Hyundai Cars Prices, Reviews & Offers in Oman

I recently got the 2024 Hyundai Sonata 2.0T from the dealership in Dubai, and honestly, the car exceeded my expectations. Its design is really impressive, especially the lighting that stretches across the front and rear—it really turns heads on the road.I had considered Ford and the MG GT before, but the Sonata offered a great balance of features and price. Inside, it’s very comfortable, with a large screen and seamless Apple CarPlay and Android Auto connectivity. The rotary gear selector felt a bit unusual at first, but I quickly got used to it. Rear seat space is generous, although the door storage compartments are a bit small. On the highway, the car feels solid and smooth, and the transmission shifts very well. Fuel consumption is around 8.3 liters per 100 km in the city and drops to about 5.4 on the highway. I'm using 92-octane fuel.Overall, I’m very satisfied with the Sonata and would recommend it to anyone looking for a well-equipped, comfortable midsize sedan with solid performance.

I was looking for a new car, and I drive at least 20,000 km per year, so petrol cars have become too expensive for me — I just can’t handle the fuel costs anymore. I also constantly worry about fuel consumption. Charging infrastructure isn’t suitable for me either, so I focused on hybrid vehicles. As for Chinese options, they’re still relatively new and haven’t been proven over time, so I decided to stick with Japanese or Korean models. With a budget of around AED 20,000 (whether monthly or upfront), most Japanese options were base models from Toyota and Honda with very basic features. Their comfort and insulation were underwhelming, especially compared to the Hyundai Tucson Hybrid. After a lot of research and browsing car forums, I realized that even Toyota and Honda hybrids have their own issues — in the end, it really comes down to luck. So, I settled on the Tucson. I had trouble with pricing and offers, and eventually ended up buying it from another city and registering it myself. Space-wise, it’s great for families. The seats are wide and supportive, especially for the legs. The rear seats are nicely elevated, so you don’t feel like you’re sitting too low, but they are a bit firm, which might be uncomfortable on long trips. Performance is excellent. The car responds quickly, and one of my main concerns — the transition between petrol and electric — turned out to be surprisingly smooth. Once the engine warms up, you can barely feel when it kicks in. Even when you let off the accelerator, the regenerative braking doesn’t feel harsh — it’s very natural. Since it has a 6-speed gearbox, the driving experience feels very close to a conventional petrol car. As for fuel economy — it’s impressive, Alhamdulillah. The display shows between 4 to 5 liters per 100 km, and I plan to confirm it on a proper road trip soon. The cabin insulation is good, handling is solid, and the L2 driving assistance system makes long-distance drives much easier — it really helps. Of course, the car isn’t perfect. My biggest complaint is the central screen — it has thick black bezels and doesn’t support Apple CarPlay, which is annoying. Storage options inside the car are limited — there isn’t even a sunglasses holder. The rear A/C has no separate controls, though cooling is sufficient. The headlights aren’t the best either, especially in lit areas, but they do the job in darker roads. In summary: the Tucson Hybrid is a smart and balanced choice, especially for those who drive a lot and want an economical, comfortable car without the complications of a fully electric vehicle or the price premium of Japanese hybrids.

From the moment the Hyundai Accent entered the market, it’s been known for its clean and simple design. In recent updates, the larger front grille has really improved its look, making it feel less like a budget car. It comes with halogen headlights and fog lights, which are more than enough for everyday driving in all conditions. The 1.4L naturally aspirated engine produces 95 hp and is paired with a 4-speed automatic gearbox. The car starts off smoothly and doesn’t feel underpowered as I initially expected. Gear shifts are stable and smooth, and the car cruises comfortably on highways. Sure, it takes about 11.3 seconds to go from 0 to 100 km/h, but that’s totally fine for daily commutes and city driving. Fuel economy is great: I got around 6.1 L/100 km in city traffic, and on mixed city-highway routes, it went down to about 5 L/100 km – very efficient for family use. In terms of space, I’m 180 cm tall and found both front and rear seats comfortable. There’s decent headroom and good legroom in the back for a subcompact. The only downside is the seats are on the firm side, so they’re not ideal for long trips. Interior design is very basic and functional – easy to use, but not luxurious. Only the top trim comes with a central infotainment screen, while the lower trims lack entertainment features, which takes away a bit from the experience.

