Many regular readers here will know that I bought a Hyundai Kona electric as soon as it was humanly possible to do so in Australia.
Having been involved with and driving EVs for commuting for many years before then, it had seemed an eternity to wait before the arrival of a generation of EVs capable of matching all the capacities of an ICE vehicle. (Meaning I could finally pension off my aging ICE towing and distance driving car).
Some of you may even remember my article back in 2019 when I explained my dilemma over sticking with my Tesla Model 3 reservation, or jumping ship to the Hyundai Kona electric.
Well, time flies and the end of June marked my first four years of Kona electric ownership. As four years is a common age for new-bought cars to be sold – with quite a number recently coming to the second-hand market – it seemed a good time to write a long-term driving review.
The Hyundai Kona electric
For those not familiar with the Kona electric, it is commonly described as a small ‘crossover’ SUV. In electric guise it is front-wheel drive only, although the petrol version has an AWD option. Worldwide sales of the Kona electric began in late 2018 with Australian deliveries beginning in March 2019.
Since its arrival it has had a couple of minor updates. For those looking at buying second-hand, these differences include:
2020:
- Touchscreen widened to 250mm;
- Minor underbody faring and better tyres. (Together they gave a slightly increased driving range).
2021:
- Exterior changes including a different (smoother) nose;
- Addition of a 39kWh, 100kW motor ‘Standard Range’ version.
It is also worth noting that an all-new Kona electric is due late this year. This new model will be slightly larger and built on a more EV optimised platform than the current one, which is effectively a ‘converted’ ICE model.
Driving
As mentioned earlier, I bought the Kona electric with the intention to pension off my last ICE vehicles. Having driven the Kona all over my home state of Victoria, as far as Coffs Harbour in the north of NSW …. and on the way back to Melbourne inland via Tamworth and Dubbo to be home in two days … plus as far west as Perth and back – I think I can safely say the technology has proved itself more than capable of replacing an ICE vehicle there.
Sadly, the same can’t be said of its tow rating (or lack thereof). Despite assurances from Hyundai Australia head office reps at various media days that the Kona electric would be rated for towing ‘at some stage’, they eventually quashed all possibility of a tow rating … and I have had to maintain one last ICE vehicle to do my towing work.
Interior comfort and wear
In look and feel, it is hard to differentiate the EV version from a conventional ICE Kona – so for anyone wanting a second-hand Kona as a first EV, the Kona doesn’t present many challenges there.
I have found it to be both comfortable and ergonomic with a good combination of physical buttons and levers alongside the touchscreen. Yes – the dash, console and door panels are hard plastic so don’t give a ‘premium’ feel – but it is worth remembering that it is a mid-level car and was never marketed as a luxury one.
Driving Range
The European WLTP test standard for the 2019 model gave a 449km range, which was upped to 484km in 2020. For my early 2019 model I’ve found that around town I regularly exceed both and 500 km is what I would generally expect if all I do is 40-60km/h street travelling – provided I’m not using the heater or air conditioner.
So in my experience, I would say that even in high summer or mid-winter, the WLTP number is pretty much what you’d expect for city driving.
On the highway, the US EPA test standard is generally a better guide for that form of driving than the European based WLTP number. For the 2019 Kona the US EPA range is 415km. In my experience of country driving around Victoria I have found it to average 400 to 420 km: so pretty much bang on there too.
Mind-you, for extended, high speed driving where you accelerate to highway speeds and stay there all day (like across the Nullarbor Plain) – I saw a further reduction to 380 – 390 km.
In terms of efficiency and range – I would contend that it still offers better bang-for-buck than many EVs. On the WLTP cycle, the Kona electric (old or new) outperforms most new competitors. (See table 1).
Table 1: Comparison of 2019 Kona electric to selected EVs under $70,000 on the Australian market
Sources: EV Database, AEVA EV model Fact Sheets
Notes to table:
- Actual Tesla battery sizes may vary depending on cell chemistry, cell manufacturer and market.
