2024 Hyundai Kona: Flipping the script

Hyundai has flipped the script in redesigning and reengineering the second-generation Kona subcompact crossover. Whereas the first generation Kona, introduced in 2018, was largely designed as an internal combustion vehicle, the electric-vehicle version has taken priority with the 2024 model.

The baby ute, one of Hyundai's top sellers in the U.S., has become an important entry point to the brand.

Compared with the outgoing Kona, the latest design for the 2024 model year is 1 inch wider and almost half a foot longer. It comes with a pair of 12.3-inch panoramic display screens, Hyundai's second-generation Digital Key and Hyundai's updated infotainment system. It will be capable of over-the-air updates.

Equipped with the standard 48.6-kilowatt-hour battery, the Kona EV has a range of about 197 miles, according to Hyundai's estimates, with 133 hp and 188 pound-feet of torque. Packed with the 64.8-kWh battery, it kicks out 201 hp and the same torque. With a 400 volt fast-charging input, the larger battery can charge from 10 percent to 80 percent in 43 minutes, Hyundai said.

The electric Kona is also equipped with a bidirectional onboard charger that can power devices or charge electrical equipment, such as scooters or camping items.

The standard engine for a gasoline-powered Kona is a 2.0-liter four-cylinder estimated to produce up to 147 hp. The N Line and Limited trims offer a 1.6-liter four-cylinder direct-injected, turbocharged engine that can generate up to 190 hp and 195 pound-feet of torque.

We've rounded up some early reviews of the latest Kona from the automotive media.

"I've been a fan of the Kona since its release, especially if we're talking about this exact powertrain setup. The naturally aspirated base engine was always adequate but underwhelming, while the turbo/all-wheel drive felt punchy enough to pass for sporty. Hyundai made every effort to retain that character, but the new model's added size takes a bit of the edge off the Kona's previously sharper responses. It feels even taller and heavier than it is at times; the outward push in nearly all directions (it's really no taller unless you count the slighter taper to the rear) resulted in a weight gain of about 200 pounds for the Limited model, which Hyundai pins at 3,505 pounds with all-wheel drive. Remember, this thing still rides on a decidedly subcompact wheelbase — just shy of 105 inches — and yet it weighs nearly as much as my old V-6 Mazda6. Come to think of it; that thing had nearly as much cargo space too.

The powertrain also takes a hit. Previously, the 1.6-liter turbo was paired with Hyundai's compact dual-clutch transmission. That old seven-speed certainly wasn't perfect, but it felt snappier and less reluctant to downshift with a little encouragement on the "go" pedal. The new eight-speed feels a bit lethargic by comparison. Outside of "Sport" mode, it will cling to higher gears to the point of nearly lugging the engine, imparting some cabin drone in low-speed driving. There's no shortage of tight, snaking roads with abundant elevation change around these parts; combining a corner exit and climb-out without some intentional throttle will leave you wondering what happened to that turbocharger.

So, it may have lost a step, but bear in mind the N model came relatively late in the previous generation's lifecycle. Because Kona launched without a dedicated performance variant, the turbo, all-wheel drive model had to carry water for any of Hyundai's sporty aspirations. This time around, we know that an N model is borderline inevitable. Following that logic, the Limited (and by extension, the N Line) don't need to scratch that particular itch."

— Byron Hurd, Autoblog

"Hyundai pulled out all the stops to make the cabin a nicer place to spend weekday mornings and evenings. Customers who experience actual weather will appreciate the optional heated and ventilated seats and the available heated steering wheel. The old model's gauge-cluster and infotainment screens are out, replaced with Hyundai's more modern pair of 12.3-inch displays combined inside a single-piece bezel. There are a handful of useful USB-C connections for front and rear passengers for easy charging.

The shifter has migrated from the center console to the column, opening storage space between the front seats. The result is an unconventional yet practical center console, great for handbags or other large items. Strangely, the new stowage doesn't actually close, so hiding items in a parked car is harder. Blissfully, physical climate controls made it through the redesign."

— Jack Fitzgerald, Car and Driver

" When you're on the move the Kona Electric is a delightfully calm place to be. It's quiet, with minimal intrusion from the outside world. The seats are supportive and comfortable and are a pleasing shape. Its dashboard hasn't been visited by the cheap-plastic fairy, either. Luxury — well, affordable luxury — is the name of the game here, and with that comes space. Its front seats are 85-millimeters (3.3 inches) thick, giving rear seat passengers more legroom, while the 466-liter trunk comes with a flat-load floor for ease of use.

