2021 Hyundai Kona

The volume SE/SEL/SEL Plus trims of the pre-facelift 2021 Kona use the 2.0L Nu MPI four at 147 hp; the 1.6T at 175 hp is limited to Night, Limited and Ultimate (the 195-hp tune arrived with the 2022 facelift).

The 2.0L's 132 lb-ft peaks high in the rev range and sits at the bottom of the SUV band; the 1.6T's 195 lb-ft comes in low and is far more usable.

The 2021 2.0L/6AT powertrain is unchanged from the 2018 launch car. Instrumented tests of that car ran 8.3 s (MotorTrend, FWD) and 9.2 s (Car and Driver, AWD SEL), so ~9.0 s represents the volume trim.

The 2.0L is adequate around town but gets loud and runs out of breath when merging or passing at highway speed. The optional 175-hp turbo is lively for the class, but its DCT adds some hesitation from a stop. About average among subcompact rivals.

The volume trims use a conventional 6-speed automatic that shifts smoothly and avoids the CVT drone common in the class (HR-V, Kicks, Crosstrek). The turbo trims' 7-speed dry DCT shifts quickly once moving but can stumble in stop-and-go creep.

Hyundai publishes no US tow rating for the first-generation Kona and towing is not recommended, so it scores zero. Overseas braked ratings don't apply to the US car.

AWD is optional on every 2021 gas trim from SE to Ultimate, which is broad availability. The system is a basic on-demand front-biased setup with a lock mode, but it uses a multi-link rear suspension. There is no low range or torque vectoring, and the Kona Electric is FWD only.

A pavement-oriented subcompact crossover with about 6.7 in of ground clearance, no skid plates, no locker or crawl control, and no off-road trim. The AWD lock mode helps only on slippery roads.

Three distinct US powertrains in 2021 (2.0L NA, 175-hp 1.6T and the 201-hp Kona Electric) is good breadth for a subcompact, including a full EV. There is no hybrid, and the Kona N performance model didn't arrive until the 2022 facelift.

With the pre-facelift 6-speed automatic, the volume 2.0L FWD is rated 30 MPG combined, 2 MPG below the 2022 IVT car but still solid for a gas subcompact SUV. AWD drops it to 27.

EPA city rating for the volume 2.0L FWD configuration.

EPA highway rating for the volume 2.0L FWD configuration.

Calculated as EPA combined MPG times the 13.2-gallon tank for the volume 2.0L FWD. The small tank limits range.

EPA annual fuel cost estimate at current standard assumptions for the volume 2.0L FWD on regular fuel.

Every 2021 gas Kona, the 2.0L and the 1.6T alike, runs on regular unleaded. No premium-fuel trim existed before the 2022 Kona N.

NHTSA rated the 2021 Kona 5 stars overall, with 5-star frontal and side results and 4 stars for rollover, which ties the top of the subcompact class.

Every IIHS crashworthiness test came back Good, including both small-overlap tests, and the 2021 Kona earned a Top Safety Pick. The award applies only to cars with the optional pedestrian-capable front crash prevention and the LED headlights, so the volume SE/SEL does not qualify.

Every trim gets forward collision-avoidance assist (car detection), lane keeping assist and driver attention warning. Blind-spot and rear cross-traffic warnings start at the volume SEL, while adaptive cruise, pedestrian AEB and auto high beams are reserved for the top Ultimate.

The optional camera/radar system earned IIHS's Superior rating vehicle-to-vehicle and Advanced for daytime pedestrians, but there is no nighttime pedestrian rating. The volume SE/SEL standard system detects cars only.

Blind-spot collision warning and rear cross-traffic collision warning are standard from the volume SEL up but absent on the base SE. They only warn and do not intervene.

Lane Keeping Assist and lane departure warning are standard on every trim, but they give edge-of-lane nudges only. Lane Following Assist centering comes paired with Smart Cruise on the Ultimate, not on the volume SEL.

The volume SE, SEL and SEL Plus have only conventional cruise control. Smart Cruise Control with Stop & Go is limited to the top Ultimate trim, so nearly all buyers go without adaptive cruise.

No 2021 Kona trim offers hands-free driving. Even the Ultimate's driver assists require hands on the wheel.

