s a bit much for my taste. As you mentioned, the RAV4 is a little less in-your-face and a little more under-the-radar. That said, the industry is definitely trending toward edgier designs, and I have no doubt there will be plenty of people who will want and expect what the Tucson delivers.

On the other hand, I don’t have to look at my car while I’m driving it, and interior design is where the Tucson really stands out. It’s a little incongruous with the exterior, perhaps. But the layers of material and colour, including interesting use of cloth inserts, make this Tucson feel bright and airy inside. The RAV4, by contrast, is a lot of black on black, with the exception of the blue stitching meant to denote that this is the hybrid version. It’s functional, but not quite as pretty.

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RN: By the numbers, the RAV4 is a bit taller than the Tucson — they’re 1,702 mm and 1,685 mm, respectively. The Tucson is wider by just over a centimetre, but that apparently made all the difference. I had serious issues comfortably fitting three car seats into the RAV4. It wasn’t much better in the Tucson, but at the very least, we didn’t have to get creative to get my seven-year-old into her booster seat in the middle. I’ll never be tall enough to have a problem with head- or legroom, but I did notice these dimensions are similar in both.

The Tucson also has a bit more cargo space, 1,097 litres compared to 1,059 litres in the RAV4. But the coolest part of the cargo area on both of these vehicles is you can remove the bottom and slide it into a lower slot to provide a bit of extra space. It’s not a whole lot deeper in either, maybe 5 centimetres, but I can appreciate the added room.

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SW:  The powertrains are where these two vehicles are most distinctive, though, and this is where the Tucson gains an edge.

Those familiar with the RAV4 Hybrid will know that its powertrain is based on Toyota’s 2.5-litre normally aspirated four-cylinder engine, helped along by two electric motors, one at the front axle and one at the rear. The second one is how Toyota gives this RAV4 all-wheel-drive: since the battery is placed under the floor, there’s no space for a mechanical driveshaft to run through the centre of the vehicle. Instead, Toyota uses that electric motor to power the rear wheels on demand, creating an electric all-wheel-drive system. I know the word “electric” may not sound as good as “mechanical” where cars are concerned, but having tested this system in snow, ice, mud, and gravel, I can report that it’s quick to respond and is plenty capable for the needs of the vast majority of Canadians (and people who need more are going to buy a pick-up truck anyway).

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With a total system output of 219 horsepower routed through an electronic continuously variable transmission, the RAV4 does what it needs to do: it goes. There’s nothing especially exciting about it, but most people don’t expect a hybrid compact SUV to be thrilling. They do expect it to be fuel-efficient, though, and on that the RAV4 delivers: Natural Resources Canada rates it at 5.8 L/100 km in city driving, 6.3 on the highway, and 6.0 combined. The long-term reading in our test unit was sitting at 5.8 when we drove it, which is excellent for a vehicle of this size.

But that sound you hear is the Tucson racing right up to the RAV4’s mirrors. Hyundai made a brilliant decision by deciding to pair a single 44.2-kW electric motor with its 1.6-litre turbocharged four-cylinder engine. This combination produces a total of 227 hp and 258 lb-ft of torque. Match that with a six-speed automatic transmission, and the Tucson delights, especially in city driving where it’s quick to get going and stays energetic and responsive in just about every scenario. Again, this last part doesn’t need to be a deal-breaker, but we’ll say it out loud because there are people who will care: the Tucson’s all-wheel-drive system is mechanical, with power being sent to the rear axle on demand through a physical driveshaft.

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The same elements that make the Tucson more fun on the road also contribute to a slightly higher fuel consumption rating: NRCan says owners can expect to burn 6.3 L/100 km in the city, 6.6 on the highway, and 6.4 combined. Our test unit was showing a reading of 6.5 L/100 km over the life of the vehicle. At numbers that are already this low, I’d be more than happy to give up less than a litre per 100 kilometres for a significantly better driving experience.

One more note about on-road impressions: the Tucson exhibits very good handling, offering a great balance between riding smoothly over rough pavement while staying planted to the road. The RAV4 we tested handles similarly, but this is worth a mention because this XSE grade is closer to the Tucson in this respect than other RAV4 models would be because Toyota gives the XSE its own sport-tuned front suspension. Opt for any other RAV4, and the handling would be noticeably more relaxed and bouncy in comparison.

