Hyundai Kona
Likes
- Range and efficiency
- Relative value
- Balanced drive experience
Dislikes
- Held back by ICE underpinnings
- 7.2kW AC charging
- Cramped back seat
Kia Seltos
Likes
- Outstanding value-for-money
- Life-enhancing packaging
- Stupendously easy to live with
Dislikes
- Full safety suite only available on GT-Line
- Parcel shelf only standard on Sport+ and up
- Feels a little loose traction-wise on gravel roads
Summary
Hyundai Kona
I was a huge fan of the original Hyundai Kona electric. When I first drove it in 2019, I considered it the best EV on sale in Australia.
And it wasn't just because it was relatively good value and offered the right amount of range for Australian commuters. It also offered the feedback early adopters would be after, with the convenience first-time EV owners would need.
Now that this entirely new-look facelift has arrived, will those factors still ring true in a rapidly expanding electric car landscape? We’ve driven a top-spec Highlander to find out.
| Safety rating | |
|---|---|
| Engine Type | — |
| Fuel Type | Electric |
| Fuel Efficiency | —L/100km |
| Seating | 5 seats |
Kia Seltos
Sometimes a new model arrives with one particular grade that seems to exceed the sum of its pricing as well as parts. Just such a model is the entry-level Kia Seltos, the S.
Launched in late 2019 as the company’s small SUV answer to the successful Mitsubishi ASX, the SP2-series Seltos is a lot like a Kia Cerato, but with a big and boxy body plonked on top for more space, extra utility, higher seating and greater ground clearance (at 177mm) – courtesy of the related Hyundai Kona DNA infused within.
Result? The cheapest version makes for an ideal value urban runabout. And here’s why.
Read More:
Kia Seltos 2020 Review| Safety rating | |
|---|---|
| Engine Type | 2.0L |
| Fuel Type | Regular Unleaded Petrol |
| Fuel Efficiency | 6.8L/100km |
| Seating | 5 seats |
Verdict
Hyundai Kona8/10
I’m pleased to say this update of the Kona Electric confirms my initial thoughts about it. This is still my favourite electric car on sale in Australia. It’s the most approachable for first-time EV buyers while also offering enough of a futuristic touch and all-important feedback for keen early adopters.
It faces tough competition, however, from Tesla’s very good entry-level Model 3, which is an impressive but perhaps less approachable package - which also offers slightly less range, at a slightly higher price.
We hope to bring these head-to-head at some point, so stay tuned. For now, Hyundai’s Kona Electric updates have served to make an already-good EV even better.
Kia Seltos9/10
On paper, the cheapest Seltos might seem the least appealing of the range. Base model, tiny wheels, unremarkable 2.0-litre engine and a CVT auto are hardly the stuff of champions.
Yet, with its boxy good looks, utilitarian proportions, hardy presentation, agreeable performance, absorbent ride, ample road clearance, thoughtful equipment levels, accessible pricing, low running costs and superlative after-sales care, the S starts to shape up as a handsome and likeable overachiever of the small SUV set.
Budget for the Safety Pack and do insist on that AWOL parcel shelf, and you’re left with what might be one of the today’s most suitable and formidable real-world urban propositions. The Seltos S rises above its station with an infectious can-do swagger.
Design
Hyundai Kona
One look at the EV, and the Kona’s most recent facelift starts to make a lot more sense. While the petrol variants come across as a bit wacky and divisive, the sleek and pared back look of the electric version has me thinking Hyundai designed this facelift for the EV alone.
The front three-quarter is eye-grabbing, with its distinct lack of facial features, and the look pairs nicely with the new hero 'Surfy Blue' colour. Some may consider the EV's eco-look 17-inch alloys a bit dorky, and again, it’s a shame Halogen headlights take away from the Elite's futuristic design points.
On the topic of futuristic design, the Kona electric’s interior is almost unrecognisable from the petrol variants. This is good news given the price discrepancy, with the brand not only adopting the floating ‘bridge’ console design, adorned with fly-by-wire controls from its more upmarket models, but also upgrading the materials throughout to make for a much nicer cabin environment.
Door cards and dash inserts are clad in soft-touch materials, while many of the finishes have improved or been switched for a satin silver to lift cabin ambiance, and the heavily digitised cockpit makes it feel as cutting-edge as any electric car should.
