Hyundai Kona Review

One of the big selling points of the Kona is its distinctive design. Some buyers will love it, for others it will be a turn-off, but either way the colourful exterior, high driving position and easy driving manners are all positives.

It'll suit buyers who want something with a bit more personality than a small family hatchback. Despite the tall suspension, it handles quite tidily, but even in the four-wheel drive model, the Kona is not a proper off-roader. At least you can specify all-wheel drive if you need it, since the vast majority of crossovers have the styling of a 4x4 SUV but not the added capability and grip. Still, it's only available with the thirsty 1.6-litre engine in top spec.

It's not especially practical, with other cars in this price range providing more boot and passenger space, so if you regularly carry adults, there are better options out there. The hybrid is cheap to run but expensive to buy.

The front-wheel drive 1.0-litre petrol turbo will be the best option for the vast majority of buyers. It’s not the smoothest, but flexible enough to keep up with motorway traffic, with a tall sixth gear that helps refinement when cruising. It’ll be kind on your wallet too, with an official economy of 45.6mpg and just 121g/km of CO2. 

Of course, the hybrid is the obvious choice if you are a company car user, or getting a second-hand 1.6-litre diesel. If you choose the latter, remember that its residual value will continue to drop further as buyers flock to hybrids and EVs, and that repairing a clogged filters is expensive, so only get one if you do big mileages on a regular basis.

Avoid the entry-level ‘S’ trim at all costs. It’s too basic to recommend, even as a used bargain, the SE model offers the best balance of equipment and price, and its smaller alloys help to mitigate the Kona’s other main issue, a jiggly and firm ride that never truly settles. On larger wheel's you'll be gritting your teeth over bumps.

The Kona is part of the fastest expanding group of cars on the market: compact crossovers. A segment that exploded in popularity with the arrival of the first versions of Nissan Juke, Renault Captur and Peugeot 2008. Now all three cars have been replaced with a brand new generation that are better to drive, more refined and offer an increasingly level of technology and luxury kit on board, with prices rising to match their new status.

Still, if you want a high driving position on a tighter budget, you could buy a jacked-up version of a small hatch instead. Cars like the Ford Fiesta and Hyundai's own i20 Active give you a mini-SUV flavour for less cash. For a more grown-up driving experience, the Ford Puma is great fun in corners, while the Volkswagen T-Roc is composed and refined. Both are available with punchy 150PS engines that deliver surprisingly brisk pace.

Company car drivers interested in the Kona hybrid should check out Toyota's C-HR, which is even lighter on fuel, managing the transition between petrol and electricity a little more seamlessly than the Hyundai does.

The Kona has the exact same traits as many of Hyundai's other models when it comes to its fit and finish. It's very sturdily built, and feels robust enough to cope with years of abuse, but the materials used are also tough.

The dash and most of the cabin is covered in a hodgepodge of different hard, scratchy plastics, all of which are varying shades of dull grey. Odd areas get a soft-touch finish, but not enough, and it could really do with a splash of colour to brighten the mood. You can add optional contrasting trim, but only on the pricier models.

On the plus side, all but the entry-level models get soft leather upholstery on the two more important points of contact, the steering wheel and gearstick, while the top spec versions have faux-leather trim throughout.

Flick an indicator stalk, twirl the climate controls or pump up the volume using the buttons on the wheel, and each time you'll be impressed with their tactile precision, but the flimsy gearbox and armrest lids disappoint.

While it's true that many rivals feature some hard finishes and ordinary designs, cars such as the Skoda Kamiq lead the way in this class, proving that with the right approach you can make a crossover feel plush.

While every version of the Kona comes packing an infotainment screen, on the most basic models it's a tiny 5-inch monochrome display that's not particularly attractive or slick. Luckily, you only need to up to the SE to get your hands on a bright 7-inch colour touchscreen but both have Bluetooth, DAB and six speakers. However, only the latter features full smartphone compatibility for both Apple and Android phones, with the right software to allow you to use your favourite streaming and navigation apps in a safe way while driving.

