SAMYANG, South Korea – Amidst Hyundai’s sprawling, city-like research and improvement center, a group of 2018 Kona crossovers awaits at the take a look attune in advance. Camouflaged and black vinyl-classed prototypes zip through as finely-dressed security employees hover silently, observing as we hop into the driver’s seat for our short eight-minute runabout on Hyundai’s place of origin, dealing with the path.
Hyundai plans to release the Kona in the U.S. by March 2018, nicely at the back of the now-mounted Honda HR-V, Mazda CX-3, Jeep Renegade, and more current Toyota C-HR. “We needed to take some time to ensure we got matters proper for the marketplace and our customers,” stated Hyundai vice president Chung Eui-Sun.
Based on our very constrained power of a pre-manufacturing Korean-spec Kona, Hyundai can have a stable shot at scooping up what’s left of this booming segment. Our test vehicle is a loaded example that boasts the optional aggregate of a 1.6-liter turbo-four and a 7-speed dual-clutch automated.
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As in previous fashions, inclusive of the Veloster Turbo and Sonata Eco, the engine makes 175 hp and a wholesome 195 lb-ft of torque from 1,500 to 500 RPM. The base engine will be a 2.0-liter Atkinson cycle four appropriate for 147 hp and 132 lb-ft of torque paired with a six-speed computerized transmission. Drive modes include Normal and Sport, with the latter including barely heavier steering, sharper throttle sensitivity, and a sportier transmission mapping that downshifts earlier below braking and holds gears longer below heavy throttle input. Other markets may also get an Eco alternative that, fairly amusingly, isn’t covered for U.S. Models; reveal to Hyundai that customers frequently unknowingly go away the drive mode in Eco and then bitch that the auto is underpowered.
Down the long straightaway at the beginning of our check run, the punchy little engine was inspired by its beneficent low-stop torque and clean-transferring transmission. There’s a piece of hesitation at low speeds as the dual-seize tries to discover its footing; however, as soon as it gets up to speed, it’s an adept and flawlessly suitable powertrain. Hyundai expects 35 to 40 percent of Kona shoppers will spring for the uprated engine on the way to be fashionable on SEL and Ultimate fashions. The base engine and transmission might be the only powertrain for the lower-degree SE and SEL trims. All-wheel force can be offered as a stand-alone option on all models, and Hyundai expects approximately forty-five percent of shoppers to pick that field.
Thus, Hyundai is frustratingly mum on how exactly the suspension and steering can be tuned for U.S. Spec models. However, the Korean-spec Kona has a fairly company suspension and best heft to the steerage. While not as sharp and responsive as the Mazda CX-3, the Kona is a mile cry from the lethargic Honda HR-V, even in Normal mode. Body roll turned into noticeable — however, now not excessive— during the quick navigation of several roundabouts.
Over expansion joints and small bumps, the Kona suggests very stable body control and compliance. However, Hyundai’s route is a global way from some of America’s more decrepit roads. (Engineered imperfection isn’t the same as proper or’ normal, forget about negative infrastructure control.) Our take a look at the car was prepared with all-wheel power, which means it featured a multi-link rear suspension in the region of the front-wheel-pressure model’s torsion-beam setup.
Dynamics are, however, not the largest enchantment for subcompact crossover shoppers. Those could be fashion, device, and area. The Kona’s design, led by a veteran cohort that includes chief Peter Schreyer, Sangyup Lee, and Luc Donckerwolke, is one-of-a-kind enough to enchant those looking for something sparkling and signals an extra extroverted course for Hyundai. It may very well be too busy and incoherent for some, although, specifically, the scrunch-faced front gives up. From the Jeep Cherokee-like eyelid-fashion daytime walking lamps to the faux air scoop, masses of “armor” cladding all over, and Land Rover-ish D-pillar kink, there’s loads to digest. Fortunately, the interior is substantially more confined with its focus on space performance and intuitive functionality.
Hyundai says the Kona rides on an all-new worldwide B-phase platform, which is 0.7 inches lower and wider than that of its Creta subcompact crossover, which has been on sale in emerging markets for some years. Executives were tight-lipped regarding information about the platform or what it would yield down the road. However, it did come out that a few future B-phase sedans ought to adopt a brand new structure.
Bare-bones Kona SE models will generally come with electric seats, cruise control, Sixteen-inch aluminum wheels, a 7-inch touchscreen, and an old-fashioned ignition key. Bluetooth and Apple CarPlay/Android Auto are popular, as well. From there, the SEL trim provides 17-inch wheels, roof rails, push-button start, a leather-wrapped steering wheel, rear park assist alert, and a non-compulsory package deal with automatic emergency braking. Spring for the Limited version to get a leather interior, sunroof, LED headlights, and HID lights. Goodies for the pinnacle-spec Ultimate trim include an 8-inch display screen with navigation, lane-keep assist, rear parking sensors, automatic emergency braking, and a smartphone charging pad. There may also be a coloration head-up display, which flips up from the dashboard in styles like the Mazda3 or Mini Cooper.
Pricing won’t be introduced until launch, but Hyundai’s U.S. Public family members group says it’ll be positioned competitively and inexpensively than the $23,460 Toyota C-HR. Expect the base model to start at about $20,000.
With its true chunk of available tools, now not to mention the pedestrian-detection safety era that’s something of a rarity to date in this space, the 2018 Hyundai Kona should gift a wonderfully valid alternative within a space that’s becoming ever more crowded with alternatives. It’ll be the first strike in Hyundai’s planned SUV product attack, which will encompass a smaller crossover underneath the Kona as well as a three-row family SUV above the Santa Fe.