That said, it doesn’t have the over-the-top minimalism of the Tesla Model 3, and is perhaps better for it, especially when it comes to appealing to someone coming out of a combustion vehicle. The layout and feel of the Kona is futuristic, yet familiar.
Kia Seltos
An imposing nose. Chunky styling. A ‘floating roof’ design. Vibrant colour choices. With a hint of old-school Subaru Forester in its boxy utilitarianism, the Seltos literally stands out in a very crowded sector. Little wonder it’s already a big hit.
It’s interesting how Kia and Hyundai went down very different visual avenues with what are essentially the same basic mechanical ingredients. The former is all about space and sensibility while the latter is very much contemporary style orientated.
Maybe that’s why, despite brandishing a handsome set of hubcaps, the S’ 205/60R16-shod steelies look a wee-bit tiny in those huge wheel arches.
That pleasing practicality ethos outside has been transferred inside the Seltos too, with a simple approach to the dashboard design that aims to enhance your interaction with it rather than distract, confuse or even intimidate. That just isn’t Kia’s way.
Practicality
Hyundai Kona
Hyundai has done its best to lean into the benefits of the Kona’s electric underpinnings. The front seats are where this is most felt, as the brand’s new bridge console allows for a huge new storage area underneath, complete with a 12V socket and USB outlet.Â
Above, the usual storage areas remain present, including a small centre console armrest box, decent size dual cupholders, and a small stowage bay below the climate unit with the primary USB outlet and a wireless charging bay.
In each door there is a large bottle holder with a small trench for objects. I found the cabin very adjustable in the Highlander, although one thing worth noting is the light seat trim in our test car was wearing dark from jeans and the like on the door side of the base. I’d be picking the darker interior trim for practicality purposes.
The back seat is a less positive story. The rear seat of the Kona was already pretty tight for an SUV, but it’s worse here because the floor level has been lifted up to facilitate the huge battery pack beneath.Â
This means instead of having a small gap for my knees, they are lifted to a position hard-up against the driver’s seat, when set to my own (182cm/6'0"tall) driving position.Â
Thankfully, the width is okay, and the improved soft-touch trims continue into the rear doors and drop-down centre armrest. There are also small bottle holders in the doors which just fit our large 500ml test bottle, flimsy nets on the backs of the front seats, and an odd little tray and USB outlet on the back of the centre console.Â
Rear passengers don’t get adjustable air vents, but in the Highlander the outboard seats are heated, a rare feature usually saved for high-end luxury vehicles. Like all Kona variants, the Electric has two ISOFIX child-seat mounting points on these seats, with three top tethers across the rear row.
Boot space is 332L (VDA) which is not great, but not bad. Smaller cars in this segment (petrol or otherwise) will land a bit over 250L, while really impressive examples will sit above 400L. Take it as a win that it’s only around 40L down on the petrol variant. It still fit our three-piece CarsGuide demo luggage set, with parcel shelf removed.
The boot floor comes with a convenient net for when you need to carry around a public charging cable as we did, and under the floor there is a tyre repair kit and a tidy storage case for the (included) wall socket charging cable.
Kia Seltos
First thing’s first. It’s difficult to think of a cheaper new car that’s easier to get in and out of than the Seltos. Big doors, wide apertures, a tall ceiling, overhead grab handles, lofty cushions and a sense of airiness make it utterly undemanding. Swinging your hips up and on high flat seats (and down and off again), are further bonuses.
If you’re somewhat creaky in the bones and not so mobile, ensure this is on your list.
Most materials are of the hardy, durable variety, with the plastic (rather than leather-sheathed) wheel probably the next biggest giveaway after the wheels that you’ve chosen bargain-basement.
But at least you can sink yourself into soft and inviting cloth-ish seat fabrics. And there’s still some flair in there anyway, from door grilles which either look like an ode to Melbourne’s Fed Square or punched-in speaker grilles, to dimpled textures and contrasting shades of silvers and greys. Very Teutonic.Â
The majority of drivers should count on excellent front and side vision (though wide C-pillars do blot out over-the-shoulder parking sight lines), as well as a tilt/telescopic steering column and a height-adjustable cushion for locating the ideal seating position.
And everybody should admire the outstandingly concise instrumentation markings, plentiful ventilation and copious storage – including the deep front door pockets, shallow fascia shelves (one next to the two 12V and single USB outlets for maximum practicality) and a sizeable centre-console bin-cum-elbow rest.