IIHS rated the halogen projector headlights on the volume SE/SEL trims Poor for inadequate curve illumination. Only the LED projectors on the Limited, Night and Ultimate rate Good, and High Beam Assist is Ultimate-only.

The upright greenhouse and small footprint give decent forward sightlines. The thick C-pillars and small rear window limit the over-shoulder view, and only a rearview camera is offered, with no 360-degree view.

IIHS rates the Kona's LATCH Marginal: only 2 of 3 rear positions have complete lower anchors, and the anchors sit deep in the seat bight. The narrow subcompact rear bench makes multiple car seats tight.

Every 2021 Kona, from SE to Ultimate, is a two-row, five-seat crossover. No other seating layout is offered.

Front headroom is adequate for the class. The power sunroof standard from the SEL Plus up takes away about 1.6 inches.

Front legroom is on the short side for an SUV, but the driving position still fits most adults.

Rear headroom is reasonable, although the sloping roofline makes it feel tighter for tall passengers.

The pre-facelift Kona's 34.6-inch back seat is among the tightest in the subcompact class. Adults fit for short trips only.

No third row is offered on any trim. The Kona is strictly a two-row, five-seat crossover.

Cargo space behind the rear seat is small for the class. The Seltos, HR-V and Trax all hold more.

Even with the 60/40 rear seat folded, total cargo space trails most subcompact rivals.

Door pockets, a modest console bin and a hidden under-floor cargo compartment (from the SEL) are typical for the class. The wireless charging pad is limited to the SEL Plus and up, and there are no standout storage solutions.

The front seats are supportive enough for daily driving, but the volume SEL's driver's seat is manual. An 8-way power seat with lumbar arrives on the SEL Plus. The rear bench is upright and short on thigh support.

The suspension irons out small imperfections, but bigger bumps make the ride busy and bouncy, especially on FWD models with the torsion-beam rear. AWD models with the multi-link rear ride somewhat better.

It is quiet enough in town, but road noise intrudes at highway speed and the 2.0L gets loud when worked. The pre-facelift car lacks the acoustic windshield and extra insulation Hyundai added for 2022.

Heated front seats are standard from the volume SEL up, which is good for the price. Automatic climate control waits for the Limited, and there is no heated steering wheel, ventilated seat or rear vent on any 2021 gas trim.

The pre-facelift 2021 Kona SE started at $20,400 before destination, one of the lowest entry prices in the subcompact-SUV class. Sources quote destination at $1,140–$1,175, so the delivered base is about $21,540–$21,575.

The 2.0L SEL is the volume trim. Delivered, it sits between $23,340 (FWD) and $24,740 (AWD), so about $24,000 represents a typical transaction mix.

Running costs are low for the class: a simple port-injected 2.0L with a conventional 6-speed automatic, plus Hyundai's complimentary maintenance (MY2020+), which covers early services. Edmunds' projection is much more conservative than CarEdge's, so the figure is a blend weighted toward real-world data.

Now that the 2021 Kona is about five years old, real used prices show it keeping well above half its MSRP. That is helped by post-2021 used-market inflation, which runs above CarEdge's generic projection, so I used a blended 60%.

Hyundai Assurance's 5-year/60,000-mile bumper-to-bumper warranty is among the longest basic warranties in the mainstream market.

The 10-year/100,000-mile powertrain coverage tops the band. It applies to the original owner only.

Hyundai bundles 3 years/36,000 miles of complimentary oil changes and tire rotations (introduced for MY2020) with 5 years of unlimited-mile roadside assistance and a 3-year Blue Link Connected Care trial. Few mainstream subcompact rivals match it (Toyota offers 2 years of maintenance).

$24,000 volume-trim price minus its estimated resale value after 5 years (60% retained, or about $14,400) leaves about $9,600 in depreciation. Add the projected $3,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $13,100 in total.

2021 is the fourth and final pre-facelift year of the first-generation Kona (the refresh arrived for 2022), so it is a mature carry-over. Consumer Reports gives it top marks (5/5) for predicted reliability and J.D. Power owners rate quality & reliability around 80/100. The 2.0L piston-ring recall keeps it just below the top band.

Around 2021 Hyundai sat mid-pack in dependability: near the industry average in J.D. Power VDS and in the middle of Consumer Reports' brand tables, behind Lexus, Toyota, Mazda and sister brand Kia. The Theta II engine-failure legacy still weighed on its long-term record.

