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What's the difference?
Okay, so I know this car. Well, not this car exactly. But I know the Hyundai Kona.
The last-generation Kona Electric was one of my favourite EVs, I’ve driven the Kona N on racetracks, I just reviewed the Kona Hybrid, and I’m currently – as in right now – driving the Kona petrol on a long-term loan.
In short, when it comes to Hyundai’s not-so-small small SUV, I’m generally all over it.
Except for this one, the all-new Kona Electric, which is supposed to act as a stepping stone between Hyundai’s regular electric models and its more premium Ioniq family.
But the big question I have, of course, is whether this electric one is actually the version you want? And has full electrification helped or hindered the Kona formula in this generation, especially in the face of stiff competition from Tesla, BYD, and even from Hyundai itself, in the shape of its Ioniq family?
So, let’s go find out.
The 2008 is kind of a big deal for Peugeot - the old car was a bit niche and people didn't really know what it was. It also had a whiff of last-decade Peugeot whereas this one is proper 2021, fashion-forward Peugeot. The brand has changed so much in the past few years that it's even going to slap a new logo in its big grilles in the coming months.
Peugeot's product strategy was missing that important, late-millenial/early Gen X grabbing compact SUV, a cheaper entry to the brand that attracts fans of good design with a plenty of readies in their pockets. Basically the people Mini's Countryman, BMW's X2, Audi's Q2 and VW's T-Roc and T-Cross are going after. So not an easy task, then.
The local importer knows it needs to find younger customers to hook into the brand, because the halo of its turn-of-the-century success, the 306, has now faded. People like me will buy Peugeots because they wanted a 306, are Francophiles or are just plain contrarian (in my case, all three). Peugeot needs an in. The 2008 might just be it.
It hardly feels cutting-edge in the world of EVs, but it is refreshingly familiar to look at, sit in and drive, and it shrinks the jump from an ICE vehicle to your first EV into something that feels entirely manageable. This is easy, breezy, fuss-free electric motoring.
The 2008's score is slightly hurt by the price and the lack of advanced safety features (mostly reverse cross-traffic alert) but is boosted by the fantastic looks, great dynamics and avant-garde interior. While it certainly isn't the cheapest compact SUV, it certainly is one of the most stylish and, in some ways, innovative.
Peugeot has a mountain to climb in Australia, a hangover from more than a decade of indifferent or oddball cars. The 2008 is a key plank of its premium strategy and that will become more important when it throws the full EV e-2008 at us later this year, or early next. This 2008 is the car to grab those younger buyers, I just wonder if they're keen enough to stump up the cash.
Hyundai has made a big deal about designing the new Kona as an EV first, so it doesn't matter if you buy the petrol, the hybrid or the full electric, they all share styling cues.
But for mine, the Electric is the pick of the bunch, looking modern – futuristic even – without pushing it too far.
Some EVs look like they will age like a glass of milk, but the Kona isn't one of them. I suspect it will still look plenty sharp five years from now.
Even the sharp body creases along its flanks don't look overly in-your-face, and the design of the alloy wheels, the lightly flared wheel arches and the swept-back roofline all give the Kona Electric a relatively sleek and sporty profile.
But the Kona Electric looks best from front-on, where the slim light bars, pixelated grille and rounded snout look great.
Inside, the Kona Electric is a little more predictable, coming across as any other internal-combustion SUV, rather than delivering some future-facing cabin of surprises – albeit with the Drive selector shifted from its usual place between driver and passenger to a stalk to the right of the steering wheel.
The 2008 is a cracking looking machine, with a lot of what looks like Audi Q2 in profile (and detailing). It fooled a few passers-by, including the regular, "What have you got this week?" crew of neighbours. It's a brilliant design, sporting the 508's big light-up fangs and the cat's claw segmented taillights. Chunky but not self-conscious, it's great to look at.
Peugeot cabins are brilliant these days, with clever, interesting designs that I think are really challenging the way other carmakers think about what to put in front of the people in the front seat. The i-Cockpit works well in the SUVs (m'colleague Richard Berry will likely disagree), but the excessively cool 3D dashboard - with a screen that looks like it's floating in front of you like a hologram - really helps push the idea that the price being asked is actually quite reasonable. Lovely materials throughout, cool detailing, lots of thought and even usable cupholders. It's mad in all the right ways.
