Kona baby-SUV born to be mild
New Hyundai isn’t as weird as it looks. That’s not a bad thing, writes David Linklater.
The Hyundai Kona is the wacky SUV for the riskaverse. Really don’t mean that in an unkind way. Might even be quite a compliment.
But there’s definitely a dichotomy in the Kona. Because it really does go out-there in styling terms, especially if you compare it to Hyundai’s other, rather conservative SUV offerings: the larger Tucson and even larger Santa Fe.
Adding some ride height and bulky black plastic bits to a a hatchback body shape is an old crossover/SUV trick. But full marks to Hyundai for tackling the the job with bravery and enthusiasm.
This ‘‘stacked’’ light look gives the Kona a strong visual identity. With apologies to the Citroen Cactus perhaps, but you’d never mistake one for the other. Nor can you argue that all small SUVs look the same. Not with this one around.
Actually, the Cactus is an interesting point of reference. I love it, but buy the Citroen and you have to embrace weirdness not just in the styling, but in a general sense. Don’t get me started.
There’s absolutely none of that in the Kona. Nothing to be feared and really nothing new to learn if you’ve just stepped out of a ‘‘normal’’ hatchback.
That’s should not surprise, because the Kona is very much a normal hatchback underneath. It’s based on the platform of the latest i30 small-car: same basic architecture, mechanical layout and electronic systems.
So while the Kona is still its own thing inside and out, the driver and passenger experience is very much that of a conventional small car.
It doesn’t deliver anything unexpected in terms of powertrain or chassis configuration and the cabin is laid out like any other mainstream model. Or just like the i30, although the dashboard architecture is unique to the Kona.
Also just like the i30, the Kona comes with two distinct powertrain/chassis combinations. There’s an entry-level version with a 2.0-litre naturally aspirated engine, conventional six-speed automatic transmission and torsion-beam rear suspension, or a higher-level model with a 1.6-litre turbo mill, automated dual-clutch transmission (DCT) and more sophisticated (read expensive) multi-link rear.
I’d argue the entry version is the one to have. True, the engine is no great shakes; it’s fine in mid-range running but sounds like the innerworkings might spray themselves around the engine bay when you dare to push it hard. It’s also a rung down on the equivalent i30 model, which has a more hi-tech Gasoline Direct Injection (GDI) engine that’s more powerful than the Multi-Point Injection (MPI) unit in the Kona.
But Kona is absolutely a citySUV and if you’re doing most of your driving around town, the ‘‘ordinary’’ six-speed automatic is a better choice than the clevercogs seven-speed DCT. It’s smooth, predictable and unobtrusive - in contrast to the DCT, which is good at quick changes under power but doesn’t seem to have the hang of parking, delicate part-throttle acceleration or ratio choice during changeable city speeds. The turbo’s a more interesting and engaging drive for sure (not to mention the extra 20kW/85Nm in the turbo engine), but the conventional automatic is more fit-for-purpose.
Nor should you be put off by the entry model’s FWD configuration and less sophisticated suspension.
The turbo’s standard AWD system is an on-demand setup anyway (although you do get a 50/50 lock button for off-tarmac driving) and while the multi-link rear gives a more fluid corning feel, the Kona is not really a press-on kind of car.
If you feel like splashing out a bit you could always go for the 2.0-litre Elite featured here.
At $36,990 this 2WD flagship model is the same price as the base turbo-AWD but picks up full leather upholstery, 10-way poweradjustable driver’s seat (with heating for both front chairs), colour TFT display for the instrument panel, automatic wipers/screen demisting, climate air with pollen filter, privacy glass, keyless entry/start, LED lights with high-beam assist and 18-inch wheels.
The cabin of our test car was a
grim kind of grey, although you can spice the Kona up with flashes of colour from the options list. Worth a look, especially if you’ve gone for one of the brighter exterior colours to show off the contrasting black exterior bits.
The interior architecture is very similar to the i30 without being exactly the same: nicely laid out and easy to navigate, with a large tablet-style screen dominating the centre console. Hyundai is all about phone projection - in fact, the Tucson SUV was the first car launched in NZ with Apple CarPlay.
So naturally it’s standard across the Kona range, and in fact the Korean maker reckons access to mobile phone mapping through the screen means you don’t need integrated satellite navigation. Not even in this range-topping Elite model.
Country drivers may disagree, as once you lose a cellular connection on a backroad you also lose your navigation. But it makes sense for a city-SUV like this.
The infortainment system also runs a nifty cellphone-based application called Auto Link (also now on the i30) that keeps tabs on your driving style, advises you of service schedules and even runs a parking timer.
There’s a lot about the Kona 2.0 Elite that makes sense. It’s a good size, easy to drive, well-equipped and definitely not boring looking. And it’s a Hyundai. So it really is a safe way to buy something that makes you seem a little strange.