Honestly, this car feels like something special — it stands out in today’s market. I had gotten tired of traditional gasoline cars and was seriously thinking about going fully electric. But at the same time, I wasn’t ready to give up the thrill of driving — the engine sound, the feeling of gear shifts. Most cars nowadays feel too similar, almost boring in their uniformity. Then I came across the 5N, and it felt like the perfect blend of both worlds. When I want a sporty, gasoline-like driving experience, it delivers. And when I just want smooth, quiet, relaxed driving, it transforms into a fully electric car with ease. Interior space? Unreal. The car is 4.7 meters long with a 3-meter wheelbase — that’s rare. The wheels are pushed right to the corners, and the rear cabin is as spacious as some full-size luxury sedans. I can stretch my legs comfortably. The trunk is deep enough, though the height is limited — it fits two large suitcases, but stacking more on top isn’t ideal. Charging performance is more than satisfactory. Even though the peak charging power is around 200kW — which isn’t record-breaking — what really matters is that it’s stable. You can actually go from 10% to 80% in around 15 minutes if the charger is powerful enough. I usually charge to 90%, and if the station is 150kW or more, I’m done in under 30 minutes. For daily use, that’s great. Design-wise, it’s a perfect mix of cyberpunk and classic — aggressive and eye-catching. People definitely notice it on the road. Inside, you can tell they spent the budget wisely: everything you touch regularly — seats, steering wheel, armrests — is covered in premium materials like Alcantara. The untouched areas? They went with hard plastics, which makes sense. But the interior layout is well thought-out, especially around the steering wheel. There are a lot of buttons, but once you get used to them, the layout feels intuitive — a sign of experienced engineering. Driving it is honestly the best part. In normal mode, it feels like a refined gas-powered family SUV — smooth, well-balanced, and perfect for daily commutes or family use. The front sports seats have ventilation, which is a blessing in summer, though the rear only has heating. But when you switch to N mode, the entire car changes character. The response becomes instant, the chassis tightens up, and it feels like a car built for the track. Some owners have already tested it on actual racetracks and praised its quick corner exits and responsiveness. The manually adjustable seat lets you drop your driving position low, like a race car. It puts you in the mood. And when you're driving through winding roads, the car behaves like a real performance machine. The rear is agile, it rotates into corners with confidence. What makes it even more fun is the realistic sound and fake gear shifts — all simulated, because there’s no real engine or gearbox. Which means you can rev it to 7200 RPM without worrying about wear or damage. It’s pure, carefree fun. To me, this is the most practical performance car you can actually use every day — without compromises. The only downside? Being an imported model, there are still some localization issues. But at least it comes with the latest version of CarPlay, which helps make up for that. And at the end of the day, it’s a performance car — so I can live with those little quirks.

Performance isn’t explosive like electric cars, but it’s definitely fun. It comes with a 2.0T engine, front-wheel drive, 276 horsepower, and a dual-clutch transmission. There’s a slight delay when you first hit the gas, but then you get a powerful engine sound and a subtle crackle that really brings the driving experience to life. Compared to EVs, this one has character—EVs are fast, but soulless. It has a solid chassis: MacPherson struts in the front, multi-link suspension in the rear, and 19-inch Michelin wheels. The car feels very planted and handles the road well, even though it’s still comfortable enough for daily driving. I haven’t tested it on rough roads yet, though. On the street, it moves like a toy—just a slight turn of the steering wheel and it changes direction easily. The grip in corners, even at high speeds, is impressive. I actually started enjoying overtaking! The interior is similar to a regular Elantra, but the steering wheel has a sporty look, and the bucket seats are awesome—suede and leather with special stitching. No ventilation or electric adjustment here—it’s built for a pure sporty feel. The display is a bit small, and the font is tiny, but it’s packed with race-oriented features. Unfortunately, there’s no CarPlay support. Fuel consumption is about 13L/100 km, which is acceptable for a performance car. The tank is only 47 liters, which some people might find small. It runs on 92 octane, but for peak performance, 95 is better. The car is smart enough to adapt to the fuel quality over time. Notable Features: NFC car unlocking — supports Apple Watch and Samsung devices. If you leave your phone on the wireless charger, the screen reminds you. KRELL sound system with 8 speakers and an amplifier. Red button adds +10 horsepower for 20 seconds.