Today I'm testing the Hyundai Kona. I take the keys from the import representative and arrive at the "unripe lemon" colored car…
"Dare to be different"
At first glance, I am attracted by the muscular and aggressive appearance. The Kona looks bigger from the outside than it actually is. Massive front mask, above it a narrow slit on the sides lined with thin LED strips of daylight. On the sides, prominent LED main lights stand out, framed by fashionable black plastic, into which turn signals are additionally inserted. The designers also incorporated something similar on the back. This plastic trim going forward from the front and back from the rear fenders looks unusual and, in my opinion, a bit distracting. In my opinion, Kona has the most beautiful "cuckoo" from the front.
On the other hand, this element attracts immediate attention at first glance. "Dare to be different". With this slogan, Hyundai presents one of its latest models. These design elements are clearly the intention of the manufacturer and distinguish Kona from the multitude of similar models from other brands.
Kona rides on the current fashion wave of small pseudo-SUVs and crossovers. Automobile companies will use a regular hatchback of the lower middle class as a technical basis, which they will "inflate" to a height, add a rough off-road appearance, call it an SUV and add several thousand euros to the price. Some manufacturers add a few cm on the ground clearance.
However, there are also car companies that take the SUV name literally and add a 4×4 drive. In the Kona model, Hyundai even adds the option to fix the torque between the axles in a 50:50 ratio and hill descent assistant. These features are not common even in mid-sized SUVs. The powerful engine is the icing on the cake, but more on that later.
The interior remains conservative
I'm boarding. The massive handle looks massive and solid, and I have a similar feeling about the entire front door. They are pleasantly heavy and close with a muffled sound. I haven't encountered anything like this in this class for a long time. It didn't work for me and I tried it several times in a row, attracting the attention of the current "managers" standing nearby in tight jackets and short tight pants with a pint of coffee in hand…
I go around the car again and look into the trunk. Relatively low loading edge, average volume 361 l, after folding the rear seats in a ratio of 2:1, a flat surface is created. After lifting the solid "plate" and the polystyrene insert for small things below it, the range reserve is staring at me, which is standard for Hyundai models.
I sit in the higher seats and automatically try to lower their position. Failed, can only be increased. Never mind, I'm sitting in an SUV, so I should be sitting higher. The seats are rather softer and more suitable for more subtle figures. I feel like I'm sitting on the seats and not in them. I adjust what can be adjusted, I praise the electrically adjustable lumbar support on a large scale, which provides pleasant pressure exactly where it is needed. The interior looks simple and purposeful, but it doesn't quite match the extravagant exterior. The situation is enhanced by the interior elements of the LIME pack (e.g. lemon frames for the air conditioning vents, lemon belts, steering wheel leather sewn with the same color thread,…). The dark upholstery of the roof and side pillars also has a pleasant effect.
I can't complain about the space in the shoulder area, similarly the space for both legs is sufficient. The right leg rests on the hard plastic of the center console, but due to its large surface without edges and protrusions, nothing presses or bothers. There is enough storage space except for smaller openings for cups/bottles between the front seats.
The view to the front and to the sides is sufficient, despite the lack of abundant glazing, the rear-view mirrors are large enough. I tried to sit "behind myself", but ran into a limit caused by the 2600 mm wheelbase. I had a sufficient reserve above my head, but my knees were touching the back of the driver's seat, which, by the way, is practically plastic, which is especially appreciated by families with small children. Installation of the child seat in the rear was easy thanks to the conveniently located IsoFix mounts.
I found softened plastic only under the infotainment screen and in front of the passenger. However, I have no reservations about the processing of plastics. The door panels look valuable, except for the cheap switches for opening the windows and adjusting the rear-view mirrors. It is also necessary to pay attention to the plastic around them, it is smooth and prone to scratches. The armrests in the doors and between the seats, on the other hand, are pleasantly soft and placed at the right height.
The dashboard is clear, tachometer on the left, speedometer on the right, a simple TFT display between them, nothing special. However, I appreciate the coolant temperature gauge, which is currently replaced by a blue-red icon. I also praise the control of the automatic climate control with single-purpose buttons. I was interested in the possibility of setting the air blowing in all directions at once. The automatic transmission selector could have had a more interesting shaped head. I couldn't shake the feeling that something was missing from her top.
I am looking for the right location. At my height of 185 cm, it takes me a little longer. I would welcome the longitudinal adjustment of the steering wheel to a greater extent. After a while I'm satisfied, I pair my phone via bluetooth with the car and I'm good to go. I try to start as gently as possible. The gearbox shifts smoothly, I don't notice any nervousness or jerking. Excellent for double clutch. After a minute I'm standing in a traffic jam, nothing unusual for Bratislava at half past five in the afternoon. I take advantage of the time, call my wife and enjoy the exceptionally excellent sound of the call transmitted to the speakers. The call quality was also praised from the other side of the line.
