Hyundai Kona (2017-2023) Review

The first-generation Hyundai Kona arrived in the UK in 2017 as a small SUV positioned below the Tucson.

Its styling was much more adventurous than that of most contemporary Hyundai models, with slim upper running lights, separate main headlamps, contrasting body cladding and a broad choice of colours helping it stand out in an increasingly crowded market.

The design divided opinion, but it gave the Kona a clear identity at a time when rivals such as the original Nissan Juke and Vauxhall Crossland X were among the dominant small SUVs.

Hyundai revised the Kona in 2021 with a substantially redesigned front end, updated trim levels, improved technology and suspension changes intended to make it more comfortable. These later cars look fresher and generally ride more smoothly, although the improvements did not completely resolve the Kona’s firm low-speed behaviour.

The engine range changed several times during production. Early cars were available with 1.0 and 1.6-litre turbocharged petrol engines, while a 1.6-litre diesel appeared briefly before being withdrawn.

A 1.6-litre self-charging hybrid joined the range in 2019, combining a petrol engine with an electric motor and six-speed dual-clutch automatic gearbox. Facelifted 1.0-litre models also gained 48V mild-hybrid assistance on selected versions.

The first-generation Kona Electric shared the basic body and cabin but used a fully electric drivetrain, while the later high-performance Kona N had a 280PS petrol engine and substantially different suspension. Both are distinct enough to be considered separately rather than treated as ordinary Kona derivatives.

Most Konas are front-wheel drive, although the early 177PS 1.6-litre turbo was available with four-wheel drive and an automatic gearbox.

The standard car is not intended for serious off-road use, but its raised ride height and compact footprint make it well suited to damaged urban roads and narrow rural lanes.

Hyundai replaced this generation with a larger and substantially more spacious Kona in 2023. The earlier model is now a used-only option and is noticeably smaller inside, but its lower prices and remaining warranty coverage on younger examples maintain its appeal.

The Hyundai Kona 1.0 T-GDi SE Connect manual is the best all-round used version, particularly in facelifted form from 2021 onwards.

Its 120PS three-cylinder petrol engine provides enough performance for town, country-road and motorway use without the higher running costs of the 1.6-litre turbo.

SE Connect includes the equipment most buyers need, with alloy wheels, air conditioning, rear parking sensors, a reversing camera and smartphone-compatible infotainment. Facelifted versions also gained a digital instrument display and an improved standard specification.

Earlier SE models are similarly appealing when priced correctly, while Play offers useful equipment but usually has 18-inch wheels that make the ride less comfortable.

Premium and Ultimate versions add heated seats, enhanced safety systems and more technology, although their larger wheels and higher prices can make them less attractive than a sensibly specified mid-range car.

The hybrid is worth considering for drivers who spend much of their time in urban traffic, where it can make frequent use of electric assistance. Its automatic gearbox also suits stop-start driving, but the extra purchase cost means it is not automatically the cheapest version to own.

The rare 1.6-litre turbo is quick but expensive to fuel and insure, while diesel versions make sense only for drivers covering sustained motorway mileage.

Used prices start from around £7,000 for early 1.0-litre petrol cars with higher mileage.

Between £8,500 and £11,000 buys a broader selection of 2018 to 2020 examples, including many SE, Premium and Play models with sensible mileages.

Facelifted cars from 2021 generally begin at around £11,000, while later SE Connect, N Line and Premium versions typically cost between £12,000 and £16,000.

Used hybrid models usually start at approximately £11,000 and rise beyond £17,000 for low-mileage examples from the final years of production.

The high-performance Kona N remains considerably more expensive, while the values of Kona Electric models depend heavily on battery size, age and mileage.

The broad used supply means buyers can afford to prioritise condition, service history and wheel size. A well-maintained SE or SE Connect on smaller alloy wheels is likely to be a better everyday purchase than a heavily equipped car with a harsher ride.

The Skoda Kamiq offers more rear passenger space, a larger boot and a higher-quality cabin. Its styling is more conservative, but it is a stronger family car.

The Ford Puma is more enjoyable to drive and has a substantially more useful boot. Equivalent cars often cost more, particularly in higher trims.

The SEAT Arona feels lighter and more agile, while its cabin is roomier than the Kona’s. Its interior design is similarly straightforward.

The Renault Captur provides a sliding rear bench and a more flexible luggage area. The second-generation model also feels more modern inside.

The Toyota C-HR is more economical in urban driving and has a smoother hybrid system. Rear visibility and boot space are also limited, while used prices are generally higher.

The Kona provides a slightly raised driving position that gives a clearer view over surrounding traffic without making the driver feel perched excessively high.

