2024 Hyundai Kona

2024 is the launch year of the second-generation Kona. The volume SE and SEL trims carry the 2.0L Atkinson-cycle four at 147 hp, and the 190-hp 1.6L turbo is reserved for N Line and Limited.

The volume 2.0L makes 132 lb-ft, and it arrives high in the rev range. That is near the bottom of the class. The turbo's 195 lb-ft is a large step up.

Consumer Reports timed the 2024 Kona SEL with the 2.0L at 9.8 seconds to 60 mph. That is slower than the bottom of the SUV band. The turbo trims are about two seconds quicker.

The 2.0L pulls away from a stop without hesitation and is adequate around town. It turns loud and strained under hard throttle, and reviewers point buyers to the turbo for satisfying performance.

Hyundai's IVT (a CVT) uses simulated step-shifts that disguise it well in normal driving, but it flares and drones under load. New for 2024, the turbo trims get a conventional 8-speed automatic instead of the first generation's 7-speed DCT, which removes the old low-speed DCT hesitation.

Hyundai publishes no US tow rating for the Kona, and the US owner's manual says towing is not recommended. The item therefore scores zero for capability instead of being left out.

HTRAC all-wheel drive is optional on every gas trim, so it is widely available. It is a basic on-demand, front-biased system with no low range or locking differential.

This is a subcompact crossover built for pavement. Ground clearance is roughly 6.7–8.3 inches depending on drivetrain, and it has no skid plates, locker or crawl control. The 2024 N Line is a sporty appearance and turbo trim, not an off-road model.

The 2024 US lineup has a 2.0L, a 1.6L turbo and a Kona Electric in two battery sizes. That is broader than most subcompact rivals, though there is no US hybrid.

The volume 2.0L FWD Kona (SE/SEL) is EPA-rated at 31 MPG combined. That is mid-pack for a gas subcompact SUV.

City economy is decent for a non-hybrid CVT crossover. It trails hybridized rivals clearly in stop-and-go driving.

35 MPG on the highway is strong for a gas subcompact SUV. Small displacement and modest mass both help.

The small 12.4-gallon tank limits range to about 384 miles even with decent economy. This figure is computed from EPA combined MPG and tank capacity; EPA does not publish one.

This is EPA's annual fuel-cost estimate for the volume 2.0L FWD on regular gas, at 15,000 miles a year and EPA's current price assumptions.

Both gas engines run on regular 87-octane. There is no premium recommendation and no diesel or E85 complexity.

NHTSA rates the redesigned 2024 Kona 4 stars overall, with 4 stars frontal, 5 stars side and 4 stars rollover. That puts it a star behind the 5-star subcompact leaders.

The 2024 Kona, first year of the second (SX2) generation, earned an IIHS TOP SAFETY PICK+. It rated Good in driver- and passenger-side small overlap, the updated moderate overlap test and the updated side test. The only thing keeping it out of the 90s is its Acceptable headlights.

Every trim gets the SmartSense core: FCA with pedestrian/cyclist detection, LKA, Lane Following Assist, blind-spot warning, Rear Cross-Traffic Collision-Avoidance Assist, Driver Attention Warning and Safe Exit Warning. For 2024 the base SE leaves out Smart Cruise Control and active Blind-Spot Collision-Avoidance; both arrive on the volume SEL. Fleet-wide standard adaptive cruise did not come until 2026.

The standard system earned IIHS's top Good rating in vehicle-to-pedestrian front crash prevention. It avoided collisions in most day crossing-child and night crossing-adult scenarios at 12 and 25 mph. It also includes intersection-capable FCA, which is strong for the class.

Blind-spot warning, Rear Cross-Traffic Collision-Avoidance Assist (which brakes) and Safe Exit Warning are standard on all trims. On SEL and up, blind-spot warning becomes active Blind-Spot Collision-Avoidance Assist. The camera-based Blind-Spot View Monitor and Surround View Monitor are Limited-only.

LDW, LKA and Lane Following Assist centering are standard on every 2024 trim and track well on clearly marked highways. Like other Hyundai systems, its corrections are more noticeable than the smoothest rivals', and it fades where lane markings are worn.

On the volume SEL and above, Smart Cruise Control with Stop & Go handles the full speed range. The base SE has only conventional cruise. Highway Driving Assist, which combines adaptive cruise with lane centering, is limited to the N Line and Limited.