To drive, the Kona Electric is a good time. There are four drive modes: Eco, Normal, Sport, and Snow. Eco does its best to up efficiency; Normal is set up to give sprightly performance without draining the battery; Sport gives sharper performance and turns the instruments red; and Snow is designed to keep the car in check when the white stuff falls.

It steers sweetly too, though feedback is a little on the light side, and over all but the roughest roads it rides smoothly. How it'll cope with rutted British B roads remains to be seen, as when the going gets lumpy it can feel firm."

— Alex Goy, Wired

"The new gearbox is a welcome change. Like many dual-clutch transmissions, the previous Kona's seven-speed unit sometimes delivered the engine's power in an abrupt, nonlinear fashion. The new eight-speed has a smoother, more conventional feel; its upshifts and downshifts are timely and relatively seamless. It's worth noting that the Kona's corporate cousin, the Kia Seltos, offers its own version of this turbo four-cylinder and eight-speed automatic pairing for 2024.

With the turbo 1.6-liter engine, the Kona is one of the peppier contenders in the subcompact SUV class; only the 2.5 Turbo versions of the Mazda CX-30 and the significantly more expensive Mini Countryman John Cooper Works are notably more powerful. The Kona's acceleration is satisfyingly brisk in around-town driving and on the highway, though part of me wishes Hyundai would have seen fit to give the N Line variant a spicier power plant to fulfill the promise of its sporty styling add-ons.

Likewise, the N Line also makes do with the Kona's standard suspension — no sport tuning here — so it rides and handles the same as the Limited, which also has 19-inch alloy wheels. Both of these Konas strike a decent balance between cornering capability and ride quality, though we didn't encounter any truly rough roads on our drive routes. The nicely weighted steering and tidy exterior dimensions make for easy maneuvering, and the handling is crisp and competent, if not overtly sporty. Hyundai has taken a few additional noise-abatement measures with the new Kona, so it's respectably quiet for a subcompact SUV — engine, road and wind noise are all decently muted."

— Damon Bell, Cars.com

"The new Kona is being reimagined as an upscale subcompact SUV. On the surface, this looks to be true, thanks to the unique-looking exterior and the highly stylized interior. Many design elements on the Kona come from the Ioniq 5 and 6 EVs, and are making their way to the redesigned 2024 Hyundai Santa Fe SUV.

To wit, the 2024 Hyundai Kona has grown larger with the redesign, and even the engineering pre-production models we drove have better fit and finish than the outgoing model. It clearly isn't a budget car.

Where the little SUV may very well shine is in its configurability, with two different internal combustion engines offered, two all-electric variants, and both front- and all-wheel drive available. In addition, the Kona continues Hyundai's strategy of offering a lot of features and technology for the money. Items such as ventilated seats, dual curved screens for the instrument panel and infotainment system, and a 360-degree surround-view camera.

However, the Kona feels less unique or special when out on the road, mostly due to a driving experience that is on a par with the rest of the subcompact SUV segment rather than having moved the mark in terms of ride and handling capabilities."

— Jon Linkov, Consumer Reports

"Like the previous version, the 2024 Kona N Line uses a 1.6-liter turbo-four linked to an eight-speed automatic that develops 190 hp and 195 lb-ft of torque. Front-wheel drive is standard, but our test Kona came with the optional all-wheel drive. This version of the redesigned small SUV is almost 200 pounds heavier, too, so it's no surprise it isn't as quick as past turbocharged Konas.

Our 2024 example needed an extra 1.2 seconds to reach 60 mph than a 2022 we tested. That may sound bad but for further context, the 2023 Honda HR-V EX-L AWD is 1.3 seconds slower than the new N Line (9.8 seconds), its bigger non-turbo engine making less power than the tightly wound Hyundai. The 2024 Subaru Crosstrek 2.5-liter also lacks a turbo and not as powerful but manages to be 0.6 seconds quicker than our Hyundai. The Kona N Line is still in the subcompact SUV performance ballpark, it's just not a leader.

Worse, mashing the throttle in the Kona N Line is a fairly unsatisfying act. Don't get us wrong — the powertrain can be plenty refined and capable enough for passing and getting safely up to highway speeds. But launches can get surgy, almost like boost lag hitting, and that behavior grates after several starts. Furthermore, in testing we received two warnings for engine temperature, suggesting heat management may be an issue after periods of aggressive driving. Accelerating with a bit more prudence is probably the wisest guidance."

— Bob Hernandez, MotorTrend