Hyundai Kona Electric 2019 reduces emissions to zero for very light vehicles

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If anyone wondered which manufacturer offers more electric vehicle nameplates in America than any other, your first instinct would probably be Tesla. But note the qualifier in the question – nameplates. Tesla currently only owns three, models S, X and 3. In the coming months, Hyundai Motor Group will be offering five in its Hyundai and Kia brands. Ioniq electric and Kia Soul EV have been on sale for some time. The Hyundai Nexo arrives in a few weeks and the electric versions of the Hyundai Kona and Kia Niro crossovers will be available soon.

It is good that Hyundai expand its range of zero emission products, but do not expect HMG to soon exceed Tesla's total sales volume. While all of these vehicles are more than just highly compromised compliant cars we've been seeing since 2010, Hyundai is careful to match the offer to demand. And as US car buyers continue to show strong reluctance to buy electric vehicles with anything other than a Tesla badge, availability will initially be limited to California and a handful of other states that respect its emission rules and have shown an appetite for these types of vehicles.

It's really a shame, because the Kona Electric we recently drove is both an anti-Tesla and, in many ways (but not all), potentially the most appealing of conventional electric cars. To be fair, the Tesla Model 3 is not really competing with the Kona, but the Chevrolet Bolt. Similar in size to the Bolt, it is currently the only other consumer electric vehicle with a range greater than 200 miles. A longer version of the Nissan Leaf is coming up and although Tesla has promised a $ 35,000 model 3, it is unlikely to come until mid-2019, if ever.

However, let's start with the most obvious aspect that distinguishes Kona from its battery-powered competitors. It is a sub-compact crossover utility. This places it directly in one of the fastest growing segments of the market. Chevrolet considers the Bolt as a crossover, but let's be realistic: it's a high hatchback. This is not an inconvenience and, frankly, I prefer this provision to most crossovers.

The last time we had anything close was the short-lived Toyota Rav4 EV, with its battery and propulsion system provided by Tesla. This is a variant of the small Kona branch sold for several months with gasoline engines. Hyundai's team of American designers, led by Chris Chapman in Southern California, has reshaped the face of the electric Kona by replacing the grille with a solid stylized panel that looks modern and unique while retaining the distinctive light features of the Kona. The electric version also gets some modifications on the back, but this is still part of the Kona family.

The most important changes are below. The floor rails are reinforced by an internal aluminum grid structure that offers more resistance with a modest increase in mass. This will protect the new 64 kWh battery pack. Unlike some previous examples where an existing model had undergone an electric conversion, especially the Ford Focus, Hyundai has done a remarkable job in minimizing the impact of adding a battery to the vehicle.

It does not interfere at all in the cargo area, but fills the area between axles and spars. As a result, the Kona is able to maintain its existing multi-link rear suspension. The Kona Electric retains exactly the same amount of passengers per passenger and 19.2 cubic feet of cargo volume behind the seats as the gasoline variant. While the electric motor and power electronics under the hood prevent a Tesla style frown, it has more space behind the seats than the combined volume of the Model 3 and the folding of the seats gives a little less than 46 cubic meters.

The electric motor receives a new center console with electronic speed selectors in place of the mechanical shift lever of the conventional model. The floating and contoured console fits, joining the dashboard just below the central vents, but adds a storage area underneath for phones, maps, and more. In general, the usability of the cabin is not drastically different from that of the existing Kona and nothing basically goes this way.

The vertical center touch screen displays the same excellent display that is used in other Hyundai and Kia products. It offers good contrast and brightness in all lighting with virtually no glare or hijacking effects, even when the sun is shining directly on it. Hyundai's standard user interface is quite simple and easy to use with some additional menu items specific to electrical operation. Unlike Tesla, it also supports Android Auto and Apple Carplay and has a wireless phone charger.

Driving Kona Electric is not a radically different experience than the 1.6-liter Turbo variant, despite its 700 kilos more. It has not been as optimized in terms of weight as a bolt and is therefore about 250 pounds more than the Chevrolet. At 201 horsepower, the engine matches the power of the cylinder head, but the Kona's 290 kg of torque surpassed the Chevrolet 24.

A Kona EV will not take into account the higher power of Teslas in an acceleration race, but its acceleration from about 0 to 60 seconds corresponds to the Bolt and should be ample for almost everyone. The instant response of electric propulsion makes it ideal for city driving such as Santa Monica Boulevard or Topanga Canyon Road. The low rolling resistance tires limit the ultimate grip, but the Kona is well balanced and its independent suspension gives it a decent ride quality even with the extra mass of the battery. At least for the moment, there is no all wheel drive variant, but as the battery does not impinge on the axle zone, it should be possible to add a second engine to the rear if the demand is there .