The infotainment system itself is reasonably intuitive, with nice physical shortcut buttons flanking the display, which are easy to hit on the move, and scrolling through radio stations or pairing a new device is very simple.

Upgrading to the Premium SE trim or higher brings you a larger 8-inch touchscreen with a built-in navigation system and punchier audio system. It's graphically sharper and quicker to respond than the standard unit, and you get gadgets like a wireless phone charger and a head-up display thrown in that make the Kona feel hi-tech.

That's not the last word in technology though. In the hybrid models, this upgraded system gets a widescreen 10.25-inch monitor that looks super slick, and is one of the most impressive we have used on a car this size.

The idea behind crossovers like the Kona is that they are more practical than the small hatch they are often based on, yet the Hyundai struggles to match its roomiest competitors for either passenger or boot space.

Up front this still feels like a small car, rather than a SUV. The cabin is narrow, and while you can stretch out without invading anyones personal space, it feels a little more intimate than you might expect. Keeping the car tidy is no hassle though, with a decent glovebox, big door pockets, and a wide phone tray close at hand.

The further back in the Hyundai you sit, the less generous the dimensions become so taller people in the rear seats may find their heads brushing the roof lining. If they're unlucky enough to be behind a tall driver, their kneecaps will be wedged against the front seat backs too; not exactly ideal on a long drive somewhere.

Hyundai at least provides slim rear door pockets and a narrow armrest in each rear door, but on a long journey you'll hear more complaints from your passengers than you would in rivals such as the Volkswagen T-Roc. Unlike the Renault Captur and Citroen C3 Aircross, you can't slide the back seats forward and back, which means less flexibility to prioritise passenger space or boot volume, a feature that family buyers appreciate.

Speaking of volume, at 334 litres, the boot is below average for the class. Still, the opening is wide enough to make it easy to load bulky items, and when you fold down the split-folding seats they leave a flat loading bay. In this mode, the Kona can carry up to 1116 litres of stuff, but again this is less than you can fit into its rivals.

Entry-level S models get fractionally more storage space under the boot floor (where the spare wheel goes on other trims) but even without it, the boot is dwarfed by other crossovers. It's big enough to take carry-on suitcases and shopping bags, but buyers who regularly need to carry larger items will struggle to fit them all.

At launch the Kona was available with a 1.6-litre CRDi diesel, and a pair more popular petrol turbos. The first is a 1.0-litre with three-cylinders and 120PS that'll be more than adequate for most buyers, but those seeking a larger dollop of performance could pick a 1.6-litre with 177PS, four-wheel drive, and an automatic gearbox.

In 2019, the diesel was replaced with a petrol-electric hybrid in a similar mould to the Toyota CH-R. This also uses a 1.6-litre engine, paired with a small battery and a 43PS electric motor. It doesn't need plugging in, but helps improve economy and lower emissions significantly, and makes the Kona feel responsive in the city.

A 1.0-litre unit might not sound like much in a chunky crossover, but it's easily our favourite in the range. For starters, it's the most affordable and cheapest to insure. It's no slouch either, feeling eager and happy to rev. It does need some encouragement to overtake, but the six-speed manual is no chore, with a nice light shift.

Still, similarly sized units in the SEAT Arona and Ford Puma pack more of a punch. Both these rivals are over two seconds quicker in a benchmark sprint from 0-62mph, and you will notice the difference in daily driving.

We would avoid the temptation to go for the 1.6-litre model. It's only available with a dual-clutch transmission that can swap through its seven speeds with impressive smoothness, but it's very expensive to buy and run. It's undoubtedly quicker, but the penalties you pay for the boost in speed are just too high. We'd much prefer  a middle option with around 150PS and front-wheel drive, like you can get in the Volkswagen T-Roc or Mazda CX-30.

The hybrid is a fine option for those keeping a careful eye on their emissions, but it's quite a pricey upgrade.

