Hyundai Kona 2018 Review
Hyundai believes its smart new Kona will stir up the highly-active small SUV segmentA presence in the rapidly-growing and heavily-populated small SUV segment was a long time coming for Hyundai, but the all-new Kona seems up to the task. Here we look at the top and bottom of the range, where pre on-roads pricing spans from $24,500 (plus on-road costs) for the base front-drive Active model to $36,000 (plus ORCs) for the AWD Highlander.
New car clout
Given Hyundai’s clout in the Australian new-car market, it was a bit if a surprise that it took so long to muscle into the small SUV segment with its new Kona.
But although the Kona’s arrival in late 2017 was a tad belated for a company that currently sits in third-place overall for Australian-market sales, there’s no doubt the mini SUV will quickly assert itself.
2018 year-to-date sales see it already claiming sixth spot in its segment where established players such as Honda HR-V, Mazda CX-3, Mitsubishi ASX, Nissan QASHQAI and Subaru XV are having a decisive say.
<a href="https://motoring.pxcrush.net/motoring/general/editorial/180216_hyundai_kona_03.jpg"><img class="alignnone size-csn-inline-image wp-image-243199" src="https://motoring.pxcrush.net/motoring/general/editorial/180216_hyundai_kona_03.jpg?height=427&width=640&aspect=fitWithin" alt="" width="640" height="427"></a>
Small doesn’t mean cheap
An interesting aspect of the segment is that it’s not just limited to bare-bones offerings: It is possible in some cases (Mitsubishi’s ASX for example) to give $40,000 a decent nudge.
Hyundai is fortunate in some ways making its late entry into the segment. It was possible for the company to suss out the landscape, figure what works and what doesn’t and structure the Kona’s pricing and model levels accordingly.
For this review we’ve looked at two Hyundai Konas: the entry-level front-drive Active ($24,500 before on-roads) and the premium-spec Highlander model which is tagged at precisely $36,000.
In some ways it’s the base model that defines the Kona: The packaging is virtually the same and the Active, apart from missing 18-inch wheels and a bit of added glitter, looks fundamentally as sharp on the road as its pricier sibling.
<a href="https://motoring.pxcrush.net/motoring/general/editorial/180216_hyundai_kona_02.jpg"><img class="alignnone size-csn-inline-image wp-image-243198" src="https://motoring.pxcrush.net/motoring/general/editorial/180216_hyundai_kona_02.jpg?height=427&width=640&aspect=fitWithin" alt="" width="640" height="427"></a>
Does what’s underneath count?
The big differences are underneath: The hi-spec Highlander comes with a 130kW/265Nm direct-injection 1.6-litre turbo four where the Active makes do with the 110kW/180Nm aspirated, Atkinson cycle 2.0-litre Nu engine already familiar in Hyundai Elantra models where it produces slightly higher 112kW/192Nm outputs.
Kona transmissions are different too: The Highlander uses a seven-speed dual-clutch transmission where the Active drives through a six-speed automatic. And so are the drivelines: The Highlander is an on-demand all-wheel drive where the Active uses the base front-drive system. And so are the suspensions: Highlanders have a multi-link independent rear suspension (IRS) where Active versions use a simpler, dead-axle torsion beam arrangement.
The upshot though is that – with Australian suspension development involvement – the Kona drives well at both ends of the spectrum. The dynamic differences are confined to a noticeably sportier experience in the turbocharged, AWD and IRS Highlander.
<a href="https://motoring.pxcrush.net/motoring/general/editorial/180216_hyundai_kona_06.jpg"><img class="alignnone size-csn-inline-image wp-image-243202" src="https://motoring.pxcrush.net/motoring/general/editorial/180216_hyundai_kona_06.jpg?height=427&width=640&aspect=fitWithin" alt="" width="640" height="427"></a>
Holdall or stuff-all?
Like we said, the packaging is the same: Although it is out-classed by the Honda HR-V’s 437 litres of unhindered boot space (opening out to 1462 litres with the seats folded), the Kona doesn’t do too badly with a quoted 361/1383 litres – comfortably better than the class-leading Mazda CX-3’s 264/1174 litres.
The Kona (just) passes the wheel-removed mountain bike test, although you’re best advised not to try squeezing a single rear passenger in at the same time.
Passenger space, with the proviso that we are talking about the smaller end of the market here, isn’t too bad: The Kona will fit five passengers at a pinch – you wouldn’t want to be sitting in the rear middle for long though – leaving back-seaters with adequate legroom even when long-limbed occupants are riding up front.
<a href="https://motoring.pxcrush.net/motoring/general/editorial/171020_hyundai_kona_highlander_05-3zq7.jpg"><img class="alignnone size-csn-inline-image wp-image-243204" src="https://motoring.pxcrush.net/motoring/general/editorial/171020_hyundai_kona_highlander_05-3zq7.jpg?height=427&width=640&aspect=fitWithin" alt="" width="640" height="427"></a>
Face-off
Judging from the many unsolicited reactions, the Kona goes down pretty well in terms of public perceptions.
In its presentation, the Hyundai Kona is among a pretty highly-styled competitor set. It’s fair to say that it makes the cut: Up front there’s plenty going on with the obligatory oversize grille flanked by a two-level lighting arrangement, heavily-sculpted sides with beefy wheel arches and a brash rear end with, once again, two levels of lighting and a spoiler extension above the rear window. The nine colour choices and the available contrasting roof colours help too.
Inside, the Kona is probably not as in-your-face as a Toyota C-HR or Honda HR-V. But it’s not likely to disappoint your average young buyer, particularly in Highlander form, with the brazenly contrasting trim on its seats, dash, centre console and safety belts.