It’d be near-impossible finding a less painless rental experience after 30 hours flying to Moose Jaw, Saskatchewan, than the user-friendly Seltos. That also applies to the uncomplicated multimedia connectivity and transparency of all vehicle controls. Â
Moving on to the back (possible without having to leave the car thanks to clambering-aiding space between the front seats), that flat and somewhat featureless cushion too is raised, which – like the wide-arc door opening – assists entry and egress as well as the view out for shorter folk.
It’s a light-filled expanse of rear-seat space, in contrast to the oppressive darkness of most small SUVs. We’re looking at you, Toyota C-HR and Mazda CX-30.
There are a few surprising extras and omissions. On the credit side you’ll find two-angle reclinable backrests, a reading light and windows that wind almost all of the way down. Fido will be pleased. None are base-grade guarantees. But could the carpet feel grittier? Optional mats ($163.89 ex-Kia) are a must.
There are no face-level air outlets, map pockets, USB ports or cupholders back there, while the S and Sport grades miss out on that parcel shelf. That’s almost dog-act penny-pinching. If you want one, that’s $346.12 thanks.
Speaking of the luggage area, the boot opening is huge, the floor flat and the load space level. There’s a wagon-like low lip to haul things over, and there’s more cargo capacity at 433L than every one of its popular small SUV foes, including the Qashqai (430L), ASX (393L), Toyota C-HR (377L), Suzuki Vitara (375L) and Kona (361L). The Tardis-like HR-V, meanwhile, pips the Kia by just four litres at 437L. A space-saver spare lives underneath.
All in all, then, the Seltos’ cabin is big and spacious and inviting to interact with, but what it isn’t is innovative. We can’t help thinking that, given all that interior space, Kia missed a trick not engineering a sliding rear seat as per the Skoda Karoq, or under-seat storage drawers.
Price and features
Hyundai Kona
The Kona Electric is still expensive, don’t get me wrong. There’s no denying small SUV buyers will be turning their collective noses up when the electric version costs literally twice as much as its combustion equivalent.
When it comes to electric vehicles, though, the value equation is quite different. When you place the balance of range, features, size, and price against its rivals, the Kona actually comes out a lot better than you might think.
Look at it this way, the Kona is significantly more expensive than the base Nissan Leaf and MG ZS EV, but also significantly cheaper than rivals which offer more range, like the Teslas, Audis, and Mercedes-Benz models now sitting within Australia’s broadening EV landscape.
And range is the key. Able to make use of a whopping 484km range (on the WLTP test cycle), the Kona is one of the few EVs actually capable of matching a petrol car between ‘refills’, essentially removing the idea of range anxiety for suburban commuters.
The Kona electric is also much more than just another variant, with some significant changes to its specification and interior to at least partially make up for the massive price delta between it and the petrol version.
Leather seat trim is standard on the base Elite, as is a fully digital instrument cluster, 10.25-inch multimedia touchscreen with EV-specific function screens, an overhauled bridge centre console design with fly-by-wire controls, a wireless charging bay, extended soft-touch materials throughout the cabin, halogen headlights with LED DRLs, acoustic glass (to deal with the lack of ambient noise), as well as rear parking sensors and a reversing camera.
The top-spec Highlander gains LED headlights (with adaptive high beams), LED indicators and tail-lights, front parking sensors, power adjustable front seats, heated and cooled front seats and outboard heated rear seats, a heated steering wheel, the option of either a glass sunroof or contrast roof colour, auto-dimming rear vision mirror, and a holographic head-up display.
A full suite of active safety functions, which we’ll explore later in this review, is standard across both variants, and each is motivated by the same motor, so no differences there.
It’s disappointing to see the Elite, or any electric car in 2021, with halogen light fittings, and the plethora of heating functions for the seats and wheel are interesting as we’re told they’re a more battery efficient way of heating the vehicles occupants, and therefore maximise range. You have to keep some things for the top-spec car, but again, it’s a shame Elite buyers won’t be able to benefit from these range-saving measures.
Kia Seltos
From $25,990 before on-road costs, the Seltos S represents compelling buying, and not just among similar small SUV autos like the versatile Honda HR-V VTi (–$500) and bestselling but ancient Mitsubishi ASX ES (also a tenner under $26,000), as well as the exxier Toyota C-HR 2WD, Mazda CX-30 G20 Pure (both +$4300 apiece) and Nissan Qashqai ST (+$4600).
