Hyundai Tucson Elite Hybrid AWD v Subaru Forester Hybrid Touring 2025 Review

Quite often, the best-laid plans don’t come to fruition. So, if you’re wondering why we haven’t pitted the top-spec Subie against the top-spec Hyundai, just know all parties involved tried to make it happen.

The result is a Tucson Elite comes in to save the day for the previously damaged Premium N-Line – in fact, the very car that scored a win against the Toyota RAV4.

Yet, based on price, the battle remains strong given the top-spec Hyundai is a chunk pricier than the range-topping Forester. With the 2025 Hyundai Tucson Elite Hybrid AWD receiving a recent $2000 reduction, it’s listed at $50,600 (all prices are before on-road costs).

Had the $59,600 Tucson N-Line Premium been available, the $55,990 2025 Subaru Forester Hybrid Touring would have been the cheaper combatant. Yet, it’s now the more-expensive option, albeit with extra kit. However, this monetary discrepancy won’t impact the outcome of this hybrid SUV showdown.

Further proof Hyundai is pegging its current hopes on hybrid is the fact the turbo-petrol variant has been axed from the range as well as the turbo-diesel engine. Subaru previously culled its oiler, too, so if you want a Forester or Tucson, it’s a naturally aspirated petrol or a hybrid – that’s it.

The pair are covered by an industry-standard unlimited-kilometre warranty, but the Hyundai has a seven year duration versus the Subaru's five. The Hyundai also gains lifetime roadside assistance if you service the Tucson with the brand. Subaru offers one year.

Both offer capped-price servicing for five years, with the Tucson being cheaper than the Forester at $2042 and $2299 respectively. Although the Subie covers 75,000km – 25,000km more than the Hyundai given the latter’s shorter 12 month/10,000km intervals.

Styling is subjective, but this duo goes about their sense of style in different ways. The 2025 Hyundai Tucson Elite Hybrid AWD might be the older of the two, but it has the more futuristic design.

While it isn’t as flush with gadgets and gizmos as the Premium, the Elite still scores LED headlights (as well as LED daytime running lights and cool tail-lights), 18-inch alloy wheels, a powered tailgate and keyless entry with push-button start.

Leather is part of the package, too, making it feel more upmarket. Only the driver gains an eight-way power adjustable seat with lumbar adjust – the passenger needs to do it all manually – while both front pews are heated. There’s dual-zone climate control, too. 

Given the 2025 Subaru Forester Hybrid Touring is an all-new model, it’s interesting the Japanese marque has decided to create somewhat of an evolutionary aesthetic, one that also appears to favour the US market. The Touring grade scores some Gloss Black aesthetic tweaks for the grille, door-mirror covers and garnishes.

Being the top-spec model, it isn’t short on kit. The Forester features directional LED headlights (as well as LED daytime running lights and tail-lights), 19-inch alloys with a machined gloss finish, low-profile roof rails, sunroof (with manual shade) and a powered tailgate with kick sensor.

Inside there’s leather and Ultrasuede trim covering the eight-way power adjustable front seats, which are also heated and ventilated with lumbar adjustment and memory for the driver. The steering wheel and gear knob are cloaked in leather, while there’s also dual-zone climate control as well as keyless entry and push-button start.

If you do opt for the Tucson Premium N-Line it does tend to mirror the spec of the Forester Touring. Optional paint will cost you between $750 and $1000 with Hyundai, but there’s no extra charge from Subaru.

This is an area where any family-focused SUV can’t afford to skimp – buyers want the latest and greatest tech with all the applicable ANCAP stars. Luckily, both are packed to the gills with modern active safety tech and the pair gain a full five-star rating.

The 2025 Hyundai Tucson Elite Hybrid AWD harnesses all the brand’s SmartSense technology that includes autonomous emergency braking (AEB) with pedestrian and cyclist detection, active cruise control, lane departure warning, lane keep assist, blind spot monitoring, rear cross traffic alert, traffic sign recognition, parking sensors and a reversing camera.

The 2025 Subaru Forester Hybrid Touring’s EyeSight suite is as comprehensive as the Hyundais – no, we won’t detail it all again. However, it has more driver monitoring and its Touring status means it adds features like a 360-degree camera.

The Forester pulls ahead on the airbag count with nine as opposed to seven in the Tucson, while both have dual ISOFIX points and a trio of top-tether anchorages in the back. Annoyingly, the Subie’s middle-row seatbelt hinges from the roof which is always in your line of sight when looking into the rear-view mirror.

