Hyundai Kona | Putting your title back on the line

Since 2019, the Kona has held the leading position in its segment. Crowned with the success of its predecessor, the Kona, second of its name, is therefore the favorite. Hello, pressure. Bringing a popular vehicle back into shape is trickier than it seems. Often, the matter is a puzzle. Hyundai had to do enough to provide obvious guarantees of rejuvenation, but be careful not to (too) disorient customers. Goal achieved ?

You have to realize that the Hyundai Kona is no longer a small pocket utility vehicle. As it has grown, this model, which first appeared in 2018, has changed register. The second generation, launched a few weeks ago, measures 4350 mm. This bodywork is not only longer, but also higher and wider than before, covering a wheelbase (distance between the two axles) which now extends over 2660 mm. This makes it currently the most spacious utility vehicle – in theory – in its category behind Subaru’s Crosstrek (2670 mm).

More aerodynamic

This growth, which results in limited weight gain, benefits passive safety and especially habitability. The increased wheelbase frees up space for the legs of passengers seated in the rear, better off than before, while the trunk capacity is increased to 723 L, a gain of 179 L compared to the previous model. Thus remodeled, the Kona responds more to the growing importance given to leisure which popularizes large vehicles, but also to the “new” values ​​of the automobile which favor functional and comfortable cars.

But that is not the only explanation for the growth in the size of this vehicle. Its designers, during its development, this time favored the fully electrified version of the Kona. The latter (see the “Technical sheet” tab), expected in Canada in the coming months, aims to be more energy efficient. This requires, among other things, to present a more aerodynamic profile (Cx of 0.27 compared to 0.29 for the previous generation). This requirement, in itself, generates more fluid lines which elongate a silhouette that we have known to be more compact.

To contain costs, the architecture of this Kona is identical to that of the previous model. Logical since this platform called K3 is able to accommodate a thermal engine (petrol or diesel), hybrid and electric. For now, under the hood, we find the 1.6L four-cylinder supercharged by turbocharger. This animates the N-Line version, the only one offered at the launch of this vehicle. The atmospheric 2 L will then follow (later in the fall) and the fully electric mechanics (winter 2024).

At the wheel, the reactions are healthy, perfectly neutral as it should be from now on, and the fairly biting braking reassures the world. The steering provides a decent feel, but nothing more.

Selecting Sport mode changes nothing, other than making the steering unnecessarily heavier. The suspension elements smooth out the roughness of the road more effectively and provide more comfort, including acoustically. The downside is that the Kona appears less agile and less precise due to languid body movements.

Even boosted by a turbocharger, the 1.6 L engine does not provide stunning acceleration or lively acceleration, as suggested by the sporty appendages of the N-Line version. In fact, compared to the previous generation, this Kona is undoubtedly less eager, but much more flexible than before.

The origin of this elasticity lies essentially in the choice of the gearbox. Hyundai is abandoning, for the North American market at least, the dual-clutch transmission in favor of another, more traditional one. In addition to being less expensive to maintain, this new box avoids brutally reminding us of the moment when it engages a gear. On the other hand, consumption gains nothing from this change. Hyundai announces an average of 9.1 L/100 km while last year’s equivalent model claimed 8.2 L/100 km, according to Natural Resources Canada.

Beyond plastic

Like the exterior design, the Kona’s interior is refined and gives the feeling that you are on board an electric vehicle… The dashboard, completely unobstructed, unfolds behind this multifunction screen at the impeccable definition which, placed just within reach of the driver’s hand, gives access to the various settings. Not all, fortunately. On this subject, it is important to welcome Hyundai’s decision not to make this electroluminescent panel a catch-all to house all the switches and other knobs.

In fact, the only quirk (known to Ioniq 5 and 6 owners) is that curious and unsightly gear selector attached to the steering column. We have already seen more inspired, but such a staging will undoubtedly delight the technophiles who will take the controls of this terrestrial vessel. Ingenious and large storage spaces within easy reach are also among the positive points of this interior where the feeling of space reigns. On the other hand, we are sad to see that these hard and dark plastics are still required. The N-Line version may inject a little color, but it remains plastic.

Larger, more sophisticated, more welcoming and more accomplished, the Kona achieves all the objectives set out in its specifications. For the rest, its designers have carefully avoided any risk-taking and preferred to smooth out the rough edges of a model which, until now, is among the South Korean firm’s best sales successes. And who intends to remain so.

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The Press will soon publish the test of the following vehicles: Cadillac Lyriq, Ford Mustang, GMC Sierra, Mitsubishi Mirage, Lucid Air and Volkswagen Atlas. If you own one of these vehicles or are awaiting delivery, we would love to hear from you.