- Approximate on-the-road pricing in Victoria. Other states will be less with the application of their respective EV subsidies.
Battery life
As for whether there is any degradation with battery age – that’s something I simply am not in a position to report on. This is because at three and a half years of age, Hyundai kindly replaced my main battery pack for a new one under the worldwide recall of some 70,000 early Konas for potential battery fire issues.
(For those who don’t know, around 16 Kona electrics self-immolated due to a battery assembly/design issue). As part of that recall, around 600 Australian delivered Konas were recalled for a battery pack replacement, meaning for the last six months I have effectively had a new Kona again!)
Charging
The Kona electric uses the now ubiquitous CCS2 charging plug that has become the standard in Australia for all new BEVs. (With the exception of the Nissan Leaf and Lexus 300e – although both manufacturers with their new models are moving to CCS here).
As such, I can charge at any public AC charge point (except for the odd Tesla destination charger that has been set to ‘Tesla only’) as well as all DC chargers except Tesla Superchargers. (Which by the way is changing – Tesla is slowly opening up its DC chargers to all EV makes).
The Kona’s maximum charge rates of 7.4kW AC and 70kW DC are now starting to look slightly anaemic compared to the current crop of EVs where 11kW AC is the norm and few EVs except the cheapest are below 100kW DC.
To date though, I haven’t found those charging rates to limit my day-to day driving. When it comes to AC charging, 7.4kW is all most people can expect for home charging and that will still give a worst-case zero to 100% charge overnight.
Yes, 11kW is both more kind to the grid if you have three phase power available … and it is a handy add-on for long distance travel if using a three phase AC charger or power outlet, but it is not a deal-breaker to buying a second-hand EV over a new one.
Mind-you, for off-the-beaten-DC-track driving, I definitely would’ve liked three phase AC charging capacity to better utilise the 32A three phase outlet at South Australia’s Poochera pub (between Port Augusta and Ceduna in South Australia). 11kW charging would have reduced that wait from three to two hours, whilst 22kW AC charging would have reduced that to one hour.
Maintenance
The service interval for the Kona electric is 15,000 km or 12 months – whichever comes first. This is for the set price of $165 – which at first glance may seem a lot as there is little that an EV needs in the way of service.
(For a comparison, Tesla does not set a service schedule at all – the car simply notifies you whenever there is a need for a service item to be attended to).
However, I am happy to pay that $165. For the money you get a safety check of brakes and tyre wear as well as a general check of the car plus an update of the software, implementation of any service campaigns – plus renewal of 12 months free roadside assist.
For that, $165 does not seem too steep a fee – and for the average car driver, having a second set of eyes do an annual safety check is simply a good thing to have done as opposed to Tesla’s ‘set and forget’ mentality.
The beauty of the Kona electric service is it also does not escalate in price over the years like it does for ICE vehicles. Brakes are less likely to wear due to regenerative electric braking and there are no regular replacements of timing belts, water pumps and the like that can add hundreds and even thousands of dollars to later year ICE service costs.
The one ‘downside’ of these services I’ve found is with each update of the navigation system you get changes to the look and operation of the maps – meaning it usually takes a while to re-find some features and functions.
Kona shortcomings
The current Kona electric does have its downsides. As an electric ‘add-on’ design based on an ICE platform, it has plenty of wasted space in the engine bay and central transmission hump that could have been incorporated into the cabin, as was done for the EV-only E-GMP platform used in the Ioniq 5, Kia EV6, etc.
As a result, the Kona has quite a small boot volume and a large centre console. Fine on a trip with one or two people – but not particularly practical for a full passenger list with luggage.
It also has lots of empty space under the bonnet due to the replacement of the ICE motor and ancillaries with the smaller package of electric motor, single speed gearbox and electronics – but there is no ‘froot’ compartment.