My biggest functional complaint with the Kona and the current Ioniq Electric is Hyundai's decision not to participate in diving with a single pedal. While the paddles on the steering wheel allow the driver to call any of the three levels of regenerative braking, there is no such mode as the Bolt's "low gear" or the Leaf's E pedal switch that allows braking complete at maximum speed. At maximum regeneration in the Hyundai, it will generate up to about 0.25 g of deceleration, which is great for driving in traffic jams like that of Santa Monica Boulevard. It always takes off at low speed, forcing you to switch on the brake pedal. Hyundai explained that their consumer studies indicated that most drivers preferred this, but as it was anyway that a software implementation, I think Hyundai should offer a mode to a pedal complete to those of us who want to use it. Once you get used to it, it's definitely the best way to generate traffic.

At 164 and 102.4 inches respectively, the Kona has exactly the same length and wheelbase as the Bolt. However, the Kona is 1.4 inches wider while the bolt is 1.8 inches larger. Both have the same volume of passengers, but the proportions are different. The Kona boasts an extra space at the shoulders at the front and less than 2 inches at the back. However, the bolt has a three-inch advantage in the rear space, which is immediately noticeable. This can partly be attributed to the Bolt's thinner front seats, but if you plan to carry regular rear-seat passengers, you should consider this.

Another place where the Hyundai has an advantage over the Chevrolet is the load. Both incorporate the standard SAE connector as standard for fast DC charging. While both vehicles use LG Chem's liquid-cooled batteries, the Hyundai supports a 75kW load rate faster than the Bolt's 50kW capacity. That means you can reach 80% in 54 minutes compared to the 79 minutes of the Chevrolet. With its additional 20 kilometers of restored autonomy more quickly, the Kona could be a better road trip option once Electrify America opens its first 500 charging stations in 2019.

The 2019 Hyundai Kona Electric seems to be a very solid option for those looking for a consumer electric vehicle. Its shape makes it more the type of crossover that today's consumers seem to prefer, and its design is distinctive and perhaps more appealing than the competition. For those who need seating in the back, the lock is perhaps the best choice today or you can wait for Kona's cousin, the Kia e-Niro. The Kia has the same 201 hp electric motor and a 64 kWh battery, but its passenger volume of 100.9 cubic feet makes it much more comfortable than Kona or Bolt.

The sales success (if not the financial success) of Tesla has prompted everyone to start taking the electric vehicle market seriously. This means that we will soon have more attractive electric choices than ever before, at least for those in California and the Northeast. As requested, Hyundai has announced its intention to increase availability as needed. The only big unknown about this is the price of Kona Electric, although it should be competitive compared to the Bolt, which represents about $ 37,000 for its sale in January.

Hyundai took care of the travel and accommodation costs so we could evaluate the Kona Electric.

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If anyone wondered which manufacturer offers more electric vehicle nameplates in America than any other, your first instinct would probably be Tesla. But note the qualifier in the question – nameplates. Tesla currently only owns three, models S, X and 3. In the coming months, Hyundai Motor Group will be offering five in its Hyundai and Kia brands. Ioniq electric and Kia Soul EV have been on sale for some time. The Hyundai Nexo arrives in a few weeks and the electric versions of the Hyundai Kona and Kia Niro crossovers will be available soon.

It is good that Hyundai expand its range of zero emission products, but do not expect HMG to soon exceed Tesla's total sales volume. While all of these vehicles are more than just highly compromised compliant cars we've been seeing since 2010, Hyundai is careful to match the offer to demand. And as US car buyers continue to show strong reluctance to buy electric vehicles with anything other than a Tesla badge, availability will initially be limited to California and a handful of other states that respect its emission rules and have shown an appetite for these types of vehicles.

It's really a shame, because the Kona Electric we recently drove is both an anti-Tesla and, in many ways (but not all), potentially the most appealing of conventional electric cars. To be fair, the Tesla Model 3 is not really competing with the Kona, but the Chevrolet Bolt. Similar in size to the Bolt, it is currently the only other consumer electric vehicle with a range greater than 200 miles. A longer version of the Nissan Leaf is coming up and although Tesla has promised a $ 35,000 model 3, it is unlikely to come until mid-2019, if ever.

However, let's start with the most obvious aspect that distinguishes Kona from its battery-powered competitors. It is a sub-compact crossover utility. This places it directly in one of the fastest growing segments of the market. Chevrolet considers the Bolt as a crossover, but let's be realistic: it's a high hatchback. This is not an inconvenience and, frankly, I prefer this provision to most crossovers.

The last time we had anything close was the short-lived Toyota Rav4 EV, with its battery and propulsion system provided by Tesla. This is a variant of the small Kona branch sold for several months with gasoline engines. Hyundai's team of American designers, led by Chris Chapman in Southern California, has reshaped the face of the electric Kona by replacing the grille with a solid stylized panel that looks modern and unique while retaining the distinctive light features of the Kona. The electric version also gets some modifications on the back, but this is still part of the Kona family.

The most important changes are below. The floor rails are reinforced by an internal aluminum grid structure that offers more resistance with a modest increase in mass. This will protect the new 64 kWh battery pack. Unlike some previous examples where an existing model had undergone an electric conversion, especially the Ford Focus, Hyundai has done a remarkable job in minimizing the impact of adding a battery to the vehicle.

