2026 Kia Telluride HEV Ups Efficiency, Lowers Ride Height

You have seen this smoothed-out box before.

EV Rider just tested the 2027 Kia Telluride X-Pro, looking rugged and ready to get muddy.

Now we have the South Korean manufacturer’s more powerful, and more fuel-efficient version called the Telluride HEV X-Line SX-Prestige AWD which is a hybrid electric vehicle.

The X-Pro gets 9.1 inches of ground clearance, all-terrain tires and gnarly front and rear tow hooks – just in case. The HEV gets 7.4-inches of clearance – and bit smoother visage to help with fuel economy.

So let me tell you about this ride that has room for seven – and gave me upwards of 30 mpg along with pretty good torque.

A peek under the bonnet of this Black Jade Green 2027 Kia Telluride Hybrid (HEV) shows off a gray engine shroud that says “HYBRID,” next to the turbocharger intake runner for a familiar 2.5-liter inline gas engine with 329 hp and 339 lb-ft of torque. That’s quite a boost from the regular Telluride’s standard turbocharged 2.5-liter gas engine with 274 hp. There’s two electric drive motors, one connected to the engine, the other integrated into the 6-speed transmission, with a 1.65-kWh lithium-ion battery. Alas, off-road-oriented X-Pro trim we had on our last Telluride is not offered on the hybrid.

The Telluride Hybrid was crowned the king of 3-row family SUVs in a recent Car and Driver test of eight of them, even beating out its sister-under-the-skin, the Hyundai Palisade. And one reason is its power surplus over the spiffy Telluride X-Pro we just tested – so we checked to see if there is any difference.

The HEV weighs in at just over 100 pounds heavier than the more macho X-Pro, but the hybrid’s 55 hp/28 lb-ft of torque advantage is telling in daily running.

Driving it in Eco mode doesn’t seem to blunt the Telluride’s eagerness to accelerate to match any rush hour traffic flow. Yes, the HEV launches off the line a bit more moderately in Eco mode, since it starts off in EV power to save gas, then the turbocharged inline four joins in. But that joining occurs quickly, then the Telluride HEV easily hits 60 mph in 6.8 seconds with smooth upshifts – easily a second better than the 8.1-second 0-60 time most folks record – us included – in the X-Pro.

In Sport mode, the EV powertrain is there at throttle tip-in, and there’s a sprightliness in the Telluride’s step-off that resulted in a 0-60 sprint in 6.3 seconds – also better than the non-HEV Telluride’s 7.9 second time.

My only comment is the same as the non-HEV model – the gas engine is a bit vocal as we accelerated in any mode, albeit sounding a bit sportier in Sport mode. But passing power was just fine in either mode, although Sport gave it serious urge when needed.

The ride, aided by a longish 116.9-inch wheelbase and the HEV’s less offroad-biased rubber is supple, comfortable and quiet – compliant over bumps. It’s quiet at speed despite its squared-off shape. Only some tire noise heard. As for handling – shown on an all-wheel-drive split display you can call up on the gauge screen – it is mainly front-wheel-drive biased. But any application of throttle in straight line or curve sees the rears come in play. So the Telluride HEV handled commuter curves easily with minimal body roll, while there was almost no understeer in steady-state cornering in our many traffic circles. 

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In the rain, this 7-seater was also sure-footed. And while it isn’t the X-Pro, the Telluride HEV does offer Snow, Mud and Sand modes that optimize power and traction control in those situations. We tried our usual pine-forested area nearby and found traction just fine in Sand Mode over bumpy root-filled sections, with a compliant ride. That family picnic trip down the path should be fine.

Power steering in Eco mode has a nice road feel, with a hint of artificial boost, but still direct. It gains some heft in Sport mode, but retains a direct feel for the road. It has a nice turning radius as well for a 3-row SUV. Our 4,300-mile-old Telluride HEV model has the same size brakes as the X-Pro –  13.6-in vented front/12.8-in vented rear discs. The HEV’s pedal had a bit more travel than the X-Pro, but still gave us progressive bite and solid stops from speed, with no fade. There was an occasional abruptness, not unusual with hybrid braking as regeneration kicks in, but we didn’t feel it much.

2026 Kia Telluride HEV X-Line SX-Prestige AWD Fuel Mileage

The Telluride HEV SUV often averaged 30 mpg, vs. the X-Pro’s 18 mpg. Both were driven in Eco mode a lot to get the best mpg. And yes, like any good hybrid, the Telluride HEV easily slips into all-EV mode – on the highway at 65 mph for a mile or two, cruising through my neighborhood, or searching for a downtown parking spot..

Fuel mileage like that, plus more power to pull into traffic is a good combo. Only one downside – the HEV’s 4,500-lb towing capacity is a tad less than the pure gas version.