Thanks to some deft design and packaging, subjectively the Kia feels just about large enough to play in the medium SUV league, alongside favourites such as the Mazda CX-5 Maxx 2WD (+$7290). And while, stood side-by-side, the latter’s larger proportions are plainly obvious, its cargo capacity is just nine litres more than the Seltos’ 433L.
As with all of the above, the base Seltos is front-wheel drive, in this case employing a 2.0-litre four-cylinder naturally aspirated petrol engine and box-fresh continuously variable transmission (CVT) automatic combination. No manual is available, sadly.
The S is very well equipped for an opener, boasting an 8.0-inch touchscreen multimedia display, Apple CarPlay/Android Auto connectivity, cruise control, automatic on/off headlights, reverse camera, rear parking sensors, autonomous emergency braking (AEB) with vehicle and pedestrian detection, forward collision warning, lane-keep assist, driver attention alert and 16-inch steel wheels with a space-saver spare tyre.
And let’s not forget Kia’s seven-year/unlimited kilometre warranty.
We advise ticking the $1000 'Safety Pack' option, since it ushers in worthwhile goodies like adaptive cruise control, electric folding exterior mirrors, a driver’s side auto up/down window, cyclist collision avoidance braking as part of a more-sophisticated AEB system, larger rear disc brakes and an electronic park brake with hill-hold. Bargain.
However, there are some spec anomalies. You’ll need the $28,990 Sport for digital radio and alloy wheels (though it does also introduce a nicer full-colour 10.25-inch touchscreen with sat-nav); only the $32,490 Sport+ onwards brings a parcel shelf/cargo area cover (!), blind-spot alert, rear cross-traffic avoidance and remote unlocking, while rain-sensing wipers, wireless phone charging and any sort of front LED lighting are the preserve of the GT-Line AWD flagship, from $41,400.
The latter includes a more powerful 1.6-litre turbo with all-wheel drive, though it’s also a $2500 option on the aforementioned Sport+; note that also bags a multi-link independent rear suspension system in place of the more-rudimentary torsion beam arrangement in FWD models. Metallic paint lightens your bank account by another $520.
Do you need all that extra gear? The upper Seltos’ play in serious medium SUV territory… highlighting just how much car the base S actually offers.
Under the bonnet
Hyundai Kona
No matter which Kona electric variant you choose, it is motivated by the same permanent magnet synchronous motor producing 150kW/395Nm, which drives the front wheels via a single-speed ‘reduction gear’ transmission.Â
This outpunches many lesser electric cars, as well as most small SUVs generally, although it falls short of the kind of performance offered by Tesla’s Model 3.
Three levels of regenerative braking are available through this car’s paddle-shift system, and the motor and associated components sit in the Kona’s usual engine bay, so there’s no extra storage up front.
Kia Seltos
Kia offers two distinct four-cylinder petrol powertrains in the Seltos.
In the three lower-end models including the S tested here, there’s a 2.0-litre naturally aspirated engine producing 110kW of power and 180Nm of torque driving the front wheels via a CVT, while a 1591cc 1.6-litre turbo delivers 130kW/265Nm to all four wheels via a seven-speed DCT in the Sport+ AWD and GT-Line AWD.
Make no mistake, even with fewer muscles to flex, the S’ 2.0-litre four provides more than enough performance for its intended function. Just a light press of the throttle will have the Kia leaping into action, and the front wheels scrambling for traction burying the pedal to the metal, and pulling strongly up, right up to the 6500rpm red line.
In doing so it’s neither the quietest nor the smoothest engine in its class – the downsized 1.2-litre turbo in the C-HR shines in this regard – but there is nevertheless more than enough punch in reserve for safe and confident overtaking. Expect a 0-100km/h figure of well-under nine seconds, which is strong for this class of SUV.
Such willing performance would not be possible without the natural and eager responses from the new transmission, which is probably the best CVT we’ve ever experienced in terms of emulating a (decent) torque-converter auto. It shifts smoothly, evenly and without the gearing-related roaring and droning that have blighted these sorts of powertrains for decades.
Efficiency
Hyundai Kona
Now the interesting stuff. A few weeks before this review I tested the updated Hyundai Ioniq Electric, which impressed me with how efficient it was. In fact, at that time, the Ioniq was the most efficient electric car by kWh I'd ever driven.
I didn’t think the Kona would best it, but after a week of testing in mainly urban conditions, the Kona returned a stellar figure of 11.8kWh/100km against its large 64kWh battery pack.
