Having now owned the original OS Kona electric for just on five years now, I was keen to take the opportunity to try the all-new SX2 model for an extended ten day test and report on what sort of changes and upgrades had been made to what I have long considered to be the ‘quiet achiever’ of the EV world.
A bit of history first. The Hyundai Kona OS debuted in Korea in 2018, and in Australia in 2019. After a minor refresh in 2021, it ended production in late 2023 and has been replaced with an all-new version referred to as the SX2.
Where the OS was based on the petrol version and a very good EV, it did suffer from a few compromises being made to create what effectively was a ‘converted ICE’ car. These included limited boot and rear seat space, a sizeable transmission and driveshaft hump limiting foot room as well as no under-bonnet storage.
On the other hand, the SX2 is built on an all-new platform that Hyundai touts as an ‘EV first’ design that is adapted to fit petrol engine versions.
The new Kona SX2 has also grown slightly over the previous generation. It is now 150 mm longer, 25 mm wider and 25mm taller than the previous model. For that increase in dimensions it does however get a bigger boot (the smallness of which was a common gripe with owners of the original Kona) along with that rarest of beasts: a spare wheel, albeit, a space-saver one).
As per the first version, in electric guise it is front-wheel drive only, unlike the petrol version which has an AWD option. Adding to the changes is a 27 litre ‘froot’ (front boot) that would make a handy and accessible storage compartment for charging leads and adaptors.
From the outside, the new Kona has taken its styling cues from the larger Ioniq 5 with a more angular appearance and ‘clamshell’ style bonnet.
Also, whilst the Standard Range and base model Long Range ride on 17 inch wheels, the Premium Long Range comes with 19 inch rims and 235/45 rubber – which results in a significant reduction in driving range. (See section on range for more detail).
According to the specifications, not a lot has been changed here. The standard Range still outputs 99 kW and the Extended Range 150 kW. That is not the full story though: maximum torque has been wound back to 255 Nm for both versions instead of the previous 395 Nm.
For the Long Range (LR), battery capacity is up marginally at 64.8 kWh. (Compared to the previous 64.0). The Standard Range (SR) has seen a significant boost though: previously 38 kWh, it has been increased by almost 25% to 48.6 kWh.
Driving range figures have also changed. When fitted with 17 inch wheels, the SR is rated at 370 km WLTP (up from 305) and the LR rated at 505 km (up from 484). However, that latter falls to 444 km if selecting the Premium LR version with 19 inch wheels.
Charge rates are also up. AC charging can now be done at up to 10.4 kW when connected to a three phase supply (up from the maximum single phase only rate of 7.2 kW). This keeps the Kona in line with almost all other EVs on the market today. A very few are still 7 kW, whilst a few others are either standard or optional with 22 kW.
DC charging is also up – but perhaps a bit disappointingly it is only to 100 kW for the LR and around 77 kW for the SR. (Up from 77 for both in the previous model, but many EVs today can charge at 150 kW with many at 220 kW plus).
The interior is all-new and takes on a more Ioniq 5 aesthetic with its twin 32.2 cm (12.3 inch) screens, ‘floating’ dash panel and moving of the gear selector from buttons on the console to a stalk on the right-hand side of the steering column. New also is a separate climate control display with the associated physical button controls grouped logically below it.
The centre console also has a more open feel than the previous model. Gone is the ‘flying bridge’ at hip height – instead is a low centre tray with retractable cup holders, wireless phone charging and easy-access USB etcetera ports.
On the flip side, the open feel means the loss of an enclosed storage bin. Instead there is one (very small) tray under the padded lid. For those (like me) who like to keep the cabin tidy and stash oddments away out of sight, this was a minor disappointment.
Rear seating is noticeably more spacious than the outgoing model with 77 mm more legroom and 15 mm more head room. Also in the rear is a 230V, 3 pin socket-outlet capable of providing Vehicle to Load (V2L) up to 15A/3 kW.
This is ample capacity to power a good quality travel refrigerator plus run a couple of laptops for the kids on the way to a campsite. On that topic, 15A of V2L is also available via an adaptor that plugs into the charging inlet. This means you can power a small event or camping weekend away without needing to even run a lead from inside the car.
Boot space is also noticeably up. (From 332 litres with the seats up to 407 litres). Plus the SX2 comes with that rarest of beasts: a spare wheel. (Albeit a space-saver one).
The overall impression from the interior changes is that for its slight increase in size, the changes make it feel a whole lot bigger and more practical inside.
Driving the new Kona electric is a totally different experience to the old.
The ride is slightly harsher on 19 inch rubber, although not overly so and the suspension did soak up speed humps and uneven surfaces well. In normal driving mode, the Kona SX2 takes off in more ‘relaxed’ fashion than the OS. To get a similar experience to the old, you need to select Sport mode to get something akin to Normal in the OS.