In terms of calibration, they’re about lineball. The Tucson and Forester will tug at the wheel to keep you in your lane, with both embracing quick-access buttons on the steering wheel to turn the systems off. The driver monitoring in the Forester is a constant annoyance until it’s switched off.

As is the industry norm these days, the pair require menu searching to cancel out audible warnings, while the Hyundai’s mute button kills speed-related bongs with a long press. However, it’s the Subaru’s excessively loud speed/traffic light warning that, ahem, warns the loudest. It’s heart-attack inducing on its noisiest setting. Be very thankful you can manipulate the volume.

It isn’t hard to tell the last update of the 2025 Hyundai Tucson Elite Hybrid AWD mainly centred around upgrading the cabin. It benefits from a tech onslaught, with the dash now festooned with screens.

Ahead of the driver is what looks like a one-piece curved monitor, but it’s two 12.3-inch displays. The one to the left is an infotainment touchscreen and the other is a configurable instrument cluster. An additional 6.6-inch touch-sensitive display takes care of the climate controls.

Reliance on screens is as prevalent in the 2025 Subaru Forester Hybrid Touring, but it’s done in a slightly more subtle way. Despite being fresher, it feels like the more conventional layout because of the portrait screen’s positioning within the dash.

That StarLink infotainment touchscreen measures 11.6 inches and houses the climate controls permanently at the base of the display, while the X-Mode selection is at the top. New for the sixth generation is the 12.3-inch LCD instrument cluster, which looks great, but doesn’t add abundant configurability.

Both can access wireless Apple CarPlay and Android Audio, with additional features like a wireless charging pad, DAB+ digital radio, Bluetooth, voice activation and various USB points. Although, the Subaru makes good use of its smooth-sounding 10-speaker Harmon Kardon audio,  the Premium-grade Tucson counters with a Bose system. The Elite on-test goes brandless.

The Hyundai supports over-the-air updates and harnesses BlueLink Connected Services with a remote-access app, yet the Subaru doesn’t offer the same capability in Australia. And it’s a bit disappointing neither has a head-up display.

This segment of the head-to-head contest could be the deciding factor, especially given the somewhat divergent pathways each take to arrive at a mutual goal.

Under the bonnet of the 2025 Hyundai Tucson Elite Hybrid AWD is a tried-and-tested staple of the brand with the powertrain being nabbed from the Santa Fe. It consists of a 1.6-litre four-cylinder turbo-petrol engine with 132kW and 264Nm that’s paired with a single 37.4kW/264Nm electric motor housed within the six-speed automatic transmission.

It draws power from a 1.49kWh lithium-ion battery pack located beneath the rear seats – meaning the Hyundai retains a space-saver spare wheel, unlike the Subaru. All up, the Tucson is endowed with a healthy 172kW and 367Nm, which is sent to all four wheels.

Not only has the 2025 Subaru Forester Hybrid Touring gained a beefed-up battery and electrical components, the 2.0-litre four-cylinder petrol engine has been upgraded to the 2.5-litre boxer. It uses two e-motors, one for powering the wheels and the other to recharge the 1.1kWh lithium-ion battery pack.

The Subie’s flat four doesn’t generate as much grunt as the Tucson with 121kW and 212Nm, yet the e-motor comes out trumps with 90kW/276Nm. Combined, it does fall behind its boosted rival with 145kW. Subaru doesn’t detail a total torque figure.

Subaru’s Symmetrical all-wheel drive (AWD) retains a mechanical link via a prop shaft, while the hybrid’s CVT uses an electronically controlled planetary gearset (with eight stepped ratios).

The mechanical link is unlike the Toyota RAV4’s faux AWD. Subaru argues the Forester’s traditional setup should help it off-road.

On-road the 1806kg Tucson feels far perkier. While it doesn’t have a selectable EV mode like the Forester, the Hyundai can run without the turbo-petrol engine interfering at speeds up to about 70km/h. Essentially, its e-motor is an over-achiever always trying to do its best.

Conversely, the boxer engine chimes in earlier and far more frequently. You ‘can’ reach about 45km/h on the e-motor alone, but it takes the patience of a saint and deft touch to do so. The EV mode is basically redundant as it works within finite parameters, too.  