It’s disappointing to note, though, that nowhere in the model spread does the Kona offer venting to the rear of the cabin.
<a href="https://motoring.pxcrush.net/motoring/general/editorial/171020_hyundai_kona_highlander_06-fc7n.jpg"><img class="alignnone size-csn-inline-image wp-image-243205" src="https://motoring.pxcrush.net/motoring/general/editorial/171020_hyundai_kona_highlander_06-fc7n.jpg?height=427&width=640&aspect=fitWithin" alt="" width="640" height="427"></a>
Road sense
On the road, we have two quite different Hyundais: The entry Active model, with the exception of a bit of fore-aft pitch, rides and steers pretty well, clearly benefitting from Australian suspension input, while the bigger-wheeled Highlander (236/45R18 tyres compared with the Active’s 205/60R16s) was noticeably firmer and more sharply responsive to the steering.
While this suited the eager torque of the Highlander’s 1.6-litre turbo engine and the brisk efficiency of the seven-speed dual-clutch transmission, we wondered if Kona buyers wouldn’t be happier with the softer but still capable base suspension.
That said, you’d have to be tempted by the upmarket Kona’s AWD. Even though it may not take you far off the edge of the bitumen (ground clearance is nothing special at 170mm), it will give a bit of extra security on gravel roads or in wet conditions.
If there was any criticism of the Kona’s dynamics, it’s that the cabin allows a fair bit of road noise to seep in, especially in the back seat.
The bottom line is that Hyundai has taken a page out of Mazda’s development manual by injecting the Kona with a bit of “zoom zoom”. Whether in Highlander or Active form, it drives a bit like a more vertically-oriented new-generation Hyundai i30.
The Kona’s direct Injection 1.6-litre Gamma turbo engine is more noticeable for its torque than its kilowatts. The former is up 85Nm over the aspirated engine, while power is a less impressive 20kW more.
And some of this is negated by the AWD-only turbo’s added weight: The Kona Active weighs in at 1383kg, while the AWD Highlander is quite a bit heavier at 1507kg. This makes it bulkier than its peers which, except for the Toyota C-HR, generally sneak in at less than 1400kg – and that includes the Mazda CX-3 AWD.
The power-weight ratios aren’t that disparate (around 86kW/tonne for the Highlander and about 80kW/tonne for the Active) but, as mentioned, it’s the torque that does the business for the 1.6-litre turbo.
Although the regular 2.0-litre does a reasonably good job, the smaller blown engine has a noticeable edge out on the highway or in standing-start sprints.
Hyundai’s claims about fuel efficiency seemed a bit inverted. Despite claims of 6.7L/100km for the turbo and 7.2L/100km for the regular 2.0-litre, our experiences were a direct reverse: The turbo returned 8.1L/100km on test while the 2.0-litre did better than the official claim (and essentially the same as the official claim for the turbo) with 6.6L/100km. Both Konas were driven in similar conditions too.
As some sort of compensation for its economy shortfalls, Hyundai doesn’t mind you running the turbo engine on regular unleaded fuel.
On top of its on-demand AWD, the Kona Highlander has a big edge in terms of safety tech: Unlike the Active, it scores high and low-speed autonomous emergency braking (AEB), lane-departure warning and lane-keep assist, blind spot monitoring, rear cross-traffic alert and LED headlights but it does, surprisingly, miss out on adaptive cruise control. Some compensation can be found in the Kona’s regular cruise control system which does a pretty good job of maintaining a set speed on the open road.
And it’s our duty to note that the Kona follows some others by only enabling satellite navigation through the tablet-style central colour screen via Android Auto or Apple CarPlay USB connections.
<a href="https://motoring.pxcrush.net/motoring/general/editorial/171020_hyundai_kona_highlander_09-gb52.jpg"><img class="alignnone size-csn-inline-image wp-image-243208" src="https://motoring.pxcrush.net/motoring/general/editorial/171020_hyundai_kona_highlander_09-gb52.jpg?height=427&width=640&aspect=fitWithin" alt="" width="640" height="427"></a>
The bottom line?
So, what are the chances of this late arrival to the small SUV segment snatching sales from the longer-established competition?
Pretty good, we’d have to say. Especially given the sales already racked up since the Kona went to market in late 2017. To squeeze into sixth spot (ahead of the Toyota C-HR) in its first few months is not a bad effort at all. Hyundai’s five-year, unlimited-kilometre warranty helps too.
How much is a 2018 Hyundai Kona Highlander?
Price: $36,000 (plus on-road costs)
Engine: 1.6-litre four-cylinder turbo-petrol
Output: 130kW/265Nm
Transmission: Seven-speed dual-clutch
Fuel: 6.7L/100km (ADR Combined)
CO2: 153g/km (ADR Combined)
Safety Rating: Five-star ANCAP
How much is a 2018 Hyundai Kona Active?
Price: $24,500 (plus on-road costs)
Engine: 2.0-litre four-cylinder petrol
Output: 110kW/180Nm
Transmission: Six-speed automatic
Fuel: 7.2L/100km (ADR Combined)
CO2: 169g/km (ADR Combined)
Safety Rating: Five-star ANCAP
Tags
- Both good driver’s cars
- Highlander’s comprehensive safety tech
- Highlander’s AWD security
- No adaptive cruise control
- Active’s lack of new-gen safety tech
- No rear air vents
Please see our Editorial Guidelines & Code of Ethics (including for more information about sponsored content and paid events). The information published on this website is of a general nature only and doesn’t consider your particular circumstances or needs.