There is a useful range of adjustment in the seat and steering wheel, while Premium versions add electric lumbar adjustment that can improve comfort during longer journeys.

The front seats are well padded, and front headroom and legroom are sufficient for taller adults. The cabin is relatively narrow, however, so the driver and passenger sit closer together than they would in a Volkswagen T-Roc or Skoda Kamiq.

Storage is useful rather than exceptional, with front door pockets, cupholders, a glovebox, a central tray and a compartment beneath the armrest providing enough room for everyday items.

Visibility is good through the windscreen and side windows, although the thick rear pillars and small back window create substantial over-the-shoulder blind spots. Rear parking sensors and a reversing camera are fitted to many versions and are worth prioritising when buying used.

Rear passenger space is one of the Kona’s main weaknesses, with taller adults likely to find knee room tight behind an equally tall driver. Headroom is adequate for most people, but the rising window line and dark trim make the rear compartment feel more confined than it is.

Two adults or older children can travel comfortably enough on shorter journeys, although the centre position is narrow and best kept for occasional use. Isofix mounting points on the two outer rear seats allow a pair of child seats to be installed, but the limited legroom can make bulky rear-facing seats a tight fit behind taller front occupants.

Behind them, the boot holds 334 litres with the rear seats upright, which is sufficient for a weekly shop, several cabin-sized suitcases or a compact pushchair. It is smaller than the luggage compartments in the Skoda Kamiq, Ford Puma and Renault Captur, limiting the Kona’s appeal for families regularly carrying bulky equipment.

The load opening is reasonably wide and the rear backrests fold in a 60:40 split, increasing maximum capacity to approximately 1,116 litres. They create a broadly flat extended load area when used with the adjustable floor, although the total space remains below average for the class.

A compartment beneath the boot floor provides useful additional storage on versions without a spare wheel, while the relatively high loading lip can make heavier objects more awkward to lift in and out.

The Hyundai Kona measures 4,165mm long, 1,800mm wide & 1,565mm high.

Its compact length makes it straightforward to manoeuvre in town, while the light steering reduces the effort required for parallel parking and three-point turns.

The wide rear pillars make parking sensors and a reversing camera especially useful, with both becoming more widely available as the trim level rises.

Later Premium and Ultimate models add front parking sensors, while selected versions include blind-spot monitoring and rear cross-traffic warning.

Infotainment specification depends on the car’s age and trim.

Entry-level early S models use a basic five-inch display, which looks dated and lacks the smartphone integration provided by higher trims.

SE introduced a seven-inch touchscreen with Apple CarPlay and Android Auto, making it the minimum specification worth seeking for most buyers.

The system uses clear menus and physical shortcut buttons around the screen, allowing drivers to change common functions without repeatedly returning to the main menu.

Premium and Premium SE versions gained an eight-inch display with navigation, a more powerful audio system, wireless phone charging and additional connected features.

Hybrid models and facelifted higher trims introduced a 10.25-inch widescreen system that looks sharper, responds more quickly and gives the dashboard a more contemporary appearance.

Facelifted cars may also have a 10.25-inch digital instrument display. Its graphics are clear and the information is easy to read, although the available layouts are less configurable than those in some newer rivals.

Physical controls remain for heating and ventilation, which makes the Kona easier to operate on the move than many newer SUVs that place these functions within the touchscreen.

Equipment varies substantially between model years, so buyers should check the individual car for navigation, smartphone connectivity, wireless charging and the larger displays.

The Kona’s cabin is sturdily assembled, with clearly marked switches and controls that operate with a reassuringly precise action.

Most of the dashboard, doors and centre console are made from hard plastic, however, and the broad use of dark grey finishes makes the interior feel much less adventurous than the exterior.

Soft-touch material appears in a few prominent areas, while SE and higher trims generally have a leather-covered steering wheel and gear selector.

Premium models introduce upgraded upholstery and additional decorative trim, with top versions offering leather seat facings and contrasting colour details.

These additions lift the atmosphere without transforming the underlying cabin quality, and several storage lids and lower dashboard panels still feel light or insubstantial.

The materials are likely to withstand ordinary family use well, but buyers should inspect heavily used cars for scratches on the door trims, centre console and boot plastics.

A Skoda Kamiq or Volkswagen T-Roc feels more polished, although the Kona’s controls are generally simpler and more intuitive than many touchscreen-heavy alternatives.

The engine range changed throughout production.

The 120PS 1.0-litre petrol is the best engine for most buyers because it is widely available, relatively affordable and capable of handling occasional motorway journeys.

It requires some planning when overtaking or joining a fast road, particularly with passengers aboard, but the six-speed manual gearbox has a light and accurate action.