Â
Alarmingly good, especially since this car’s official/combined test figure is 14.7kWh/100km, which would normally grant 484km of range. With our as-tested figure, you’ll note it could return well over 500km of range.
Important to remember that electric cars are significantly more efficient around town (thanks to the constant use of regenerative braking), and note the stark difference the new ‘low rolling resistance’ tyres have made to this car’s range and consumption.
The Kona’s battery pack is a Lithium-ion type and is charged through a single European-standard Type 2 CCS port located prominently at the front. On DC combo charging, the Kona can power up at a max rate of 100kW, allowing for a 10 – 80 per cent charge time of 47 minutes. Most chargers around Australia’s capital cities, however, are 50kW locations, which will do the same in around 64 minutes.
Frustratingly, on AC charging, the Kona’s max rate is just 7.2kW, charging from 10 – 100 per cent in nine hours. It would be nice to see at least the option of an 11kW inverter in the future, allowing you to add much more range in an hour or two at convenient AC spots which are popping up around local supermarkets.
Still, the Kona has excellent range and the best efficiency for the money you’re paying.
Kia Seltos
Better still, given the size and space offered in the Seltos, the 2.0-litre/CVT combo is a comparatively economical one, returning an indicated 8.6L/100km after eight days of restful and spirited driving alike, 0.2 litres per 100km better than the official urban rating. The S’ combined urban/extra-urban average is 6.8L/100km, for a carbon dioxide emissions figure of 157g/km. Â
The Kia will gladly run on standard 91 RON unleaded petrol or 94 RON E10 ethanol/unleaded.Â
Fitted with a 50L fuel tank, expect up to 735km between top-ups based on that 6.8L/100km official combined average number.
Driving
Hyundai Kona
The Kona EV drive experience matches its familiar-yet-futuristic looks. From behind the wheel everything will be instantly familiar for anyone coming out of a combustion vehicle. Aside from the lack of a shift lever, everything feels more or less the same, although there are plenty of areas where the Kona electric will delight and surprise.
For a start, there's the ease of using its electric features. The car offers three levels of regenerative braking, and while I prefer diving it with the maximum setting. In this mode it's essentially a single-pedal vehicle, as the regen is so aggressive it will bring the vehicle to a halt quickly after letting your foot of the accelerator.
It also has a familiar zero setting for those not wanting any braking from the motor, and an excellent default automatic mode, which will only max out the regen when the car thinks you’re pulling to a halt.
The steering is nicely weighted, feeling assisted but not overly so, and allowing you to position this heavy little SUV with ease. I say heavy because the Kona electric feels it in every sense of the word. A 64kWh battery pack is a lot of weight, with the Electric tipping the scales at around 1700kg.
It’s a testament to Hyundai’s focus on suspension tuning, globally and locally, that it still feels so under control. While it can be abrupt at times, the ride is generally great, balanced over both axles with an edge of sportiness in the corners.Â
It’s easy to take this for granted, as I learned the week prior in my test of the MG ZS EV. Unlike the Kona Electric, this small SUV newcomer struggles to deal with the weight of its batteries and tall ride height, serving up a spongy, uneven ride.
Points for taming gravity, then. Push the Kona too hard and the tyres will struggle to keep up, with dabs of wheelspin and understeer when pushed, perhaps related to the fact that this vehicle started life as a petrol car.Â
It doesn’t quite have the surreal grip of, say, a Tesla Model 3. Nor does it have the raw power and acceleration the Teslas provide. At least the motor feels like it has a little too much power rather than not quite enough as can be the case with the tame-but-smooth Nissan Leaf. Either way, the Kona’s ride and demeanor is a pleasure around town.
Key to this car’s success for early adopters, though, is not just its balance of ride and performance, but its powertrain feedback. Those who are looking for how their driving behaviours are directly affecting efficiency and range will love this car’s numerous screens and functions, tied in with the nav system which will point you to the nearest charging bays and give you a top-down view of your max range on the map as you drive.
Again, it’s not as sleek and internet-era ready as the impressive Tesla operating system, but it’s familiar and accessible for someone looking for an EV which is a bit more approachable.
On a final note, this car makes a cool sci-fi noise. It’s a pleasant choral ringing sound it generates at low speeds to alert pedestrians of its presence (who are often puzzled by the note it emits). It also makes a quiet bonging noise in reverse.Â
Sounds like a small thing, but in my recent Tesla Model 3 review I found its silence annoying and potentially dangerous when there are pedestrians around.Â
Kia Seltos
Here’s where the Seltos’ core strengths of pace, space, access and ease come to the fore, dovetailing with a few more virtues to highlight how well the small SUV works in an urban environment.
