Hyundai Kona Electric Review

The original Kona Electric succeeded because it arrived before the small electric SUV market became seriously crowded. It offered a useable real-world range at a sensible price and, for a while, there was not much else that could touch it. The second-generation Kona Electric faces a much tougher fight, but the good news is that it has grown into a much more complete car.

The most obvious improvement is space. The new Kona Electric is bigger in every key direction than its predecessor, and you feel that immediately inside. It now works much more convincingly as a family car rather than simply an electric alternative to a supermini-sized crossover.

It also looks far more assertive than before. The full-width light signatures, pixel-inspired detailing and sharper body surfacing make it much more of a statement than the old car. Whether that is a good thing will depend on your taste, but nobody could accuse the Kona Electric of blending into the background.

The current UK line-up has also been simplified. The smaller-battery version has now dropped out of the new-car range, so every new Kona Electric uses the 65.4kWh battery and 218PS front-mounted motor. That is no bad thing because this was always the version that made the strongest all-round case, combining usefully brisk performance with a headline range of up to 319 miles.

What also helps the Kona Electric is that Hyundai has avoided overcomplicating the bits you use every day. The interior is modern but not annoyingly minimalist, there are plenty of proper controls where you want them and the driving experience is calm and easy. That matters in an EV you are likely to use for commuting, family duties and the odd longer journey.

The pressure comes from newer rivals. Cars such as the Renault Megane E-Tech, Volvo EX30, BYD Atto 3 and Smart #1 all bring something different to the table, while the related Kia Niro EV remains a very sensible alternative. Even so, the Kona Electric still makes a strong case because it is so thoroughly sorted.

Because every new Kona Electric now uses the same 65.4kWh battery and 218PS motor, the decision is really about trim. For most buyers, the sweet spot is the N Line. It brings the heated seats and steering wheel, privacy glass and electric tailgate that many buyers will want, while keeping the price well short of the range-topping cars.

Advance still makes sense if value is your main concern, because Hyundai has not stripped it bare. You still get the heat pump, the twin 12.3-inch screens, dual-zone climate control, front and rear parking sensors and keyless entry. But N Line is where the Kona Electric starts to feel properly complete.

N Line S and Ultimate both add desirable extras, including the better audio system and more comprehensive safety tech, but they are harder to justify unless you particularly want the extra luxury or visual upgrades.

Hyundai is currently showing the Kona Electric range from £33,500 with the current £1,500 Electric Car Grant applied. The N Line starts from £35,500, while N Line S starts from £37,900. Ultimate is also listed from £37,900, with Hyundai showing a price without promotion of £39,400 for that trim.

That means the Kona Electric still looks competitive, particularly once you consider the amount of standard equipment and the long-range battery being standard across the new-car line-up. It is not the cheapest small electric SUV on sale, but it is still good value for the overall package.

Used examples are now appearing in useful numbers too, which broadens the appeal further. Earlier 48kWh cars can make sense for urban buyers on tighter budgets, but for a new car the case is very much built around the long-range version.

The Kia Niro EV is the most obvious alternative because it shares much of the Kona Electric’s basic appeal while wrapping it in a more conservative shape. It is slightly roomier and less divisive to look at, though not as visually interesting.

The Renault Megane E-Tech and Volvo EX30 are strong alternatives if you want something that feels a little more style-led or premium, while the Smart #1 offers a lot of cabin space and a more urban-cool image. Chinese brands are also making this class much more competitive, with the BYD Atto 3 in particular offering plenty of kit and strong value.

If you are willing to look a size up, the Skoda Enyaq remains a superb family EV and the Hyundai Ioniq 5 is still the more spacious, more accomplished big brother. But for buyers who specifically want a compact electric SUV, the Kona Electric remains one of the strongest all-rounders.

The new Kona Electric is a genuine step forward for cabin space. Up front, there is a lot more shoulder room than before, and the driving position is easy to get comfortable in thanks to the broad range of seat and wheel adjustment. Lumbar support for the driver is standard, which helps on longer journeys.

The dashboard layout is busier than some rivals, but in a usefully intuitive way. Instead of burying everything in a touchscreen, Hyundai has kept plenty of proper buttons and controls for everyday functions, which makes the car easier to live with.

Rear-seat space is another clear strength. There is more room than in rivals such as the Smart #1 or Jeep Avenger, and the flat floor helps make the middle seat more usable than in some alternatives. It still is not a cavernous rear cabin, but it is now practical enough to cope with family duties far more convincingly than the old Kona Electric ever did.

The boot measures 466 litres, which is a very healthy figure for a small electric SUV. It is still a little short of the Kia Niro EV, but the adjustable boot floor and sensible shape make it a very usable load area. On N Line and above, the 40:20:40 split rear seats also add flexibility that many rivals do not offer.

The Hyundai Kona Electric measures 4,355mm long, 1,825mm wide & 1,575mm high. That makes it noticeably bigger than the previous Kona Electric and much more competitive on interior space.

