I drove 2 popular hybrid SUVs from Honda and Hyundai. Here’s how they stack up and which I’d buy.

The base Tucson Blue Hybrid starts at $32,575, while the CR-V Hybrid Sport starts at $34,650.

Unlike the Tucson Hybrid, which comes standard with Hyundai’s HTRAC all-wheel-drive system, the CR-V requires an extra $1,500 for AWD.

As a result, you’ll need to pay at least $36,150 for an all-wheel-drive CR-V Hybrid or nearly $3,600 more than the comparable Tucson.

At the other end of the lineup, my top-spec all-wheel-drive Tucson Limited Hybrid test car starts at $39,715 and carries an as-tested price of $41,010.

My CR-V Hybrid test car in top-of-the-range Sport Touring trim starts at $40,800 and boasts an as-tested price of $42,605.

The current Tucson debuted in 2022 and features a design punctuated by angular, chiseled surfaces. This includes the front grille’s parametric jewel pattern, created using geometric algorithms instead of traditional sketches or drawings. The coolest part of the design is the LED daytime running lights embedded in the grille, which look like dark chrome when turned off.

The sixth-generation CR-V launched in 2023 and benefits from Honda’s new upright, athletic styling, which eschewed the previous generation’s rounded bread loaf looks for a boxier aesthetic.

Although more conventional than the Tucson, the CR-V remains an attractive compact crossover offering.

The CR-V and Tucson have nearly identical external dimensions.

However, much of the CR-V length can be attributed to its long hood. As a result, the Tucson actually boasts 4.4 cubic feet more interior space.

The CR-V and the Tucson both have a four-cylinder engine paired with electric motors and a lithium-ion battery pack.

But the similarities end there.

The Tucson Hybrid’s 180-horsepower, 1.6-liter turbocharged, four-cylinder engine works in unison with a 59-horsepower electric motor. The total system output is 226 horsepower, with power sent to the wheels through a traditional six-speed automatic transmission.

The CR-V is powered by an updated version of Honda’s trick two-motor hybrid-electric system. This system features an 181 horsepower electric traction motor and a 161 horsepower electric generator motor mounted side-by-side in the engine compartment next to a 145 horsepower, 2.0-liter, naturally aspirated four-cylinder engine.

Total system output comes with the 204 horsepower and 247 lb.-ft. of torque.

In most instances, the CR-V Hybrid operates as a series hybrid, with the electric motors driving the wheels and the ICE engine focused on charging its small 1.06 kWh battery pack. However, the system can switch to parallel hybrid mode during highway cruising, with the ICE engine connecting to the front axle through a clutch.

The system sends power to the pavement through an E-CVT that’s designed to mimic the feel of a traditional automatic transmission.

My all-wheel-drive CR-V boasted EPA fuel economy figures of 40 mpg city, 34 mpg highway, and 37 mpg combined.

My Tucson test car boasted similar EPA fuel-economy figures of 37 mpg city, 36 mpg highway, and 37 mpg combined.

During my time with both vehicles, I fell a few mpg short of the EPA fuel economy ratings. However, my numbers were probably affected by more aggressive throttle application and extended periods of idling.

With efficiency and comfort as the primary focus, neither vehicle was especially sporty or fun to drive.

Both delivered solid acceleration and sure-footed handling with a quiet and comfortable ride.

The Tucson stands out because it doesn’t drive like a hybrid. Much of that can be attributed to Hyundai’s decision to use a traditional six-speed automatic transmission instead of an E-CVT gearbox found in the CR-V.

Under hard acceleration, the Tucson Hybrid takes a split second before the power kicks in like a traditional vehicle. That’s unlike other hybrids, where you feel the instantaneous torque of the electric motor before the internal combustion engine takes over.

Even though the engine delivers strong and smooth power when called upon, the intrusive, high-pitched noise it makes under hard acceleration can be jarring. The six-speed transmission tends to hesitate during low-speed driving, leading to abrupt gear changes. Both take away from the Tucson’s generally refined driving experience.

Both cabins are quiet and comfortable, with excellent ergonomics and smartly designed storage nooks.

But they have very different personalities.

The Tucson’s cabin feels decidedly more stylish and upscale with its dual LCDs and waterfall front dash. Meanwhile, the CR-V’s interior feels sportier and more industrial than the Tucson’s, with greater emphasis on function than form.

Despite a more premium feel, the Tucson’s cabin material and build quality don’t feel as solid as the CR-V’s.

The CR-V and Tucson’s passenger compartments are pretty much identical in size, with less than half an inch of difference in total headroom, legroom, shoulder room, and room between the two.

The CR-V comes standard with a smaller seven-inch display (or nine-inch display available on higher trim). The Tucson comes standard with an eight-inch touchscreen and a 10.25-inch unit available as an option.

Both systems were easy to navigate, with Apple CarPlay and Android Auto standard on both vehicles.

Despite having a smaller screen, I give the CR-V kudos for having easy-to-use physical buttons and knobs instead of Tucson’s touch controls.

The Tucson wins here for a handful of really useful features that aren’t available on the CR-V, like a 360-degree surround-view camera, remote smart parking assist or “Smaht Pahk,” a configurable digital instrument display, and a live blind-spot view monitor.

Open the rear liftgates, and you’ll find 38.7 cubic feet of cargo space behind the rear seats of the Tucson and 34.7 cubic feet in the CR-V.

Fold the rear seat down and cargo capacity increases to 76.5 cubic feet in the CR-V and 74.5 cubic feet for the Tucson.

Unlike the Tucson, the CR-V Hybrid’s rear seats do not fold flat into the floor. As a result, there is a pronounced hump that prevents larger items from laying flat.

Of the two, my choice is the Hyundai Tucson Hybrid.

Tucson and CR-V are leaders in a brutally competitive segment, and each has its merits.

The Honda CR-V Hybrid is one of the finest compact SUVs money can buy. It’s efficient and easy to use with world-class material and build quality.

However, the Tucson Hybrid is also pretty good in the areas where the CR-V excels, but adds an extra dose of tech, style, and luxury missing from the Honda.

And for that, the Hyundai Tucson Hybrid is my winner.