The 2027 Telluride is all new. Kia did not sell the first-gen version in 2026 as it worked on this one atop a 2.7-inch longer wheelbase topped with a 2.3-inch longer body. And this second-gen has softened angles that help make it pretty slippery for an SUV. The big grille gets its top and outer matte black ingot-shaped grille pieces blocking off the radiator in the interest of aerodynamics. The big bumper is smoother too, losing the X-Pro’s tow hooks and gaining flush LED fog lights. The lower intake is deep, over a slim gloss black air dam.

The grille is literally framed by dual LED stripes with stacked headlight units on the insides – a cool look day or night. Gloss and matte black lower trim circles each wheel well, with a chunky square accent at each one’s apex. The fenders have a faceted shape, which look cool. And the lower door sills are a bit more streamlined on the hybrid vs. the X-Pro.

The hybrid gets body-colored side mirrors vs. the X-Pro’s black ones. The roof racks are slimmer for better airflow.

In back, both are much the same with slim upright LED taillights framing a smooth tailgate over a big window with a long spoiler/shade. The black lower bumper fascia is smooth, with a wide central backup light low down.

The Telluride HEV’s footprint is different as well with more fuel-efficient 21-inch KUMHO Majesty X rubber vs. the X-Pro’s chunkier 18-inch Continental CrossContact tires, along with a lower ride height.

Inside, the front and second rows are done in supple, stitched black pleather with woodgrain accents on the dashboard, doors and center console, and plush SynTex suede headliner and upper seat inserts – plus flow-through head restraints. The driver’s seat was comfy if a bit flat. Then I found the massage function, and the power upper bolsters to improve side support.

The thick padded leather squircle steering wheel has paddle shifters in back. There is no dedicated one-pedal regenerative braking though. Bottom buttons trigger drive and off-road mode selection.

There’s a wide curved dash display incorporating two 12.3-inch screens. A configurable display shows speed, rpm, off-road pitch, plus an info screen with trip, front/rear power split and more. To the right there’s a climate control screen, which is partially hidden by the steering wheel rim. Then comes the navigation screen, or a split showing map, audio and more.

A dual inductive phone charger starts off the center console, with real buttons for auto-hold brakes. Hill hold, parking sensors and the like, plus a sliding door over cup holders and storage tray – more storage under the center-split armrest.

Back doors open wide to those roomy twin captain’s chairs with that fore and aft for more third-row seat leg room. And that third-row bench seat offers OK leg room if the second row moves forward. Cargo space is solid, one cubic foot less in the HEV due to batteries, but retaining controls to drop the second row, plus classic pull straps to drop the last one.

The Telluride has the same tech I love in Kias.

There’s a head-up display that shows where cars are ahead, next to and behind – it even has a separate icon for a motorcycle. Left and right gauge displays convert to blind-spot camera images when you hit turn signals.

I liked the Telluride’s Highway Driving Assist system. It uses those blind spot cameras to safely lane change itself if you tap a turn signal in cruise control.

And I actually used SmartPark when someone parked too close to the driver’s door in an underground parking garage. The key fob fired it up, then it backed out under EV power so I could get in and drive away.

Plus the surround-view camera display let me see what was near me to move out of the tight corner.

A base Telluride goes for $39,190; a Telluride SX Prestige X-Pro starts at $56,790; and our HEV SX-Prestige started at $57,590, with lots of its semi-luxe fittings standard bars a few options like $625 tow hitch, $495 paint and $250 floor mats – final price was $61,180.

Bottom line: Sure, leather might be nice, but this Telluride hits the mother lode with quiet, comfortable, well-equipped comfort, with solid power on top of family frugalness where it counts – at the pump.

2026 Kia Telluride HEV X-Line SX-Prestige AWD Specifications

Vehicle type – mid-size 7-passenger all-wheel-drive hybrid SUV 

Base price – $57,590 ($61,180 as tested)

Engine type – Turbocharged direct-injection DOHC aluminum inline 4

Displacement – 2.5-liter

Hybrid system: 1.65-kWh lithium-ion battery and electric motors

Horsepower (net) – 329

Torque (lb-ft) – 339 lb.-ft.

Transmission – 6-speed automatic with manual shift

Wheelbase – 116.9 inches

Overall length – 199.2 inches

Overall width – 78.3 inches

Height – 71.5 inches w/roof rails

Front headroom – 40 inches

Front legroom – 41.4 inches

Middle headroom – 38.9 inches

Middle legroom – 41.4 inches

Rear headroom – 37.4 inches

Rear legroom – 32.1 inches

Cargo capacity 21.3 cu. ft./47.7 w/3rd row folded/88.3 w/all rows folded

Towing capacity – up to 4,500 lbs.

Curb weight – 5,062 lbs.

Fuel capacity – 18.1 gallons

Mileage rating – 30 mpg city/ 32 mpg highway