J
John McIlroy
Guest
Verdict
The Kona Electric isn’t without its flaws; it’s not as practical as you might expect, and the cabin is uninspiring. But it offers strong in-car tech and remains an appealing option for anyone looking to switch to pure-electric motoring, thanks to clever battery management, excellent refinement and great range. Mid-spec models are even better value, mind you, while still offering more than enough standard kit.
Perhaps it’s a reflection of the pace of electric car development, but it’s been hard to nail down a proper, definitive spec of Hyundai Kona Electric over the last year or so. In early 2020 we tried a revised model that brought tiny exterior tweaks and a new infotainment system. But just as the world entered lockdown, Hyundai announced that it was introducing fresh aerodynamic mods, chassis revisions and new low-resistance tyres to help take the 64kWh Kona’s range up to 300 miles.
And yet here we are, barely 12 months later, testing another facelifted version of the car. This Kona Electric keeps the same 64kWh battery pack and 201bhp motor as the previous version, but gets a different trim level hierarchy and yet more exterior revisions - although to be fair, the changes to the design are only enough to bring this version roughly in line with its more conventionally powered stablemates.
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However, given the government’s recent – and surprising – announcement, cutting the plug-in car grant from £3,000 to £2,500 with immediate effect, now applying to cars that cost no more than £35,000, finding your perfect spec Kona Electric has taken yet another turn; only the smaller battery 39kWh models in SE Connect and Premium trim now qualify for the subsidy. It means this new top-spec Kona Electric just got more expensive, now priced from £40,375.
But back to the changes for this new model. At the front, then, the Kona Electric gets even slimmer, sharper headlights that use LED technology and revised bumpers to help airflow and reduce drag. Along the flanks, the old grey plastic wheel arch cladding has now been replaced by a body-coloured finish that means the car looks less rugged and a bit more muscular.
There are new 17-inch alloy wheels, while the rear features fresh tail-lights and a different bumper design. Six new paint colours have been added to the range too, although the vibrant metallic green that adorned many early Kona Electrics has been dropped.
Hyundai Kona electric - front static
Hyundai Kona electric
Hyundai Kona electric - rear static
Hyundai Kona electric - interior
Hyundai Kona electric - rear static
Hyundai Kona electric - boot
Hyundai Kona electric - - screen
Hyundai Kona electric - badge
Hyundai Kona electric - front
Hyundai Kona electric -
Hyundai Kona electric - interior
Hyundai Kona electric - rear
Hyundai Kona electric
Hyundai Kona electric - headlight
Hyundai Kona electric - badge
Hyundai Kona electric
Inside, all versions get Hyundai’s 10.25-inch touchscreen infotainment system, while the old car’s mix of conventional dials and a central dash display has been replaced by a fully digital instrument panel - again, as seen on more conventional Konas.
The smaller-battery 39kWh Kona is available in a new trim level, SE Connect, while the 64kWh edition we’re trying here starts in Premium, which brings heated seats and a heated steering wheel, front parking sensors, auto wipers, powered folding side mirrors and a wireless smartphone charging pad.
Our test car is in Ultimate trim, though; it adds a sunroof and Highway Drive Assist - in effect, adaptive cruise control paired with lane-centring assistance - along with a head-up display, leather upholstery, heated rear seats and ventilation on the front seats. It’s fully loaded, in other words - but then, it ought to be, especially given its relative price hike now it sits outside the threshold for the plug-in car grant. That’s no fault of Hyundai’s, of course.
Despite the updates, the core Kona qualities remain, so this is not the most practical small SUV. The rear of the cabin is best be described as compact, and with only 332 litres of boot space it’s outdone by a few superminis and may well fall short for those wanting to use it as a small family SUV.
Inside, meanwhile, the cabin remains well made but desperately dull, with a hundred shades of grey plastic in a number of textural finishes.
On the road, there’s next to no involvement to be had; the steering is vague and light, and if you do flick the Kona Electric into Sport mode to give it a bit more heft, you can actually feel its dynamic make-up being torn apart piece by piece, such is the chassis’ reluctance to keep up with the extra response from the throttle.
Hyundai Kona electric - front static
Hyundai Kona electric
Hyundai Kona electric - rear static
Hyundai Kona electric - interior
Hyundai Kona electric - rear static
Hyundai Kona electric - boot
Hyundai Kona electric - - screen
Hyundai Kona electric - badge
Hyundai Kona electric - front
Hyundai Kona electric -
Hyundai Kona electric - interior
Hyundai Kona electric - rear
Hyundai Kona electric
Hyundai Kona electric - headlight
Hyundai Kona electric - badge
Hyundai Kona electric
Fortunately, the default setting on start-up is Eco - and once curiosity has been satisfied in Sport and Normal, we’d struggle to think of any reason why you might touch the Driving Mode button at all. In Eco the throttle response is suppressed in the name of efficiency, and it actually results in better modulation that makes the car easier to drive smoothly.
You can still invoke comical amounts of wheelspin by stamping on the right-hand pedal, true. But a sensible approach brings more than enough low-down performance, especially around town, along with, of course, more miles between recharges.
Speaking of which, you’re unlikely to hit that claimed WLTP range of 300 miles. But based on our experience with the car, the 64kWh should comfortably break through the 250-mile mark, perhaps even 270 if you anticipate traffic flow and use the brake energy regeneration (adjustable through paddles behind the steering wheel) to the max. That’s still an impressive amount for an EV of this size - and it’s helped by excellent battery management software that means it’s easy to trust the predicted range.
Refinement remains a strong point; if anything, to our ears the electric motor whine has been dialled out even more effectively than it was in the original Kona Electric, and that was hardly a car we’d have called noisy. There’s a little more sophistication and compliance to the ride, too, enhancing the Hyundai’s abilities as a quiet, relaxed cruiser.
You get 100kW charging as standard so a rapid charger can take the car from zero to 80 per cent of charge in just under an hour. The hefty battery means a top-up with a wallbox will take all night, pretty much, but that’s only if you’re almost flat to start with.
The upgrades to in-car tech may only be mirroring what Hyundai has rolled out across the rest of the Kona range, but they’re welcome, nonetheless. The configurable instrument panel is slick and easy to use, and the touchscreen infotainment system remains one of the best in the business, with a fast processor and high-resolution display.
| Model: | Hyundai Kona Electric Ultimate 64kWh |
| Price: | £40,375 |
| Powertrain: | 64kWh battery, single electric motor |
| Power/torque: | 201bhp/395Nm |
| Transmission | Single speed auto, front-wheel drive |
| 0-60mph: | 7.9 seconds |
| Top speed: | 104mph |
| Range: | 300 miles (WLTP) |
| Max charging rate: | 100kW DC |
| On sale: | Now |
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