No 2024 Kona trim offers hands-free highway driving. The top system, Highway Driving Assist, is hands-on and needs torque on the steering wheel.

Every trim uses the same LED projector headlights, which IIHS rates Acceptable: visibility was good on the left side of the road but inadequate on the right on straightaways. High-beam assist is standard and the lights are not curve-adaptive. Because all trims share them, there is no weaker base headlight.

The upright seating and tall glasshouse give good forward and side views for the class. The redesigned body's rising beltline, thick rear pillars and shallow rear window restrict over-the-shoulder and reverse views. The cameras that would make up for this (Surround View, Blind-Spot View Monitor) are Limited-only.

IIHS rates LATCH Acceptable, with two complete outboard positions and a tether-only center seat. The lower anchors sit deep in the seat bight and take effort to clip. Subcompact rear space makes rear-facing seats tight, and three across isn't practical.

Two-row, five-passenger layout on every 2024 Kona trim (SE, SEL, N Line, Limited).

The redesigned SX2 Kona's 39.9 in front headroom is generous for a subcompact; the sunroof on N Line/Limited cuts it to 38.3 in.

Front legroom is mid-pack for the class.

Rear headroom is adequate for adults; the 2024 redesign improved it over the first-generation car.

38.2 in of rear legroom is near the top of the subcompact class, a roughly three-inch gain for the 2024 redesign.

There is no third row on any trim. It is a strictly two-row, five-seat crossover.

25.5 cu ft is competitive for a subcompact SUV and a big gain over the first generation's ~19 cu ft.

63.7 cu ft with the seats folded is at the upper end of the subcompact class.

Storage is competitive but ordinary. A dual-level cargo floor is standard, and the column shifter on SEL Conv./N Line/Limited frees up console space. Reviewers call the small cubbies average, and the base SE lacks the underfloor tray.

The seats are comfortable for most people. The volume SE/SEL has manual-adjust cloth seats; an 8-way power driver's seat with lumbar comes only on N Line/Limited. The rear bench reclines, a plus for the class.

Reviewers find the 2024 Kona's ride comfortable and well damped over long undulations. Sharper impacts still come through, and Consumer Reports calls the suspension firm.

The cabin is quiet for the class at a cruise, but the 2.0L gets loud under hard throttle. Consumer Reports still rates it louder than most vehicles overall.

Key comfort features start mid-range. Heated front seats arrive with the SEL Convenience Package; ventilated seats, a heated wheel and the hands-free liftgate are Limited-only. Rear A/C vents are available, and the volume SE/SEL is sparse.

The redesigned second-generation 2024 Kona opens at $24,100 for the SE before a $1,335 destination charge, which puts it near the bottom of the SUV band despite the larger body.

The SEL is the volume trim of the 2024 Kona. It lands at about $28,300 with the common AWD option, or a similar figure in FWD form with the SEL Convenience Package.

Kona service costs are among the lowest in the class. The 2024 model still came with Hyundai's 3-year/36,000-mile complimentary oil-and-filter and tire-rotation plan, so owners pay for less routine service than CarEdge's generic projection assumes.

Gas Konas lose value at about the subcompact-SUV class rate, keeping roughly 58–61% of MSRP after five years. The Kona Electric depreciates much faster and is not reflected here.

Hyundai Assurance gives 5-year/60,000-mile bumper-to-bumper coverage, the longest in the mainstream market alongside Kia.

The 10-year/100,000-mile powertrain warranty tops the band, although it covers only the original owner. A second owner gets 5 years/60,000 miles from the original in-service date.

The 2024 Kona falls within Hyundai's complimentary-maintenance window: three years or 36,000 miles of oil changes and tire rotations, plus 5-year/unlimited-mile roadside assistance and a Bluelink connected-services trial. Few subcompact rivals other than Toyota match this. Hyundai dropped the program for 2026 and later models.

$28,300 volume-trim price minus its estimated resale value after 5 years (59% retained, or about $16,697) leaves about $11,603 in depreciation. Add the projected $2,500 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $14,103 in total.

2024 was the first year of the second-generation (SX2) Kona, and the sources split: J.D. Power rates its quality & reliability 86/100 ("Great"), while Consumer Reports' owner-survey data put the 2024 Kona below the average for its model year. That mix of signals sits in the middle of the band.