The Forester’s CVT doesn’t always help the situation. Under consistent throttle applications (going up an incline, for example), it will perch revs high and generate unsatisfying engine acoustics. The Tucson’s six-speed torque-converter auto negates this and overall the aural experience is generally better. You can even feel it change gears, something you can also do manually in Sport mode via the steering wheel-mounted paddles.

With the 2025 Hyundai Tucson Elite Hybrid AWD being the older, heavier medium SUV it should return the worst fuel-economy figures. Yet, that’s not the case. Officially, the South Korean is rated at 5.3L/100km.

With branding like ‘Strong Hybrid’, the 2025 Subaru Forester Hybrid Touring has big shoes to fill. And it doesn’t quite meet the mark at 6.2L/100km. Still, when you’re coming from the low base of the previous arrangement’s low figure, any improvement is magnified.

So, what did we get in the real world? A fair chunk wide of the manufacturer marker is the answer, with the Hyundai proving the more economical of the pair at 6.6L/100km compared to 7.2L/100km from the Subaru.

Of course, the benefit of these hybrids is the fact you don’t need to plug either of them in. They take care of the charging largely via the combustion engines and regenerative braking. Which also makes the fact both accept cheaper 91 RON unleaded petrol a win.

No matter what you’re after in a medium SUV in terms of on-road experience, either option mingles at the top of the pack.

While the 2025 Hyundai Tucson Elite Hybrid AWD hasn’t gone through the company’s rigorous Australian testing of old, it still has some local knowhow within its makeup – namely the sensitivity and torque delivery of the e-motor.

Still, despite running a global set-up for the suspension tune, the ride quality is comfortable – especially with the smaller 18-inch alloy wheels wrapped in chunkier 235/60 Nexen tyres. There is some lean through corners and the dampers can struggle at times to reduce rebound movements, but by and large it is a well-sorted experience.

The 2025 Subaru Forester Hybrid Touring is a bit of a revelation when it comes to dynamics. Built on the Subaru Global Platform, the Forester even leans towards enjoyably fun handling traits.

While there’s only 40kg in it, the 1766kg Forester displays a greater eagerness from behind the wheel – it feels more agile and lighter on its feet than the weight figures suggest. Additionally, despite the taller body offering up increased roll and a tendency to lean on the outside tyre wall, the Subie is never unruly or lacking in composure.

It recovers well, too, with the passive damper set-up returning more control than the softer Hyundai, doesn’t mean the ride quality is compromised, though. Yes, it’s a tad firmer, especially with extra inch in wheel size and lower-profile Bridgestone tyres (235/50 R19), but the Forester resists becoming crashy in nature.

The steering is light, which is preferred around town, but loads up in a more natural fashion than the Tucson. You can artificially add weight with Sport mode, yet it doesn’t generate greater connection. Like its counterpart, the brakes are strong and despite the inclusion of regen, the pedal provides decent progression.

The reality is neither are really made for true off-road excursions, but an adventurous owner might want to venture to a campsite or hiking trail on the weekends. This has traditionally been the Forester’s domain.  

Still, the 2025 Hyundai Tucson Elite Hybrid AWD deserves more credit. While its 181mm of ground clearance could be a limiting factor, the drivetrain retains a mechanical connection to the rear wheels and it has dedicated ‘Terrain’ modes (Mud, Sand and Snow) to help it tackle more than light off-roading.

On smooth gravel sections the Tucson provides a decent amount of purchase and the slower steering adds confidence – it’ll happily truck along without flicking through the drive modes. However, they’re very much needed on something more challenging, as the Tucson’s electronics help it find traction and scrabble up rutted sections you wouldn’t expect a medium SUV to conquer.

It’s refreshing to see the 2025 Subaru Forester Hybrid Touring retains its energetic presence on dirt roads. Okay, don’t go thinking you’re a ’90s World Rally Champion in the iconic Impreza, but the Subie certainly holds onto its vibrant persona off-road.

Lining up to tackle our tougher, uphill fire-trail section and the knowledge of its 220mm ground clearance is heartening. Of course, neither has all-terrain tyres, diff locks, low-range gearing or trick disconnecting sway bars – but Subaru’s X-Mode comprises Normal, Snow/Dirt and Deep Snow/Mud.

Yet, right off the bat, it struggles earlier than the Tucson, spinning its tyres sooner on the incline as the Bridgestones struggle to make meaningful connection. Like the Tucson, there’s a lot of full-throttle applications while the electronic tech sorts itself out.