The Kona provides a decent level of accident protection. All models come with six airbags to deploy if the worst happens. A driver attention alert will pop-up to remind you to take a break if the car thinks you are driving more erratically than usual, and there's a lane-keep assistant that can gently steer you back straight.

When it was tested by Euro NCAP in 2017 it managed a maximum five-star rating overall, but when you look closer at the individual grades, you discover that it scored just 87% for adult safety; most rivals get over 90%.

It returned decidedly average results in the pedestrian and safety assist categories too. That's because on all but the most expensive trim levels, automatic emergency braking (AEB) is optional. This critical kit is there to help drivers avoid accidents in the first place. It scans the road ahead with a camera, and if the car detects a potential collision with a cyclist, pedestrian or car in your path, it'll warn the driver and start braking if needed.

Many small SUVs now come with AEB as standard. While you can add it to the Hyundai on every trim level (as part of the brand's bigger SmartSense active safety pack) it's such a useful feature it should be included. On the plus side, it's an inexpensive option, and we'd suggest that for peace of mind, it's a box worth ticking.

Choose this bundle on the hybrid, and you'll get radar-guided cruise control too, while Premium trim includes  a set of blind spot monitors, and a system that'll warn you about passing traffic when backing out of a space. Thankfully, rear sensors and a reversing camera are standard on most trims; taking the stress out of parking.

The good news for teenagers that are hoping to borrow the car from mum and dad, is that the Kona is in such a low insurance group you might be able to sneak onto the comprehensive cover as a named driver.

Pick the 1.0-litre GD-i engine, and in either S or SE trim it sits in group 9 - the same as some city cars. Only the less powerful Renault Captur is lower, with the average for basic versions of most rivals group 13 or so.

That's the same bracket as the considerably more powerful and expensive hybrid model, which drops as low as group 11 if you go for the priciest Premium SE version, thanks to its added active safety equipment.

The most affordable version of the Kona to tax is (unsurprisingly) the hybrid model. It won't save you a big heap of cash compared with the standard petrol though; just an extra £10 off the £150 standard rate charge. That's because it qualifies for the alternative fuels discount, although £100 over the course of a decade is not exactly going to thrill your accountant. Things do start to add up once you factor in the first-year rate, though.

This is a CO2 based charge levied against all brand new cars. In the Kona hybrid, it'll cost you £165. Buy the popular 1.0-litre petrol you'll need to pay another fifty quid, but pick the top spec 1.6-litre and it leaps to £870.

It's a different story with company car tax. The hybrid sits in the lowest BIK bracket at 25% in SE trim, but it'll actually cost you a few extra pounds a month because of its higher purchase price than the 1.0 GD-i at 31%. 

Hyundai is known for being generous with its standard equipment. The brand usually packs in a wide set of features, especially on its priciest models, and you can often find a nice middle ground between cost and kit.

This holds true in the Kona. There are six trim levels, but we would avoid the bookends (S and Premium GT) and concentrate on the middle four instead. Entry-level cars get basics such as alloy wheels, cruise control, and Bluetooth, but you'll want to upgrade to SE trim for its 7-inch touchscreen and rear parking sensors.

Play models have 18-inch wheels and Metallic paint included, but it's only once you step up to the Premium specification that you'll get goodies like climate control, keyless entry, and an auto-dimming rearview mirror. These versions also benefit from an 8-inch infotainment screen, with built in navigation, double the number of speakers (including a subwoofer) and a punchier audio system, plus fancy gadgets like a wireless charger.

At the top of the tree is the Premium GT and it comes fully loaded, with LED headlights, leather seats that can be heated or cooled to your liking, and even a head-up display, but it's prohibitively expensive when new.

The Kona hybrid is available in SE, Premium and Premium SE guises, with a little bit more kit than standard. As for options, on most versions you'll need to pay for Metallic paint, and you can fit a SmartSense safety kit, but the amount you'll get with it depends on the model. It's £550 to add to an SE, but £950 on Premium cars.