It does not interfere at all in the cargo area, but fills the area between axles and spars. As a result, the Kona is able to maintain its existing multi-link rear suspension. The Kona Electric retains exactly the same amount of passengers per passenger and 19.2 cubic feet of cargo volume behind the seats as the gasoline variant. While the electric motor and power electronics under the hood prevent a Tesla style frown, it has more space behind the seats than the combined volume of the Model 3 and the folding of the seats gives a little less than 46 cubic meters.

The electric motor receives a new center console with electronic speed selectors in place of the mechanical shift lever of the conventional model. The floating and contoured console fits, joining the dashboard just below the central vents, but adds a storage area underneath for phones, maps, and more. In general, the usability of the cabin is not drastically different from that of the existing Kona and nothing basically goes this way.

The vertical center touch screen displays the same excellent display that is used in other Hyundai and Kia products. It offers good contrast and brightness in all lighting with virtually no glare or hijacking effects, even when the sun is shining directly on it. Hyundai's standard user interface is quite simple and easy to use with some additional menu items specific to electrical operation. Unlike Tesla, it also supports Android Auto and Apple Carplay and has a wireless phone charger.

Driving Kona Electric is not a radically different experience than the 1.6-liter Turbo variant, despite its 700 kilos more. It has not been as optimized in terms of weight as a bolt and is therefore about 250 pounds more than the Chevrolet. At 201 horsepower, the engine matches the power of the cylinder head, but the Kona's 290 kg of torque surpassed the Chevrolet 24.

A Kona EV will not take into account the higher power of Teslas in an acceleration race, but its acceleration from about 0 to 60 seconds corresponds to the Bolt and should be ample for almost everyone. The instant response of electric propulsion makes it ideal for city driving such as Santa Monica Boulevard or Topanga Canyon Road. The low rolling resistance tires limit the ultimate grip, but the Kona is well balanced and its independent suspension gives it a decent ride quality even with the extra mass of the battery. At least for the moment, there is no all wheel drive variant, but as the battery does not impinge on the axle zone, it should be possible to add a second engine to the rear if the demand is there .

My biggest functional complaint with the Kona and the current Ioniq Electric is Hyundai's decision not to participate in diving with a single pedal. While the paddles on the steering wheel allow the driver to call any of the three levels of regenerative braking, there is no such mode as the Bolt's "low gear" or the Leaf's E pedal switch that allows braking complete at maximum speed. At maximum regeneration in the Hyundai, it will generate up to about 0.25 g of deceleration, which is great for driving in traffic jams like that of Santa Monica Boulevard. It always takes off at low speed, forcing you to switch on the brake pedal. Hyundai explained that their consumer studies indicated that most drivers preferred this, but as it was anyway that a software implementation, I think Hyundai should offer a mode to a pedal complete to those of us who want to use it. Once you get used to it, it's definitely the best way to generate traffic.

At 164 and 102.4 inches respectively, the Kona has exactly the same length and wheelbase as the Bolt. However, the Kona is 1.4 inches wider while the bolt is 1.8 inches larger. Both have the same volume of passengers, but the proportions are different. The Kona boasts an extra space at the shoulders at the front and less than 2 inches at the back. However, the bolt has a three-inch advantage in the rear space, which is immediately noticeable. This can partly be attributed to the Bolt's thinner front seats, but if you plan to carry regular rear-seat passengers, you should consider this.

Another place where the Hyundai has an advantage over the Chevrolet is the load. Both incorporate the standard SAE connector as standard for fast DC charging. While both vehicles use LG Chem's liquid-cooled batteries, the Hyundai supports a 75kW load rate faster than the Bolt's 50kW capacity. That means you can reach 80% in 54 minutes compared to the 79 minutes of the Chevrolet. With its additional 20 kilometers of restored autonomy more quickly, the Kona could be a better road trip option once Electrify America opens its first 500 charging stations in 2019.

The 2019 Hyundai Kona Electric seems to be a very solid option for those looking for a consumer electric vehicle. Its shape makes it more the type of crossover that today's consumers seem to prefer, and its design is distinctive and perhaps more appealing than the competition. For those who need seating in the back, the lock is perhaps the best choice today or you can wait for Kona's cousin, the Kia e-Niro. The Kia has the same 201 hp electric motor and a 64 kWh battery, but its passenger volume of 100.9 cubic feet makes it much more comfortable than the Kona or Bolt.

The sales success (if not the financial success) of Tesla has prompted everyone to start taking the electric vehicle market seriously. This means that we will soon have more attractive electric choices than ever before, at least for those in California and the Northeast. As requested, Hyundai has announced its intention to increase availability as needed. The only big unknown about this is the price of Kona Electric, although it should be competitive compared to the Bolt, which represents about $ 37,000 for its sale in January.

Hyundai took care of the travel and accommodation costs so we could evaluate the Kona Electric.