While standing in a traffic jam, I notice the looks of the crews of other cars. A unique design and an unusual striking color can attract attention.
On the road
Under the hood is currently the most powerful engine in the Kona offer, namely the gasoline 1.6 T-GDi with an output of 130 kW at 5,500 rpm and a torque of 265 Nm achieved between 1,500 and 4,500 rpm. It is coupled with a 7-speed dual-clutch automatic transmission of our own production. In the test, I will not name all the technical parameters, they can be found on the importer 's website, rather I will focus on my impressions from the ride itself.
The engine is quiet and vibration-free at low revs, on the contrary, it is quite noisy at higher revs, which I attribute to the weaker isolation of the engine from the crew compartment. However, the gearbox only starts the engine in the case of kickdown. The engine is at its best in the medium rev range. When trying to accelerate suddenly, it is necessary to take into account a slight delay in the engine's response, which I clearly attribute to the time required for the turbocharger to spin. The gearbox shifts relatively quickly and usually logically. Its reactions depend on the selected driving mode (Eco, Comfort, Sport). During kickdown in Eco and Comfort mode, it downshifts by 2-3 steps, but a second later it shifts up, despite the accelerator pedal being on the floor. In Sport mode, everything is fine and the gearbox uses the whole range of revolutions. At the same time, it maintains higher revolutions when a lower gear is engaged, and the effort to accelerate faster is rewarded with an immediate response.
Apart from the behavior of the transmission and slightly stiffer steering in sports mode, I did not notice any other changes when changing individual modes. The steering is artificial like most vehicles across the class, looser around the center position and without feedback. However, it is not overpowered and provides adequate resistance on the highway without the need for direction correction.
The chassis is a pleasant surprise. The higher center of gravity (height with skids is 1,565 mm) is hardly noticeable when driving. Normal unevenness on the road passes with grace, larger and especially transverse unevenness is manifested by a muffled sound rather than a physical transfer to the body. This statement applies to the 215/55R17 tires on which the test car is fitted.
It leans minimally in corners and keeps its track excellently even on poor-quality roads thanks to the multi-element rear axle. I felt the support of the 4×4 in the rain when gradually accelerating into a sharp turn, where the car felt like it was not pulled out of it, but pushed out when it began to skid. Similarly, it helps the car during a vigorous start from a standstill. I dare say that the paper acceleration of 0-100km/h in 7.9 seconds is underestimated and can be surpassed. I didn't have any problems with the brakes, they have a relatively quick onset and the car didn't tend to lean forward too much even when braking hard.
When driving on the highway, the car is stable and not very sensitive to crosswinds. At a speed of 130 km/h, it spins 2500 revolutions. Noise penetrates mainly from the chassis, aerodynamic noise from the side windows is excellently suppressed.
Test drives mostly took place along the route Bratislava – Vienna using district roads and highways. I avoided testing on unpaved roads because I don't expect anyone to go off-road with a car of this type. I drove in the districts with an average consumption of 7.2 l/100km, observing the Austrian speed limits and occasionally using the engine's potential for overtaking and rapid acceleration from the villages. Highway consumption depended on speed. At a speed of 120 km/h, it was around 7.2, at 130 km/h it increased by one liter, which is a tax for considerable air resistance due to the increased construction of the body. City traffic in Bratislava traffic jams increased the car's appetite by over 10 liters. A weekend drive through the city without traffic jams and occasional stops at traffic lights reduced the consumption to 8l. The relatively high consumption can be explained by the 4×4 drive, the weight just under one and a half tons and the very decent engine performance, which simply cannot be left unused. The problem can be the 50-liter tank, which with the mentioned consumption will force you to refuel more often than is nice.
Equipment Family
The price tag of the tested vehicle is €23,490 + €900 for Bi-LED headlights + €700 for Lime pack + €400 for Smart Pack + €500 for Acid Yellow metallic. Too much? Maybe, but for this price you get a characterful engine, a perfectly functioning 7-speed dual-clutch automatic transmission, 4×4 drive and a 5-year warranty with no mileage limit. The Family equipment includes everything essential. The only thing missing from the price list is the option to add adaptive cruise control. I replaced the missing navigation by using the Waze software using the seamless Android Auto support.
The service interval is 15,000 km or 12 months. Hyundai obviously does not want to please the incorrect extended frequency of engine oil change, but tries to hold the customer accountable.
Verdict
I was satisfied with the car except for the details. A powerful engine supported by a playful and stable chassis offers the possibility of entertainment, excellent automatic comfort, 4×4 drive, passability on easier terrain and safety in winter operation.
The ambitious but justified higher price suggests that a Kona with this technology and equipment will not be for everyone. It will be purchased by a customer who is attracted by the unusual design and versatile capabilities of the car and will not be bothered by higher consumption.
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