2023 Hyundai Kona

The volume SEL uses the 2.0L Atkinson-cycle four, among the weakest standard engines in the class; the 1.6T and the Kona N lift the range ceiling considerably.

Peak torque of the standard 2.0L is low for an SUV and arrives high in the rev range.

Instrumented time comes from the 2022 facelift SEL FWD with the same 2.0L/IVT powertrain, which carried over unchanged into 2023; the 2.0L is slow, while the 1.6T is quick for the class.

The 2.0L is smooth at a cruise but gets buzzy and strained when pushed for merges or passing; the optional 1.6T is punchy with little lag. Overall delivery is adequate rather than polished.

Hyundai's IVT on the volume trim simulates shift points and avoids most CVT drone, though it still flares under full throttle; the 1.6T's 7-speed DCT shifts quickly but can be hesitant from a stop.

Hyundai publishes no US tow rating for the first-generation Kona, so it scores zero on capability. Overseas Konas carry braked ratings, but those do not apply to the US-market car.

AWD is optional on every gas trim from SE through Limited and standard on the Kona N, with a driver-selectable AWD lock and drive modes; it is a reactive on-demand system without torque vectoring or low range.

Pavement-oriented subcompact crossover: about 6.7 inches of ground clearance, no skid plates, no locker or crawl control, and no off-road trim. The AWD lock helps only on slippery dirt or snow.

Unusually broad for the class: a 2.0L economy engine, a 1.6T, a 276-hp Kona N performance model, and the separately badged Kona Electric. There is no hybrid, though.

The volume 2.0L FWD is among the most efficient gas subcompact SUVs. Adding AWD drops it to 30 MPG.

EPA city rating for the volume 2.0L FWD configuration.

EPA highway rating for the volume 2.0L FWD configuration.

Good efficiency gets a fair range out of the small 13.2-gallon tank. AWD versions fall below 400 miles.

This is the EPA's annual fuel cost estimate for the volume configuration on regular gasoline, at current published fuel-price assumptions.

Every mainstream trim (2.0L and 1.6T) runs on regular unleaded. Only the enthusiast Kona N calls for premium.

NHTSA gives the 2023 Kona five stars overall, with five stars in frontal, side and side-pole tests and four stars for rollover, on both FWD and AWD.

Good in every crashworthiness test rated for 2023 (driver and passenger small overlap, original moderate overlap, roof, head restraints), though the driver small-overlap structure is only Acceptable. There is no 2023 award: the 2018-era design was never run through IIHS's updated side or moderate-overlap tests, which the 2023 criteria required.

SmartSense on every trim includes forward collision-avoidance assist, lane keeping and lane following assist, blind-spot collision-avoidance, rear cross-traffic collision-avoidance and driver attention warning. Adaptive cruise is still reserved for upper trims, which holds the score in the mid band.

Vehicle-to-vehicle AEB rates Superior. Daytime pedestrian AEB rates only Advanced, and the camera-plus-pedestrian upgrade that earns it is optional below Limited. There is no nighttime pedestrian result.

Blind-spot collision-avoidance and rear cross-traffic collision-avoidance assist are standard on every trim and can actively brake or steer, not just warn. This is above class norms, although there is no blind-spot camera view.

Lane keeping and Lane Following Assist centering are standard across the range. Hyundai's centering is generally smooth and well regarded, with occasional wandering on faint lane markings.

Stop-and-go Smart Cruise Control and Highway Driving Assist work well but come only on the top Limited trim. The volume SE/SEL make do with conventional cruise.

There is no hands-free driving option. Highway Driving Assist on the Limited requires the driver's hands on the wheel.

The Limited's LED projector headlights were rated Good, but the volume SE/SEL use lesser lamps whose facelift-era ratings are unconfirmed and likely lower. IIHS shows no headlight rating for the 2023 model year.

The compact body and upright glass give decent forward and side sightlines. A small rear window and thick D-pillars limit the view behind, and there is no 360-degree camera.

IIHS rates LATCH ease of use Marginal. There are two full LATCH positions plus a tether-only centre, and the tight rear seat makes rear-facing seats a squeeze.

Every 2023 Kona is a two-row, five-seat crossover. No other seating layout is offered.

Front headroom is adequate for the class. The sunroof fitted on upper trims takes away 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 first-generation Kona's rear 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.

Everyday storage is adequate: a cubby ahead of the shifter, which holds the wireless charger on equipped trims, a modest console bin, door pockets and a cargo-floor tray. There are no standout storage solutions.

The front seats are supportive enough for daily driving but have limited adjustment on the volume SEL, which has a manual driver's seat. The rear bench is upright and short on thigh support.

The ride is firm and can get busy over broken pavement, especially on FWD models with the torsion-beam rear axle. Body control is good, and AWD models with the multi-link rear ride somewhat better.

Road and tire noise come through clearly at highway speed, and the 2.0L engine gets buzzy under load. The cabin is louder than the class's quietest models.