(Froot by the way is short for ‘front boot’ – which is the UK/Australian version of the US ‘frunk’, short for front trunk). Again, this is addressed in the E-GMP platform cars.
Also, as noted previously – it does not have a tow rating.
Summing up:
The obvious question, with the plethora of EV options arriving since I bought the Kona, is ‘would I still buy one now?”
Looking at table 1: the Kona electric stands up well against the cheapest new EVs available here – and even not too shabbily at up to the new price for a top spec Kona electric of around $70k. Of the models due here later this year: for a similar sized/spec EV under $70k, I would perhaps add the MG4 and VW ID.3 to that list.
So of that expanded list in Table 1, are any of them a better option for me against my 2019 choice? The Cupra looks good … until you realise there isn’t a tow rating – meaning the same issue apples for the ID.3 as it is the same car – so no joy from either there.
The Atto 3 doesn’t have the range of a new Kona and the charging rates are effectively no different to the Kona (new or old), but it does have a tow rating. So it would be a contender if I was forced into the market for another car, but it’s not enough of an improvement to tempt me to change to a new one.
As for the Leaf – whilst I loved my first generation 2011 model, the Leaf is starting to badly show its age with the worst driving range, no tow rating, lower AC charge rate – AND it has the superseded CHAdeMO DC charge port – so it is a definite fail for me. (Even more so now than it was for me back in 2019).
The MG ZS EV does have a light tow rating and faster AC charging, but it is very inefficient with its electrons and looks/feels no better to drive than the Kona, so it has only the tow rating to provide appeal.
The Tesla 3 is therefore still the strongest current opposition to a new Kona for me – even more so than in 2019. The Standard Range version now equals the current Kona driving range (which it didn’t in 2019) and it is much cheaper now for that driving range: plus it does have a tow rating (as it did in 2019).
So, if forced into the market, perhaps the decision between the two as-new cars would be even harder than before – but for 2019 models, the Kona for me still wins over having to buy a long-range Model 3 at $10k plus more. A new Model Y is perhaps closer – but it is over my $70k maximum criterion … and like the Model 3, a bigger car than I need.
So for now, if forced into the market through misadventure, I would probably just plump for a second-hand Kona electric. That may soon change though.
When the MG4 arrives, it should come with 11 kW AC charging/135kW DC charging, a 500 kg tow rating and a 450 km range. The range is not quite as good as the Kona (old or new) but it’s not too bad either. So it would be a maybe, pending a test drive. Not enough to temp me out of my current Kona though.
There is, by the way, a third ‘dark horse’ potential addition to the list: the upcoming all-new Kona electric, due here perhaps late this year.
Whilst the full specs have yet to be released – it is likely to arrive with 11kW AC/100kW DC charging, a tow rating, bigger boot capacity, all new expanded/EV optimised interior AND Vehicle to Load (V2L) capacity.
Again, probably not enough to tempt me out of my current one (given I still keep an ICE tow car), but if I was forced into the market soon after the new Kona arrived – it would probably be the serious contender for me over a second-hand Kona, depending on price.
2024 Hyundai Kona interior. Image: Hyundai
However:
Both the new Kona and the MG4 are bigger than my current Kona and what I really want is a smaller, long range EV with fast AC charging that can tow … and no EV on the market here (or coming soon) seems to offer that combination.
Australia’s predilection for large SUVs generally rules out manufacturers bothering to bring anything else here – so all-up, it may be a while before I willingly change EVs!
Final note: for those who remember my article back in May, there was a very tempting one (the Renault Megane E-Tech) …. and I was about to buy it, despite the price. That was until Renault decided to downgrade its 22kW AC charging capacity (available in all other markets) to 7kW only for Australia.
Bryce Gaton is an expert on electric vehicles and contributor for The Driven and Renew Economy. He has been working in the EV sector since 2008 and is currently working as EV electrical safety trainer/supervisor for the University of Melbourne. He also provides support for the EV Transition to business, government and the public through his EV Transition consultancy EVchoice.