Facelifted mild-hybrid versions use a small battery and starter-generator to recover energy during deceleration and assist the engine during acceleration. The system cannot drive the Kona independently on electricity, and the improvement in fuel economy is modest.

The self-charging hybrid combines a 1.6-litre petrol engine with an electric motor and six-speed dual-clutch automatic gearbox. It can move for short distances using electric power and feels responsive in urban traffic, although the transitions between petrol and electric operation are less seamless than they are in a Toyota C-HR.

The 1.6-litre turbo petrol provides substantially stronger acceleration and was available with four-wheel drive on selected early cars. Its higher fuel use, insurance costs and purchase price make it difficult to recommend unless performance is a priority.

Diesel versions are rare but can be economical on long journeys. Their emissions systems are less suited to repeated short trips, while the limited used supply means there may be little choice of trim or mileage.

The Kona’s suspension was tuned firmly to control body movement, giving it secure grip and limited lean through bends.

That approach makes early cars restless on damaged urban roads, where small imperfections cause the body to fidget and deeper potholes send a sharp impact into the cabin.

Versions with 18-inch alloy wheels are particularly unforgiving, making the smaller wheels fitted to SE and SE Connect models the better choice for comfort.

Hyundai revised the suspension as part of the 2021 facelift, improving its response to broken surfaces without making the car feel excessively soft. These later examples are more settled but still do not ride as smoothly as a Skoda Kamiq or Citroën C3 Aircross.

The steering is light and easy to use around town, although it provides little feedback or meaningful increase in weight at higher speeds. The Kona changes direction neatly and generates plenty of grip, but it lacks the precision and fluency of a Ford Puma or SEAT Arona.

The 1.0-litre petrol produces a noticeable three-cylinder sound under acceleration but becomes unobtrusive at a steady speed. The hybrid is quieter in slow traffic when its engine switches off, although tyre noise remains apparent on coarse surfaces.

Wind noise is reasonably well controlled, but the firm suspension and road noise make the Kona less relaxing on long motorway journeys than the most refined small SUVs.

The first-generation Hyundai Kona received five stars from Euro NCAP when tested in 2017.

It achieved strong adult and child occupant scores under the assessment criteria used at the time, although autonomous emergency braking was optional rather than standard on every version. The rating has since expired and should not be compared directly with the result of a car tested under current protocols.

Six airbags, stability control, lane-keeping assistance and driver-attention monitoring were widely fitted.

Hyundai’s SmartSense package added autonomous emergency braking with pedestrian detection, while higher trims could also include blind-spot monitoring, rear cross-traffic warning and adaptive cruise control.

Safety equipment varies by age and specification, so buyers should confirm that the individual car has the desired assistance systems rather than relying on the Euro NCAP rating alone.

The 1.0-litre petrol officially returns up to approximately 46mpg, with real-world results around 38 to 43mpg achievable in mixed driving.

Mild-hybrid versions provide a small efficiency improvement, although wheel size, traffic and driving style have a greater effect than the electrical assistance.

The self-charging hybrid can return up to approximately 57mpg and is at its most efficient in urban driving, where the electric motor can assist the petrol engine frequently.

Results in the low to mid-50s are realistic in suitable conditions, although sustained motorway use reduces the hybrid’s advantage.

Diesel models can also return more than 50mpg on longer journeys but are less suitable for low annual mileages or repeated short trips.

The powerful 1.6-litre turbo is considerably thirstier, with real-world economy likely to fall into the low 30s when driven enthusiastically.

Hyundai supplied the Kona with a five-year unlimited-mileage warranty from first registration, which was longer than the cover provided by most rivals.

The warranty normally follows the car rather than remaining with the first owner, provided the servicing and eligibility requirements have been met.

Most first-generation Konas are now outside their original warranty, although late 2022 and 2023 examples may retain some cover.

Insurance groups vary widely across the first-generation range, running from approximately 8 to 33.

The mainstream 1.0-litre petrol and hybrid models generally occupy the lower groups, while powerful four-wheel-drive derivatives and the high-performance Kona N sit substantially higher.

The 1.0-litre SE and SE Connect are among the cheapest versions to insure, making them sensible choices for younger drivers or households adding another named driver.

Quotes should still be obtained before purchase because trim, gearbox and safety equipment can produce unexpected differences between otherwise similar cars.

Every first-generation Hyundai Kona was registered after 1 April 2017 and therefore uses the current Vehicle Excise Duty system, with annual tax from the second licence set at £200.

No separate annual discount now applies to the self-charging or mild-hybrid models.

Most mainstream derivatives originally cost less than the £40,000 Expensive Car Supplement threshold, although highly specified Kona N models should be checked individually against their original list price and registration date.