Heated front seats come only with the SEL's Convenience package or on the N Line and Limited, so the base SE and a plain SEL go without. There are no rear air vents, and comfort features are thin unless you move up the lineup.

The final first-generation Kona opens at $22,140 for the 2.0L SE before destination, one of the lowest entry prices in the SUV band.

The 2.0L SEL is the volume trim. It lists at $25,285 delivered in FWD form, and the common AWD option or Convenience Package puts it near $26,300.

The simple 2.0L/IVT Kona is among the cheapest vehicles in its class to service. MY2023 falls inside Hyundai's 3-year/36,000-mile complimentary maintenance window, which trims routine costs further.

Gas Konas depreciate at about the subcompact-SUV class rate. As the last year of a generation replaced by a larger 2024 redesign, the 2023 sits at the lower end of the 58–61% range.

Hyundai Assurance gives 5-year/60,000-mile bumper-to-bumper coverage, matched only by Kia and Mitsubishi in the mainstream market.

The 10-year/100,000-mile powertrain coverage tops the band, though only for the original owner.

MY2023 includes three years or 36,000 miles of complimentary oil changes and tire rotations, plus 5-year/unlimited-mile roadside assistance and a Bluelink trial on equipped trims. Toyota is the only subcompact rival that matches this.

$26,300 volume-trim price minus its estimated resale value after 5 years (58% retained, or about $15,254) leaves about $11,046 in depreciation. Add the projected $2,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $13,546 in total.

2023 was the final carry-over year of the first-generation (OS) Kona, a mature design by then. J.D. Power rates the gas 2023 Kona 82/100 ('Great') for quality & reliability. Consumer Reports' poor 2023 rating (41/100, 1 of 5) applies to the Kona Electric, not the gas SE/SEL scored here, so the gas car sits in the upper part of the mixed-signal band.

Through 2022–2024 Hyundai was a solid mid-to-upper-mid dependability brand: around 10th in Consumer Reports' brand rankings and outside J.D. Power's VDS top five. Respectable, not top tier.

The 2023 model year itself drew two recalls, one a park-outside fire-risk campaign for the Idle Stop & Go oil pump controller, plus a fuel-pump/ECM software campaign. The generation's 2.0L piston-oil-ring engine recall covered 2019–2021 only, and the 1.6T DCT shudder was handled by TSB. Typical activity overall, but the fire-risk campaign keeps it from the upper band.

The volume SE/SEL use the 147-hp 2.0L Nu MPI four with Hyundai's IVT (CVT), a low-stress port-injected setup. By 2023 it had moved past the 2019–2021 piston-ring defect, though the CVT has no long high-mileage record yet. The 1.6T upper trims carry the 7-speed dry DCT with a documented low-speed shudder and clutch-overheating history, which holds the family score down to mixed.

Reviewers consistently describe the first-gen Kona's cabin as well screwed together but dominated by hard plastics on the dash and doors, with little soft-touch surface on volume trims. That is acceptable for the price, but behind the Mazda CX-30 and Kia Seltos on perceived quality.

As a sixth-year design, assembly was mature and J.D. Power's owner-based quality rating is high, with scattered rather than systemic owner complaints about rattles and trim.

Hyundai's roughly 800-store US franchise network gives near-universal coverage, but owners rate the dealership service experience only about average.

The first-gen Kona sold in high US volume from 2018 to 2023, so parts and aftermarket support are plentiful. RepairPal puts Kona repair costs well under the all-vehicle average, and the 10-yr/100k-mi powertrain warranty covers the costly failures.

The volume SEL uses the 8-inch display audio unit. The 10.25-inch navigation screen requires the SEL Convenience package or a higher trim.

Hyundai's interface is quick and logically laid out, with physical volume and tuning knobs and climate buttons. The 8-inch screen is small but easy to use.

Wireless Apple CarPlay and Android Auto come standard with the 8-inch screen on the SE and SEL. The 10.25-inch navigation unit on upper trims reverts to wired projection.

Native navigation and Hyundai's server-based voice recognition come only with the 10.25-inch system. The volume SEL relies on phone projection and basic phone voice commands.

The base six-speaker system is ordinary. The Limited's Harman Kardon system with Clari-Fi is a worthwhile step up, but it is restricted to the top trim.

The SE and SEL keep analog gauges with a small center info display. The crisp 10.25-inch digital cluster is limited to the N Line and Limited.

There are no whole-vehicle over-the-air updates. Map and infotainment updates for the navigation unit come through Hyundai's update process and limited OTA map refreshes.

Bluelink on the SEL and above offers remote start with climate, lock/unlock and vehicle finder, free for an introductory period. Hyundai Digital Key arrives on the N Line and Limited.

USB ports are mostly USB-A and front-biased, with limited rear charging. The wireless charging pad requires the SEL Convenience package or a higher trim.

The proximity key with push-button start is standard from the SEL up, and the base SE uses a traditional key. Remote start runs through Bluelink, and phone-as-key is limited to the N Line and Limited.