In the 2024 timeframe Hyundai was a solid mid-pack-to-upper-mid dependability brand: 10th in Consumer Reports' 2024 brand reliability rankings, outside J.D. Power's 2024 VDS top five (Lexus, Toyota, Buick, Chevrolet, MINI). Respectable, not top tier.

The first-year SX2 drew several safety recalls, three of them substantive: a 12V battery cable that can chafe and short in a crash (engine-compartment fire risk), an EGR valve short circuit that can cause loss of drive power on the 2.0L, and a rear center seat-belt buckle that may not restrain an occupant. More than typical first-year activity, though each has a simple dealer fix.

The volume SE/SEL run the 147-hp 2.0L Smartstream MPI four with the IVT, a low-stress port-injected combination, and the 1.6T upper trims switched to a conventional 8-speed automatic for 2024, dropping the gen-1 dry DCT and its clutch complaints. The EGR-valve loss-of-power recall on the 2.0L is a first-year blemish, and neither pairing yet has a high-mileage record in this body.

The redesigned cabin's dual 12.3-inch panoramic display layout reads upscale for the class, but reviewers flag hard, scratchy plastics across the dash and doors on volume trims, with soft-touch surfaces and leatherette reserved for Limited. Competitive, not class-leading.

Assembly quality on the new generation is generally solid and J.D. Power's owner-based quality rating is high, but the Kona did not take the 2024 IQS small-SUV award (Ford Bronco Sport did) and the CR owner data shows scattered first-year issues.

Hyundai's ~800-store US franchised network makes coverage a non-issue, but owners rate the dealership experience only average, keeping it out of the upper band.

High US sales volume keeps parts common and cheap, RepairPal puts Kona repair costs well under the all-vehicle average, and Hyundai's 10-yr/100k-mi powertrain warranty plus 3-yr/36k-mi complimentary maintenance cover much of early ownership. Second-gen-specific body and trim parts are newer, so the aftermarket is thinner than for gen 1.

Every 2024 Kona, including the base SE, gets a 12.3-inch touchscreen, which is large for the subcompact class.

Reviewers praise the 12.3-inch system as crisp, responsive and easy to navigate. Separate physical climate and audio controls remain.

On the volume SE/SEL, wireless CarPlay and Android Auto are standard. The navigation-equipped SEL Conv./N Line/Limited shipped wired-only for 2024, and Hyundai later released a USB-installed software update to enable wireless.

Built-in navigation and Dynamic Voice Recognition come only with the SEL Convenience Package and above. The volume SE/SEL relies on phone projection.

A six-speaker system is standard, and an 8-speaker Bose system with an external amp comes on N Line and Limited. That is a competitive but modest premium upgrade.

The volume SE/SEL pairs analog-style gauges with a 4.2-inch color display. The 12.3-inch full digital cluster starts at the SEL Convenience Package.

OTA software updates are listed as standard on all trims via Bluelink. However, the headline 2024 fix (wireless projection on navigation units) came as a USB download rather than over the air, which shows the limits of OTA scope.

Bluelink connected services with remote start and lock are standard. Digital Key 2 Touch (NFC) and the Wi-Fi hotspot need the SEL Convenience Package or higher.

Every trim has four 3-amp USB-C ports, two front and two rear, which is strong for the class. Wireless charging comes with SEL Conv. and up. There is no AC outlet, just a 12V.

A proximity key with push-button and remote start is standard even on the SE. Phone-as-key arrives with SEL Conv., and the hands-free smart liftgate is Limited-only.

A rear camera with guidance lines is standard. Surround View Monitor, Blind-Spot View Monitor and Remote Smart Parking Assist are Limited-only, so the volume trims get just the camera.

No head-up display is offered on any US 2024 Kona trim.

The 2024 redesign brings near-class-leading rear legroom and a 25.5 cu ft stroller-friendly cargo hold. LATCH anchors are rated only Acceptable and are tight for rear-facing seats.

IIHS named it a 2024 Top Safety Pick+, and SmartSense ADAS is standard. NHTSA's 4-star overall rating and the lack of Smart Cruise on the base SE keep it out of the top band.

The roomy rear has a reclining seatback, two rear USB-C ports on every trim and good cargo space. Rear vents and heated seats wait for upper trims, and the cabin gets loud under load.

The CVT is smooth and the ride comfortable, which make the Kona an easy daily driver. The 147-hp 2.0L feels slow when merging.