As outlined earlier, the S is hot to trot from the word go, making it a prompt point-to-point performer, with the CVT presenting none of the hesitation or lag on inclines that blight some dual-clutch (DCT) autos. This is a smooth and relaxing machine to scoot around town in. Â Â
The steering, too, feels light and prompt, for effortless cornering and U-turn manoeuvres; and while there’s some lean due the Seltos’ raised centre of gravity, the upshot is sufficient spring travel for soaking up the ragged ruts and bumps peppering many urban streets, backed up by hump-traversing ground clearance.
Kia, like Hyundai, makes much noise about how it tunes most new models specifically for Australian conditions, and that seems to show out on the open road, thanks to solid and surefooted handling.
If you really push through fast corners the Seltos will lean quite a bit and seem a tad ponderous as the vehicle’s weight shifts about through tighter turns, but it never feels top-heavy or unwieldy.
As far as tall SUVs go, the S is pretty planted. Plus, while not especially quiet, the amount of wind, road and tyre noise heard inside is acceptable.
Note, however, that over gravel at even fairly moderate speed, the stability and traction systems seem a little too relaxed in that they allow the Seltos to slide wide before they intervene to straighten things out again, and do too abruptly at times, cutting power and making for some jerky progress.
If this is a concern then you might want to consider either spending the extra $10K on the AWD version or avoiding such roads, because the S behaves best on bitumen.Â
Safety
Hyundai Kona
There’s no compromise on safety in these highly specified electric variants, with both getting the full Hyundai ‘SmartSense’ treatment.
Active items include freeway-speed auto emergency braking with pedestrian and cyclist detection, lane keep assist with lane departure warning, blind spot monitoring with collision assist, rear cross-traffic alert and rear auto braking, adaptive cruise control with stop and go function, driver attention alert, safe exit warning, and rear occupant alert.Â
The Highlander grade scores the addition of auto high-beam assist to go with its LED headlights and head-up display.
On the expected front, the Kona has stability management, brake support functions, traction control, and the standard suite of six airbags. A bonus is tyre pressure monitoring, rear parking sensors with a distance display, as well as front parking sensors on the Highlander.
It’s an impressive suite which is up there with the best in the small SUV segment, although we should expect this on a $60K+ electric vehicle. As this Kona is a facelift, it will carry over its maximum five-star ANCAP safety rating it was awarded back in 2017.
Kia Seltos
The S comes with a long list of standard safety kit, including anti-lock brakes with electronic brake-force distribution and brake-assist, stability and traction controls, AEB with vehicle and pedestrian detection, forward collision warning, lane-keep assist, driver attention alert, downhill brake control, hill-start assist, reverse parking sensors, rear-view camera with parking guidelines, six airbags (driver, passenger, and side and curtain airbags), and auto on/off headlights with delay function.
There are also two rear-seat ISOFIX points as well as three top tethers for straps.
Like we said earlier, a more sophisticated AEB system with added cyclist collision avoidance braking, adaptive cruise control with stop/start functionality, electric folding mirrors and larger rear-disc brakes are among the extra features of the $1000-optional Safety Pack on S and Sport grades.
Thus-equipped, the S is at the forefront of safety for the small SUV class. ANCAP says the AEB works between 10km/h and 40km/h.
The Seltos scored a five-star ANCAP crash-test rating during 2019.
Ownership
Hyundai Kona
The Kona is covered by the brand’s industry competitive five-year/unlimited kilometre warranty, with its lithium battery components covered by a separate eight-year/160,000km promise that appears to be emerging as the industry standard. While this promise is competitive, it is now challenged by its Kia Niro cousin which carries a seven year/unlimited kilometre warranty.
At the time of writing Hyundai had not yet locked in its usual capped price servicing program for the updated Kona EV, but the pre-update model was outstandingly cheap to service at just $165 per yearly visit for the first five years. And why shouldn’t it be? There aren’t as many moving parts.
Kia Seltos
For some time now, Kia has led the industry with a seven-year/unlimited kilometre warranty as well as roadside assistance.
Service intervals are every year or 15,000km, while published basic capped-price servicing ranges from $261 to $593 depending on the interval. The total is $2818 over seven year, averaging $402.58 annually over that period.