A rearview camera is standard, but rear parking sensors are limited to the Limited. No trim offers a surround-view camera.

The US-market 2022–23 facelift Kona offers no head-up display on any trim, including the Limited.

The tight rear seat (35.2 in legroom), IIHS's Marginal LATCH rating and the small 19.2 cu ft cargo area make daily car-seat and stroller duty a squeeze. Rear-facing seats crowd the front passenger.

Five-star NCAP and Good IIHS crashworthiness ratings, plus standard blind-spot and rear cross-traffic collision avoidance on every trim. Pedestrian AEB and adaptive cruise cost extra, and there was no 2023 Top Safety Pick.

Four adults with luggage overwhelm the cramped rear seat and small cargo hold. There are no rear vents, rear amenities are thin, and road noise adds fatigue.

Compact size, light controls and a smooth IVT make the Kona easy in traffic, and standard lane following assist helps. A firm ride and a buzzy 2.0L under hard throttle are the main annoyances.

32 MPG combined on regular fuel is among the best for a non-hybrid subcompact SUV, and Hyundai's complimentary maintenance trims running costs further.

One of the smallest crossovers on sale, with a tight 34.8 ft turning circle that makes it easy to thread through the city. The view out the back is limited and rear sensors are Limited-only.

With no US tow rating and a small cargo hold, the Kona isn't meaningfully work-capable.

The 2.0L/IVT is a simple, mainstream powertrain, but the Kona is a light-duty commuter with no fleet or work reputation, and its interior plastics are not built for abuse.

It offers no onboard power outlet beyond 12V, no tow hitch rating, and only basic cargo tie-downs. Accessory roof rails are the extent of the upfit options.

A 422-mile range is good, but road noise, a firm ride and the lack of adaptive cruise below the Limited make long highway stints tiring. Lane following assist helps.

Available AWD with a lock mode and 6.7 in of ground clearance handle gravel and snow, but there is no tow rating and the small cargo area limits camping gear.

A 60/40 split rear seat folds to 45.8 cu ft, which is below most rivals. Roof rails are available, but there is no hitch rating, so bikes and boxes are a squeeze.

The Kona is one of the more agile subcompact crossovers, with good body control and a light, eager feel. AWD models gain a multi-link rear suspension.

The steering is quick and precise for the class, though light and short on feedback in normal mode.

The brakes are adequate for the class, with a progressive pedal and no complaints of fade in normal use. Stopping distances are average.

Hyundai's IVT on the volume 2.0L simulates shift points and avoids most rubber-band feel, but the slow engine (9.3 s to 60 mph) leaves response sluggish when merging or passing.

The 2.0L is quiet at a cruise but turns buzzy and strained under hard acceleration, as the IVT holds revs high.

The tight turning diameter is among the best in the segment and makes U-turns and parking easy.

The redesigned 2022–23 dash has clear physical controls and good forward sightlines. The volume SEL's manual seat limits adjustment, and the rear view is constrained.

A playful chassis makes even the base Kona pleasant on a back road, but the 147-hp 2.0L keeps the volume trim from being genuinely fun. The 195-hp N Line and Kona N are the enthusiast picks.

The $23,475 SE comes with an 8-inch touchscreen with wireless Apple CarPlay and Android Auto, forward collision avoidance, and lane-keeping and lane-following assist. Blind-spot and rear cross-traffic warning start at the SEL, and adaptive cruise and the 10.25-inch screen are reserved for upper trims. That is competitive for the class but not loaded.

About $25k–$26k buys a well-equipped SEL with the class's best warranty and complimentary maintenance. The 195-hp N Line at about $29k delivers performance per dollar few rivals match. Its tight rear seat and cargo area make it less space per dollar than a Seltos or Trax.

There are four gas trims, two engines (147-hp 2.0L and 195-hp 1.6T) and optional AWD on every trim. The 276-hp Kona N and the Kona Electric sit above them. Few subcompact lineups range this widely.

The Kona sold 79,116 units in the US in calendar 2023, a steady mid-pack result that spans the run-out of the first generation and the launch of the 2024 redesign. It trails the Trax, Crosstrek and Seltos.

Hyundai's image for design, tech and warranty was rising in 2023. Long-term resale and perception still trail Toyota, Honda and Subaru, and the late-2022 theft wave hit Hyundai models that lacked immobilizers.

Early in MY2023, supply shortages limited discounts. As the run-out model year ahead of the 2024 redesign, though, the 2023 Kona later drew clearance pricing and APR and lease offers.

2023 is the sixth and final model year of the first generation (2018–2023), a carry-over of the 2022 facelift. An all-new, larger Kona arrived for 2024, so these buyers took on immediate redesign risk.

Reviewers recommend it, and it won a 2023 Car and Driver Editor's Choice. It rarely wins subcompact comparison tests, however, and its cramped rear seat and cargo area weigh against it. It did not earn a 2023 IIHS Top Safety Pick.