Hot crossover to rival Puma ST
Third model to join the sporty crossover ranks promises to be the most focused
Given the growth of the Hyundai Kona line-up to span multiple powertrains (ranging from mild hybrid to fully electric) and the simultaneous expansion of the firm’s N performance division, it was perhaps inevitable that the two would cross over into this Kona N.
While hot high-riders may not please purists, they certainly make sense from both an economic and a philosophical standpoint, given the increasing popularity of crossovers and SUVS. And with the Ford Puma ST and the Volkswagen T-roc R now on the market, why shouldn’t Hyundai get in on the act?
To the Korean company’s credit, it didn’t use the inherent contradictions of a performance SUV as an excuse to not take the Kona N seriously.
Alex Eichler, its executive expert for performance vehicle testing, said that the goal was to imbue the Kona N with “performance as close to [that of] the i30 N as possible”.
And that aim is clearly felt when you’re driving the Kona N – which is both a positive and a negative.
The Kona N is easy to distinguish from its mild-mannered siblings through a host of bespoke design features, including a mesh grille, 19in wheels (wrapped in model-bespoke Pirelli tyres), a rear spoiler and large twin tailpipes. It’s something like an automotive honey badger: very cute, but with a hint of the aggressiveness that lurks under the surface.
And it can be aggressive. While the body is classic Kona, the underpinnings have far more in common with the i30 N. It’s not a straight swap, of course, with a series of modifications to account for the Kona being both 120mm shorter and 118mm taller than the i30 hatchback.
So there’s added welding to increase stiffness (particularly vital to compensate for that extra ride height), retuned electronically controlled suspension, more responsive rack-mounted steering and extra powertrain mounts.
The Kona N also gets the turbocharged 2.0-litre engine from the i30 N that produces 276bhp, sent entirely to the front wheels – because in ethos, this remains more hot hatch than SUV (although there are some off-road driving modes, should you get the urge).
For now, the only gearbox is an eight-speed dual-clutch automatic, most likely speaking to the different target markets for hot crossovers and hatches. Next to the auto selector on the centre console you will also find a proper handbrake, should you fancy some sharp turns on the school run.
The interior of the Kona N is a similar blend of practicality and
perceived performance. You get that slightly elevated seating position, a spacious rear, a decent boot, good all-round visibility and a well-laidout and relatively plush dashboard that mixes physical controls with a touchscreen, a head-up display (the first in an N model) and a clear digital instrument display.
To remind you that you’re sitting in a performance model, there’s also special stitching and some N logos dotted about.
But most notable is the leathercovered steering wheel, which features large shift paddles, two N buttons that employ the various driving modes and a big red button marked NGS that drops the car into the lowest usable gear for 20 seconds to allow for full (and very noisy)
❝ They’ve done a fair job in limiting the dynamic compromises inherent in a crossover ❞
acceleration. It should keep the kids entertained on occasion, at least.
Hyundai expects Kona N buyers to be hot hatch fans who have a family: people who need something approaching a sensible car but still want performance. And such buyers will find that the Kona N succeeds in feeling more like the i30 N than a crossover.
The N division has done a fair job in limiting the dynamic compromises inherent in a high-riding crossover, with the responsive handling giving the car a decent feel on corners and flowing roads that has more in common with a hot hatch than an SUV. The short wheelbase helps the Kona change direction fast, and it feels pleasingly stable given its comparatively high stance.
The trade-off is through the stiffened ride, which is on the firm side even in the softest Comfort mode. It’s not unbearably so, but there are more comfortable ways of doing the school run.
Moving up the driving modes firms up the steering and suspension while adjusting the engine delivery, ESC and exhaust sound. The Sport setting is best saved for relatively smooth roads, and things become even more jittery and brittle in N mode. As with the i30 N, you will be hard-pressed to find somewhere smooth enough to use that. The best results are likely to be found using the Custom mode to keep the suspension soft while boosting the steering response.
It’s to Hyundai’s immense credit that it has taken the slightly daft idea of a performance crossover and delivered an earnest, proper performance machine – one that feels very much like it belongs in the N line-up. That said, part of the appeal of crossovers is their duality of purpose; and in its pursuit of pure raucous performance, I wonder if the Kona N’s singularity might limit its appeal. But there’s little else like it at this price point of the performance SUV market, and for that reason I suspect it could become a cult classic among those who are prepared to accept the compromises that are inherent in the concept.