The new Kona is still brisk off the line and drives well. Regenerative braking, as always with Hyundai, is both excellent as well as easily changed via steering wheel paddles. On that latter point – Hyundai have added a full i-Pedal function to the paddle selection, which I found to be perhaps the best executed version I have ever used.
Unlike many EVs, the i-Pedal consistently brought the car to a completely smooth halt without any final ‘jerk’. It also switches off when reversing. That latter is to me is a significant safety feature as it ensures you have your foot resting on the brake instead of the accelerator as the car moves backwards.
(For instance, if a child or dog were to rush out behind the car, you instinctively press down on the pedal your foot is resting on – if i-pedal was on in reverse, that would be the accelerator!)
However, whilst you can select the highest regenerative braking level and expect that to be the case when you restart the car, i-Pedal must be turned on each time the car is restarted or when you move from reverse and back to Drive. Personally I was fine with that, but some people may find that slightly annoying.
With good visibility and a full suite of advanced driver assistance systems (ADAS), the car is easy to place in busy traffic. On the flip side, various parts of the ADAS are VERY frustrating.
Things like the speed sign recognition and over-speed warnings were both overzealous and often wrong. As a result, you were constantly hearing chimes and/getting visual warnings for things that were either not there or were irrelevant. Many times I found myself not properly concentrating on the road as I tried to work out exactly what it was complaining about through the ever present ‘bings and bongs’.
Examples include the speed sign recognition picking up a 15km/h tram speed sign and saying I was exceeding the limit of a 70km/h zone, as well as bing-bonging madly to say I was speeding in school zones well outside of the times they applied.
Yes, they can be turned off – but they reactivate each time you start the car. Turning them off is also easy to do (once you work out how to create a menu shortcut), but that does defeat the purpose of an ADAS system.
If Hyundai could improve the relevance and timing of the warnings (or at least allow a selection of them to be turned off permanently) it would make for a much more pleasant (and less distracting) drive. By the way, once turned off the driving experience was excellent. The new Kona is also even quieter than the outgoing model at all speeds with Hyundai working to improve both sound deadening and vibration isolation.
Lane keep assist (LKA) is also much improved over the previous OS version. In that model, my standard start-up sequence has been ‘start car/belt up/switch off LKA/select Drive’. LKA in the OS version has a bad habit of ping ponging you between the lines, or at least having to resist sometimes less than gentle nudges as you move to keep away from tram tracks in the city … or pot holes in regional roads.
In the SX2 it is more tolerant of gentle moves within a lane to avoid minor road imperfections (or dead possums), as well as being more progressive in its ‘nudges’. Whilst still not perhaps as good as some other manufacturers, it is now at least tolerable and worth leaving on.
Selecting different heating, ventilation and radio functions is also made easier in the Kona SX2. The heating/ventilation display has been moved off the touch screen and grouped with the (previously existing) tactile buttons – along with the radio and screen menu buttons above it.
Other changes
To improve efficiency, heating is now (finally) supplied using reverse cycle air conditioning instead of the highly inefficient PTC element seen in the OS brought here. (I say ‘finally’ as a heat pump had been specified for the OS in some countries, but only in defined ‘cold climate’ regions).
Another big change is the inclusion of a towing rating. For the Long Range version the rating is 750 kg braked trailer/300 kg unbraked. Note: the lower power Standard Range is not rated for towing.
The new Kona also has Over-The-Air (OTA) updates and live traffic mapping is integrated into the satellite navigation system.
In the premium version I had on test, the front seats have a driver memory function so you can set the exact position for different drivers plus the outboard rear seats are heated as well as the front seats. Also in the Premium version you now get a powered tailgate, Bose sound system and opening sunroof with a powered sun screen.
Pricing, Service and Warranty
Service:
Warranty:
If choosing a Long Range version, the base model would be the pick as the 17 inch wheels offer the best WLTP driving range. If you really want the extra goodies of the Premium, it would definitely be worth investigating opting for 17 inch wheels.
Overall, the new Kona is a significant improvement on the old. It is even slightly cheaper that the outgoing OS versions. With more boot space and rear seat room, a better driving range (in 17 inch wheel form) plus a spare wheel, it hits the mark for many existing Kona owners thinking about upgrading – as well as anyone looking for a small/medium crossover big enough to carry rear seat passengers in reasonable comfort.
The additional features of V2L and a tow rating for the Long Range versions also makes it a good choice for those who want to tow a light luggage or small camper trailer and would like 230V power when camping.
Unfortunately, the seriously overzealous ADAS detracts from the overall driving experience unless you turn some off – which does negate having the features in the first place.
Specifications:
Seating: 5
Boot volumes in litres (1 litre = 10 x 10 x 10 cm)
Dimensions:
Battery:
Energy consumption: (WLTP)
Kerb weight:
Charging:
Charge port location:
Drive configuration:
Towing: (unbraked/braked)
Performance:
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.
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