The gas 2021 Kona has one NHTSA recall, but a serious one: improperly heat-treated piston oil rings in the 2.0L Nu MPI can cause engine damage, stalling and possible fire. The remedy is inspection, engine replacement as needed and piston-noise-sensing software. The key-start SE/SEL trims were also among the 2018–2022 Hyundais without an immobilizer that the 2022–23 theft wave targeted, handled by a service campaign rather than a recall. The other 2021 campaigns cover only the Kona Electric.

The volume SE/SEL pair the 147-hp 2.0L Nu MPI (Atkinson) with a conventional 6-speed automatic. The automatic is simple and robust, but the engine family drew the piston-oil-ring recall and some owner oil-consumption complaints. The 175-hp 1.6T upper trims use a 7-speed dry DCT known for low-speed hesitation. Mixed history, slightly better than 2019 given later-build engines and the PNSS software monitoring.

The pre-facelift cabin is logically laid out and sturdy, but the dash and doors are almost all hard plastic, with little soft-touch material on any trim. That is acceptable for the price, but it trails the Mazda CX-30.

In its fourth production year assembly is consistent, and owners rate quality around 80/100 on J.D. Power. Scattered owner reports of rattles and wind noise keep it out of the top band.

Hyundai's roughly 800-store US franchised network gives dense national coverage. Service satisfaction is only around average for mass-market brands, so it stays mid-band.

The first-generation Kona sold in high volume, so parts are cheap and plentiful, and the aftermarket is established. RepairPal puts Kona repair costs well below average, and the 10-year/100,000-mile powertrain warranty plus 3-year/36,000-mile complimentary maintenance cover early ownership.

Every 2021 Kona below the Ultimate uses a 7-inch touchscreen. The 8-inch navigation screen is Ultimate-only, and the 10.25-inch display arrived with the 2022 facelift.

The small 7-inch system is simple and quick and is backed by physical volume and tuning knobs and climate controls. It is easy to live with but dated and cramped next to rivals' 8-inch screens.

Apple CarPlay and Android Auto are standard on every trim, but only by USB cable. Wireless projection did not reach the US Kona until the 2022 facelift's 8-inch screen.

Built-in navigation comes only on the top Ultimate. Volume SE/SEL buyers rely on phone projection for maps and voice, with only basic Bluetooth voice commands built in.

The volume trims' six-speaker system is adequate. The Infinity premium audio upgrade is available from the SEL Plus, which is a lower trim than many rivals require for branded audio.

Every 2021 gas trim uses analog gauges with a small center trip display. A fully digital cluster was not offered on the gas Kona until the 2022 facelift's 10.25-inch unit.

The 2021 Kona gets no over-the-air vehicle or infotainment updates. Map updates on the Ultimate's navigation unit are a USB or dealer job.

Blue Link connected services start at the SEL Plus, with remote lock, locate and remote start/climate after a free trial. The volume SE and SEL get no connected app, and there is no phone-as-key on the 2021.

Two front USB-A ports are standard, but there are no rear USB ports on the volume trims. Wireless charging needs the SEL Plus or above, and there is no USB-C or household outlet.

Proximity entry and push-button start are standard from the volume SEL, but the base SE uses a key. Remote start comes only through Blue Link on the SEL Plus and up, and there is no hands-free liftgate or phone-as-key.

A rear-view camera is standard, but rear parking sensors are limited to the top Ultimate, and no surround-view camera or front sensors are offered.

A pop-up combiner head-up display is offered, but only on the top Ultimate. It is small but unusual in the subcompact class.

A tight 34.6-inch rear seat, small rear door openings and a 19.2 cu ft cargo hold make rear-facing seats and strollers a squeeze. IIHS rates its LATCH hardware Marginal.

Crash credentials are strong (NHTSA 5 stars overall, IIHS Good in every crash test), and AEB and lane keeping are standard. The volume SE/SEL have Poor-rated halogen headlights, blind-spot warning is missing on the SE, and adaptive cruise and pedestrian AEB are Ultimate-only.

With four aboard, the cramped rear seat, lack of rear vents and rear USB ports, and the small cargo hold limit trips to short getaways.

The Kona is small, light and nimble in traffic, and the 2.0L's conventional 6-speed automatic is smooth at low speed. The busy ride and road noise add some fatigue, and the 147-hp engine strains when merging.

