2024 Hyundai Kona

Inside, twin 12.3-inch panels form a mostly or fully digital display in an otherwise uncluttered, horizontal dash common to all versions. There’s still a lot of black plastic in the Kona, but the redesigned interior is a grade above the materials used in its predecessor. 

Six paint shades are common to all powertrains, including the inevitable white, silver, charcoal, and black, plus a green and a yellow. The Kona Electric is the only model to offer Meta Blue, a silvery-blue tone—and the EV offers no reds at all, whereas Denim Blue, plus a red and an orange are offered only on the gasoline models.

How fast is the Hyundai Kona?

Hyundai didn’t provide acceleration figures, but the performance of the optional 1.6-liter turbo inline-4 with 8-speed automatic—the only gasoline version we drove—is adequate. It’s hardly a hot rod, though, which makes us think the base 2.0-liter inline-4 with continuously variable transmission (CVT) is likely slow.

The 1.6 turbo is rated at 190 hp (at 6000 rpm), but under most circumstances, it takes time to get there, as the turbo spools up while the transmission downshifts up to three gears. This results from tuning the car to operate at very low revs to meet increasingly stringent fuel-economy requirements, while retaining the get-up-and-go to accelerate into fast-moving traffic, eventually.

The Kona Electric, on the other hand, delivers instant power from the first push of the accelerator, pretty much like any EV. The 2024 Kona Electric uses a slightly larger 64.8-kwh battery pack (64.0 kwh in outgoing model) to energize a 150-kw front motor that makes 201 hp and 188 lb-ft of torque. It’s EPA-rated at 261 miles of range. (A smaller 48.6-kwh battery pack has been discussed, with a 99-kw motor making 133 hp and 188 lb-ft, and 200 miles of range.) 

Regenerative braking through steering-wheel mounted paddle shifters can help recoup more energy, and a one-pedal drive mode takes it to a stop. Unlike the Ioniq electrics, the Kona Electric utilizes a 400-volt not 800-volt architecture, so DC fast-charging times stretch out to 43 minutes to charge it from 10-80%. A vehicle-to-load function outputs 1.7 kw to charge appliances at camp or worksites, or for minor backup power during a blackout.

The Kona Electric Long Range provides gradual power; this isn’t a speed demon, let alone the kick-you-in-the-kidneys acceleration of a Tesla. But power delivery is consistent and linear, and the acceleration comes without engine revving or multiple upshifts. The Kona’s handling and roadholding is composed without being sporty; the top-end 19-inch alloy wheels on the Limited hold corners well but convey some tire noise on certain surfaces. (Overall, the Kona was quiet inside under most circumstances.) The best way to describe its road feel is unremarkable, neither substandard nor superb. That’s not what the Kona’s about. We only tested the all-wheel-drive version, which replaces the FWD model’s rear twist beam with an independent multi-link rear suspension—which might possibly make the AWD versions slightly better at the limit.

The sporty N-Line trim package has no mechanical differences to the Limited model with the same powertrain. Hyundai has not indicated if the Kona N performance hatch will return.

The Electric? It’s a bottom-heavy hatch with sharp handling and smoothness, much like its predecessor.Towing is not advised for any version of the Kona.

Typical of Hyundai, the digital gauges are clear and the entire dash—with a pair of adjacent 12.3-inch horizontal monitors on top models—is clean, modern, and simple. Storage abounds in the cabin, with the drive selector of our Limited model on the steering column, behind the steering to the right. It’s rather like those on some VW or BMW electric cars, but it’s simple enough to learn—and frees console space on higher trims for a deep tray with rotating cupholders, a deeper cubby under the armrest, and a charging pad/phone stand capable of accommodating a pair of side-by-side devices.

The cargo floor can sit at one of two levels, and Hyundai cleverly made it possible to slide the floor panel into guides to hold it against the back of the back seat. That allows it to stay with the car rather than sit in a garage. Cargo volume with the rear seat up has risen to 25.5 cubic feet, a gain of more than six cubic feet and among the most in its competitive set. Fold down the rear seat back, and that rises to 63.7 cubes, competitive with a couple of entries one class up.

Build quality in our test cars was first-rate, and only the prevalence of hard plastics detracted from the solid feel. They were pleasantly textured hard plastics, but we’d have welcomed a few more soft surfaces in a small car that can top $35,000.

How much is a fully loaded Hyundai Kona?

The top-of-the-line Kona Limited AWD, with a 1.6-liter turbo engine and 8-speed automatic transmission, 19-inch alloy wheels, LED lights, a power sunroof, synthetic leather upholstery, an 8-speaker Bose premium audio system, heated steering wheel, cooled front seats, automatic tailgate, and more, stickers at $34,485. It’s indeed fully loaded, though—Hyundai doesn’t offer a single option on the Limited trim.

The Kona Electric tops out past $42,000, and isn’t eligible for any of the most recent federal tax credits.

The Hyundai Kona Electric earns an EPA-rated 261 miles of range in its current Long Range form.