31 MPG combined on regular fuel makes the 2.0L FWD average-to-good for a subcompact SUV, short of hybrid rivals.

A compact 171.3-in footprint and a tight 34.8-ft turning circle make the Kona easy in town. Surround view and parking automation are Limited-only.

Hyundai does not recommend the US Kona for towing. Its work value is limited to cargo space and a modest payload.

The proven 2.0L/CVT and Hyundai's 10-year/100k powertrain warranty help, but this is a light commuter platform with cloth or leatherette trim, unproven under hard use. 2024 was the first year of a new generation.

There are four cargo tie-downs, a dual-level floor, and roof rails from SEL up rated at 220 lb. There is no hitch, no AC outlet and no towing approval.

It is a pleasant highway cruiser with good rear space, but the 12.4-gal tank limits the volume 2.0L to about 384 miles. Highway Driving Assist is reserved for N Line/Limited, and the volume trims lack Smart Cruise.

HTRAC AWD is optional on every gas trim, with 8.1–8.3 in of clearance, which handles gravel roads and bike racks. There is no tow rating, and FWD cars sit at just 6.7–6.9 in.

The 25.5/63.7 cu ft hold, 60/40 split folding seats, a dual-level floor and roof rails make it flexible for the class. Bulky gear is still a subcompact squeeze.

The Kona is secure but unremarkable. Some testers report little body roll, but Consumer Reports found the handling lackluster and other reviewers call the roll too prevalent.

The steering is light and accurate enough for parking, but reviewers call it overly assisted and vague.

Four-wheel discs and an electronic parking brake are standard. No 2024-specific instrumented stopping distance was retrieved, so this is scored as adequate for the class.

The volume 2.0L/CVT is smooth, with simulated shifts, but feels sluggish. The 1.6T's 8-speed automatic is a quicker shifter on N Line/Limited.

The engine is quiet at a cruise, but the CVT lets the 2.0L rev high under hard throttle, where it becomes very loud.

A tight turning diameter for the segment.

A high seating position, good visibility, a tilt-and-telescoping wheel and separate physical controls make for good ergonomics. The volume trims get a 6-way manual seat; the column shifter frees console space on SEL Conv. and up.

The 2.0L Kona is a comfortable appliance rather than a fun car. The 190-hp turbo N Line adds some zest, but reviewers point to comfort over excitement.

The 2024 redesign gives even the $25,435 SE a 12.3-inch touchscreen with wireless Apple CarPlay and Android Auto, plus a full SmartSense suite: forward collision avoidance, lane-keeping and following assist, and blind-spot and rear cross-traffic warning. Smart Cruise Control and the dual-screen cockpit still cost extra (SEL Convenience and up), which keeps the score out of the top band.

For about $25k–$28k the new Kona offers a much larger cabin than before, class-leading screens and the segment's best warranty. An optional 190-hp 1.6T is also available. KBB called it 'a better value than ever before.' The fully loaded Limited AWD runs about $34,500, which is compact-SUV money.

Four gas trims (SE, SEL, N Line, Limited) offer two engines, the 147-hp 2.0 and the 190-hp 1.6T, and AWD is a $1,500 option on every trim instead of being reserved for top grades. The SEL Convenience Package adds a middle step. The Kona Electric arrives in SE, SEL and Limited with two battery sizes.

US sales rose in the redesign's first full year, from 79,116 in 2023 to 82,172 in 2024. That makes the Kona a steady mid-to-upper seller in a crowded class, though it trails the Trax, Seltos and Crosstrek.

Hyundai's reputation for design, technology and warranty kept improving through 2024. Resale and long-term perception still trail Toyota, Honda and Subaru, and the brand has no premium halo for a subcompact crossover to borrow from.

As a freshly redesigned model, the 2024 gas Kona saw only modest incentives at launch: ordinary lease and APR support, with deals growing into the model year. The Kona Electric was discounted heavily, with the $7,500 lease credit passed through and leases as low as $169 a month, but that does not apply to the scored gas car.

2024 is the launch year of the second-generation Kona: an all-new, larger body with Hyundai's current infotainment and driver-assistance tech. Buyers face no redesign risk.

The new Kona was widely decorated. It won KBB Best Buy for Best Subcompact SUV and a Car and Driver Editor's Choice, and it earned IIHS Top Safety Pick+ recognition and a top ranking at U.S. News. It misses the top band because it seldom wins head-to-head comparison tests against the Crosstrek or Seltos on driving dynamics.