There’s not much special about the Kona’s guts. Take away its Robocop-esque styling, and you’ll find the same small car and crossover platform that underpins the Kia Niro and Hyundai Elantra. It doesn’t even look radically different from the regular Kona, which is powered by a choice of four-cylinder gas engines.
Take a look underneath and it will resemble any small crossover made in the past 15 years, save for the big boxy battery that sits in front of the multi-link independent rear suspension setup. The Kona is front-motor, front-wheel-drive, and is set up in a way that’s similar to the small four-cylinder engines that would have sat in the motor’s place in the car’s ICE version.
To some, that’s a huge step back from the skateboard-like chassis and tiny rear-mounted, RWD motors found on modern EV platforms. But, in practice, the Kona’s conventional guts make for a conventional driving experience—and that’s not a bad thing. Consumers buy crossovers because they’re easy to drive and comfortable.
By and large, the Kona Electric keeps that same standard crossover energy going. On the road, the crossover is comfy, quiet and easy to drive.
Like all EVs, the Kona Electric is naturally heavier than its gas-powered sibling. Yet, Hyundai kept that weight gain in check. On average, the Kona Electric is only about 500 pounds heavier than the ICE model and about 150 lbs heavier than its predecessor.
If you’ve driven the old Kona Electric, you’ll find the 201-horsepower motor and 64.8 kWh familiar, but there are a few changes this time around. It might have the same power, but it lost more than 100 lb-ft of torque, from 291 lb-ft to merely 188 lb-ft.
On paper, the lack of torque shows. The Kona Electric is slower this time around. Its 0-60 mph time grew from 6.2 seconds to 7.0 seconds flat. Yet, in practice, I actually prefer the reduced torque of the new model. Despite being numerically slower than its predecessor, I never felt like Kona Electric was ever out of its depth.
Like most EVs, throttle response is instant, so the Kona still feels swift, albeit not fast. To me, the car never felt like it needed more power, but if you’re searching for the neck-jerking acceleration of other EV crossovers, then look elsewhere
77kw max charge rate fuck that is way too slow. Fuck no. A several year old Tesla does like 250. This piece of shit should have never left the drawing board.
When I’m at a supercharger that’s misbehaving, or a v2 that’s busy and I have to charge beside someone, I’ll whine and gripe when it’s 70-80kw. I’ll change stalls if a v2 spot frees or I think it might be better on a different bank.