30 MPG combined on regular fuel from the 2.0L FWD is solid for a gas subcompact SUV, and the small tires and simple powertrain keep consumables cheap.

A short body and a tight 34.8-ft turning circle make it easy to thread through cities and fit into tight spaces. The thick rear pillars and lack of parking sensors below the Ultimate are the drawbacks.

There is no US tow rating, the cargo hold is small and the 147-hp 2.0L has little reserve under load. It is not meaningfully work-capable.

The Kona is built for light personal use, with hard plastics that wear well but no fleet or hard-use reputation.

Beyond cargo-floor tie-down hooks, the hidden cargo tray and available roof side rails, there are no work-oriented provisions: no outlets, no factory hitch and no upfit ecosystem.

A roughly 396-mile range is decent, but road noise, the busy ride and the lack of adaptive cruise on all but the Ultimate make long highway stints more tiring than in the best rivals.

AWD with a lock mode is optional on every gas trim, and roof side rails take bike or ski racks. Its 6.7 inches of ground clearance and no tow rating keep it to gravel roads at most.

A 60/40 split rear seat and a hidden under-floor compartment help, but at 45.8 cu ft maximum the Kona swallows less bulky gear than most rivals.

The Kona is one of the more agile subcompact crossovers: light, composed and grippy in corners, with good body control. AWD models gain a multi-link rear suspension.

The steering is quick and accurately weighted but transmits little road feel.

The brakes stop the Kona smoothly in town, with a predictable pedal and average emergency-stop performance for the class.

The volume 2.0L's conventional 6-speed automatic shifts smoothly and avoids CVT rubber-banding. The 147-hp engine with its high-rpm torque peak feels strained when merging or passing.

The 2.0L gets coarse and loud when revved for merges, adding to a cabin reviewers already call noisy. It is inoffensive at a cruise.

A very tight turning circle for an SUV makes U-turns and parking easy.

Controls are logically laid out with physical knobs and buttons, and the seating position is commanding enough. The volume SEL's manual seat has limited adjustment, and the rear pillars limit over-the-shoulder view.

The chassis is playful for the class, but the 2.0L volume trims lack the punch to make it truly fun. The 175-hp turbo on the Night, Limited and Ultimate is the enthusiast pick.

The $20,400 SE comes with forward collision avoidance, lane-keeping assist, driver-attention warning, a 7-inch touchscreen with (wired) Apple CarPlay/Android Auto and 16-inch alloys. The volume SEL adds blind-spot and rear cross-traffic alerts. That is competitive for the money, but the pre-facelift Kona lacks the 8-inch wireless-projection screen that became standard on the 2022.

A delivered SEL under $25k with AWD, and a 175-hp turbo from $26,740 in the Night Edition, deliver good content and performance per dollar. The slow 2.0L and the cramped rear seat and cargo area keep it short of a class bargain.

There are six gas trims (SE, SEL, SEL Plus, Night, Limited, Ultimate), each offered in FWD or AWD, plus the Kona Electric. With two engines, that is a broad, well-spaced range for a subcompact running from about $21.5k to $30.6k, though there is no performance N version yet.

US Kona sales rebounded to a record 90,069 units in calendar 2021, the main selling year for MY2021, after about 65,000 in pandemic-hit 2020. That makes it a solid mid-pack seller, still behind class leaders like the Crosstrek and Trax.

Hyundai's image was improving on design, warranty strength and value. In 2021 it remained a mainstream brand without Toyota- or Subaru-level loyalty and resale reputation.

MY2021 Konas arrived in late 2020, when COVID-era financing deals were still common. From mid-2021 the chip shortage pushed most subcompact SUVs to MSRP or above, so buyers saw modest incentives early in the model year and very few later.

MY2021 is the fourth and final pre-facelift year of a generation that launched for 2018. Its only change was the new Night Edition, and a substantial facelift (new styling, a 195-hp turbo, a larger screen and a new IVT) followed immediately for 2022, so buyers got an aging design about to be refreshed.

This generation won the 2019 North American Utility Vehicle of the Year and made Car and Driver's 10Best Trucks and SUVs list, and reviewers consistently praised its styling, handling and value. By 2021 newer rivals like the Kia Seltos and Mazda CX-30 were often preferred in comparisons.