The Forester reached the same point up the hill, but it didn’t do it as effortlessly, which came as a surprise. Snow/Dirt ended up being the best solution to crawling up the trail, but it’s supposed 39mm of extra ground clearance didn’t feel as advantageous in reality.

Maybe the clearest sign the Forester ethos has shifted is the fact there’s no spare wheel – of any kind. You can option an accessory (for around $3000) to hitch one to the tailgate, but it means you can’t tow anything at the same time and it looks rather daggy.

This was supposed to be a direct, spec-for-spec battle of the range-topping variants. Yet, the fact the ‘lesser’ Hyundai variant still stacks up in terms of upmarket feel and ambience is a testament to its design and quality.

Which kind of gives the game away for cabins, anyway. The 2025 Hyundai Tucson Elite Hybrid AWD is the better place to be. It gains an advantage with a more aesthetically pleasing design and one that’s functional, too, even if the column-mounted gear selector isn’t to everyone’s taste. Still, it makes you feel more special.

That’s not to say the 2025 Subaru Forester Hybrid Touring doesn’t, but it is the more hard-wearing cabin of the two. Fans of the brand will feel right at home here and there’s even bronze stitching and topographical motifs throughout the interior. The quality of the fit and finish is decent and there are soft-touch materials in the areas you want them.

Covered in a mix of Ultrasuede and leather, the seats are supportive and plush, but slightly narrower than the Tucson.

In terms of noise, vibration and harshness levels, more translates into the Forester’s cabin. The wireless charge pad also doesn’t secure your phone, leaving it to slide off charge when cornering.

Back-seat occupants are afforded generous leg and headroom. On both counts the Subaru has more, especially with the taller body and big glasshouse. But the Tucson trumps the Forester for shoulder room with its extra 35mm in width.

Rear air vents, USB-C ports, map pockets, bottle holders in the doors and a centre fold-down arm rest covers off the amenities in both, while the rear bench reclines further in the Hyundai.

The Tucson’s cargo capacity comes in at 582 litres with the 60/40-split folding rear seats in place, expanding to 1903 litres with them stowed – the process being made simpler by quick releases located in the boot. The two-tiered floor creates a flat load bay and conceals a space-saver spare.

If you need to haul about heaps of luggage, the Forester offers less space to do so with 484L to fill. That expands to 1655L (to the roof) with the 60/40-split folding rear seats stowed. They can also be flipped forward by levers in the boot. The Subaru offers far more flexibility in terms of hooks and tied-down points.

The Forester used to be a beacon of off-road capability, but ushering in electrification has chipped away at that USP. And while the Tucson’s all-terrain edge is small, no one saw that result coming.

However, Subaru has got a lot right with the sixth generation 2025 Forester, especially the on-road dynamic package and its pragmatism. It’s certainly enjoyable to live with.  

Crucially, the result wouldn’t have changed with the more expensive Tucson Premium N-Line being in the mix. This is more about the fundamental hybrid package, where execution means a lot.

To that end, the Hyundai hybrid system is not only more powerful, but it also offers increased driveability and better efficiency than the Subaru can muster. The fact the cabin stands up against a more premium model grade is a feather in its cap, too.

Ultimately, both medium SUVs are worth your money. It would be easy to sit on the fence and call it a tie but we aren’t going to do that, we’re ripping off the Band-Aid. By a small margin, the Tucson takes the win.

2025 Hyundai Tucson Premium N-Line Hybrid at a glance:
Price: $50,600 before on-roads costs
Available: Now
Engine: 1.6-litre four-cylinder turbo-petrol electric
Output: 132kW/264Nm (electric motor: 37.4kW/264Nm)
Combined Output: 172kW/367Nm
Transmission: Six-speed automatic
Fuel: 5.3L/100km (ADR Combined)
CO2: 121g/km (ADR Combined)
Safety rating: Five star (ANCAP 2021)

2025 Subaru Forester Hybrid Touring at a glance:
Price: $55,990 before on-roads costs
Available: Now
Engine: 2.5-litre four-cylinder petrol-electric
Output: 121kW/212Nm (electric motor: 90kW/276Nm)
Combined Output: 145kW
Transmission: Continuously Variable Transmission (CVT)
Fuel: 6.2L/100km (ADR Combined)
CO2: 140g/km (ADR Combined)
Safety rating: Five-star (2024)

Join the conversation at our Facebook page
Or email us at editor@carsales.com.au