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RN:  When I got into the RAV4, I was surprised by how smooth the drive felt and initially thought there would be an obvious winner in this segment. Then, I got into the Tucson and it was so much more smooth. And again, I thought my decision had been made. I went back and forth quite a bit in this match-up because each vehicle really has its own advantages and disadvantages. Once I was back in the RAV4, I found myself getting quickly reacquainted with it and the comfort levels in the RAV4 allowed it to slowly inch back up in the race between the two.

Moving on to the fancier things — I think it’s important to note that, as you previously mentioned, this is Hyundai’s top trim of the Tucson, meaning it’s completely decked out, definitely a little more so than the RAV4.

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The RAV4 XSE comes equipped with the mandatory backup camera, but doesn’t get the bird’s-eye-view bestowed upon the Limited trim. Meanwhile, the Tucson has a surround view monitor, as well as really awesome blind-spot cameras that pop up when you flip your signal on — it’s so handy!

There are plenty of safety features in both vehicles. The RAV4 comes with Toyota Safety Sense 2.0, which means lane-tracing, forward collision avoidance, adaptive cruise control, lane-depature alert, and automatic high-beams are all standard equipment on every RAV4, hybrid or otherwise. Blind-spot monitoring is standard as well. The Tucson offers these same systems plus a few extra like safe-exit assist, driver-attention monitor, and a sensor-based rear-occupant alert. Not as many of these systems are standard, though many of them start at affordable pricing.

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Heated and ventilated front seats, as well as heated rear seats, are standard in the Tucson’s Ultimate trim; meanwhile the RAV4’s XSE only comes with heated front seats. If it’s a make-or-break-type of situation, a bump up in RAV4 trims (Limited) — as well as an extra $4,000 — offers the same seating features as the Ultimate.

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Both vehicles have standard Android Auto and Apple CarPlay, but neither offers these wireless as of yet. The Ultimate comes equipped with a wireless charging pad, meanwhile the RAV4 wireless charging station is available with the Technology Package that adds an extra $2,830.

The tested Tucson also has 19-inch wheels as opposed to the RAV4’s 18-inch wheels; plus a nice, large panoramic sunroof, and while it’s not necessarily a selling point, it’s one extra feature that the tested RAV4 doesn’t offer. And if you’re trying to keep kids preoccupied for approximately two minutes, the Tucson also has ambient lighting with 64 colours.

The Tucson has a 10.25-inch high-resolution touchscreen navigation system that is surrounded by a ton of buttons. Generally, I haven’t been a huge fan of Toyota’s infotainment systems, but I’ll let you jump into those details.

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SW:  We’re edging our way toward a winner here, but since you’ve brought up infotainment systems, there’s one more point we need to address.

First, let’s state that the RAV4’s system is fine. The upgraded 8-inch screen is not flashy, but it’s functional. The buttons and dial on the right side of it are a bit of a stretch for my short limbs, but I can manage it. There’s onboard navigation with the Technology Package, but most people will go to their phones for that functionality anyway. This system is inoffensive, and most people won’t be inconvenienced by living with it.

As for the Tucson, the Hyundai design team evidently missed the enormous uproar that ensued when Honda pulled the volume knob out of the CR-V a few years ago. I never thought we’d see another infotainment system without one, but here we are: the only way to change the volume here is with the toggle on the steering wheel; or by stabbing out your frustration via the flat panel buttons, if you can manage to hit them accurately while you’re driving.

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The graphic design on the 10.25-inch screen doesn’t help, with its small touchpoints and reduced usability relative to Hyundai’s past systems. For much more detail on this, watch for our Ministry of Interior Affairs feature for the Tucson, which is coming soon. But the short version is that this system is a poorly executed liability in an otherwise excellent vehicle.

As frustrating as these changes to the infotainment system are, they aren’t quite enough of a drawback to change our final result. To round things out, we contacted Hyundai Canada to ask about the current wait time for a Hyundai Tucson Hybrid, and were told it’s currently in the range of one to two months. So, in most cases — and even while knowing Toyota is still going to sell every RAV4 Hybrid it can build — we’re calling this one in favour of the Tucson.

The exceptions would be if you just can’t bear the Tucson’s infotainment usability issues; or if you’re shopping on a lower budget and still want to end up in a hybrid. In those cases, the RAV4 is a very solid bet. But with the Tucson’s overall better drive experience, improved interior space and design, and shorter wait time for the hybrid powertrain, on the whole we agree that it’s currently the strongest option in the compact hybrid crossover market.