It still feels compact enough for urban use, though, which is important because the Kona’s appeal is built partly on being easier to place and park than larger family EVs.

Every Kona Electric gets a pair of 12.3-inch screens, one for infotainment and one for the driver’s instruments. That gives even the entry-level car a modern look, and Hyundai’s system remains one of the easier ones to understand in this part of the market.

The main screen is clear, quick enough and helped by a useful row of physical shortcut buttons below. Apple CarPlay and Android Auto are standard, and most trims add wireless charging. N Line S and Ultimate are the ones to target if you particularly want the BOSE audio upgrade.

It is not perfect, though. The underlying usability is good, but the car can still feel overburdened by its own safety and convenience technology. There is a lot of functionality here, and sometimes a little too much noise about it.

The Kona Electric feels well assembled and a clear step up from budget EVs such as the MG ZS EV. It is not a premium car in the Volvo or BMW sense, but the overall impression is of something durable, modern and thoughtfully put together.

Advance keeps things simple, while N Line adds sportier trim details and Ultimate leans harder into the comfort-luxury brief with richer upholstery and more equipment. The N Line S stands out with its Alcantara and leather combination, which gives the cabin a slightly more special feel than the plainer trims.

So while the Kona Electric does not feel lavish, it does feel smart and solid, which is probably the right balance for a car of this type.

Every current new Hyundai Kona Electric uses the same 65.4kWh battery and front-mounted electric motor producing 218PS. That is enough for 0-62mph in 7.8 seconds and an official range of up to 319 miles in the most efficient trims.

Opt for the larger-wheel N Line and N Line S versions and the official range drops to 282 miles. That is still perfectly respectable, but it does show how much wheels and trim can affect EV efficiency.

That means the standard Advance and Ultimate trims make the strongest range case, while N Line is the trim to pick if you want a little more visual appeal without giving away too much usability.

The Kona Electric is exceptionally easy to drive. The steering is light, visibility is decent and the power delivery is smooth and predictable. Around town, it feels like exactly the sort of EV most buyers actually need.

Ride comfort is another plus. The car is softly sprung and deals with rougher road surfaces well, particularly at lower speeds. The trade-off is that it can feel a little floaty once you are pressing on, but this is not a car that is trying to be sporty.

The regenerative braking system is particularly well judged for everyday use. The paddles behind the steering wheel make it easy to vary the amount of regen, and the one-pedal mode works especially well in stop-start traffic. That makes the Kona Electric feel very natural in day-to-day driving.

Refinement is generally strong, too. There is only a slight electric-motor whine, wind noise is well controlled and the whole car feels calm and grown-up. The only thing likely to raise your blood pressure is the sheer quantity of warning sounds from some of the safety systems.

The Hyundai Kona Electric has a four-star Euro NCAP rating. That is not a class-leading result on paper, although it does not reflect any shortage of safety equipment.

Standard kit is extensive, including a driver monitoring system, Lane Keep Assist, Intelligent Speed Limit Assist, Forward Collision Avoidance Assist, Rear View Monitor, Lane Following Assist, Highway Drive Assist and eCall. Higher trims add Surround View Monitor, Blind Spot Collision Avoidance Assist and Blind Spot View Monitor.

So while the star rating itself is slightly underwhelming, the Kona Electric still comes loaded with the sort of active safety kit buyers now expect in a family EV.

On a 7kW home wallbox, the current 65.4kWh Kona Electric takes roughly eight hours for a full charge, so overnight charging is straightforward. If you are on a good off-peak tariff, this should make the Kona Electric very cost-effective to run day to day.

On a rapid charger, peak charging is up to 102kW. Hyundai says that can add around 100 miles of range in about 15 minutes, which is useful for occasional longer trips even if it is not quite at the level of the fastest 800V EVs.

The standard heat pump is worth highlighting because it helps preserve efficiency in colder UK weather. That gives the Kona Electric a genuine edge over some rivals in real-world UK use.

Hyundai’s five-year unlimited-mileage warranty remains a major selling point, and the battery is covered separately for eight years or 100,000 miles. Buyers also get roadside assistance and vehicle health checks included.

Hyundai has a strong record with EV reliability, and the previous Kona Electric performed very well in owner surveys. That does not guarantee a completely trouble-free experience, but it is still one of the more reassuring brands to buy into.

Current long-range Kona Electric models sit in insurance groups 31 to 33 depending on trim. That is not cheap-cheap, but it is sensible enough for a well-equipped EV with this sort of performance and battery size.

Advance and N Line sit lower down the spread, while N Line S and Ultimate cost more to insure. So there is some value in resisting the temptation to over-trim the car if keeping costs down matters.

After year one, the Hyundai Kona Electric pays the standard annual EV VED rate, currently £200.

At current list prices, no version of the Kona Electric breaches the £50,000 Expensive Car Supplement threshold for EVs, so there is no additional annual charge to worry about. Even so, it is worth keeping an eye on option prices because the threshold is based on list price before discounts.