It's bigger than its ever been, this new-generation Kona, measuring just over 4.3m long, 1.8m wide and close to 1.6m tall – 30mm taller and 145mm longer than the model it has replaced.
And yes, that's most notable in the back seat, where my 175cm frame fits with ease. Hyundai tells me there's now 77mm more legroom, 17mm more shoulder room and 15mm more headroom, but what you really need to know is there is space aplenty for second-row riders.
The boot is bigger, too, now 407L to 1241L, and there are ample storage cubbies, bottle holders and console storage, including pop-out cupholders between driver and passenger.
Starting with the bad stuff, what is it with carmakers - and fellow French carmaker Renault was front and centre in my head here - not putting a rear armrest and cupholders in SUVs? These are cars that can fit families, so neglecting the rear passengers seems weird and sloppy. You can kind of forgive a $25,000 Kona Go (RIP), but not a $35,000 premium product. A small but irritating detail.
Up front, you do get useful cupholders, a small centre console bin and glove box and the doors will hold bottles. There's a dedicated spot for your phone, too, which is nice.
The boot is a gigantic 434 litres, beating pretty much every other car in the space that's not from France, and with the 60/40 split-fold out of the way, you have 1467 litres at your disposal. There's also a false floor on the boot that you can either remove or use to separate valuables or muddy/stinky/sandy outdoorsy stuff.
Fun fact. We drove the Hyundai Kona Electric some time ago, but refrained from writing about it because the Korean brand couldn't yet tell us what it would cost. And in the increasingly competitive world of electric vehicles, the price is a big factor.
And yes, that's unusual. Car companies usually have every possible duck in a row before launching a vehicle. But with the Kona Electric, Hyundai was fighting over the price, trying to get it as low as it possibly could.
So, where did it end up? Cheaper than the last one.
The Kona Electric can be had as a base model or Premium, with the entry-level then able to be had in Standard Range or Extended Range guises (the Premium is Extended Range only).
So, the base Kona Electric Standard Range is now $54,000, before on-road costs, which is $500 cheaper than the model it replaces.
The Extended Range version of the same car is now $58,000, some $2500 cheaper than before. The only bad news is for the Kona Electric Premium, which lists at $68,000, or $4000 more than its predecessor.
For the record, that makes the Kona slightly more expensive than the BYD Atto 3 ($48,011 to $51,011), and cheaper than a Tesla Model Y ($65,400 to $78,400, not including the Performance).
What separates the base-model cars is the battery (48.6kWh or 64.8kWh), so both share 17-inch alloy wheels, LED headlights, dual 12.3-inch screens for the digital instruments and multimedia touchscreen, Apple CarPlay and Android Auto connectivity, a wireless phone charger, dual-zone climate, keyless entry and push-start ignition, as well as a full active safety suite.
The Premium grade then gets 19-inch alloy wheels, synthetic leather interior trim, heated and ventilated seats, a heated steering wheel, a head-up display, a Bose premium audio system, remote smart parking assist, a sunroof and a powered tailgate.
Peugeot is trying to mark itself out as a premium offering, with no bait-and-switch entry-level machines displaying startling prices. The 2008 Allure costs about the same as the top-spec Renault Captur, which is loaded up with gear. It's also gunning at mid-spec Korean, Japanese and German compact crossovers.
For $34,990, you get 17-inch alloys, a six-speaker stereo, climate control, reversing camera, keyless entry and start, cruise control, 3D digital dashboard, auto LED headlights, fake leather trim along with cloth (nothing wrong with that), power windows and mirrors, a lot of safety gear and a space-saver spare.
The media system is an updated version of Peugeot's familiar stack and it's quite good on the small 7.0-inch touchscreen (small, as in "other cars this size are getting bigger ones") and has Apple CarPlay, Android Auto and DAB. The screen is snappier than past offerings from Peugeot which is a good thing, because the old one in the 3008 was glacially slow.
Both Kona variants are single-motor propositions, but you do get more grunt when you opt for the bigger battery.
Base-model cars get a single, front-mounted electric motor, producing 99kW and 255Nm, while the Premium and Extended Range models deliver 150kW and 255Nm.
Neither, though, are particularly fast, reporting a 9.9sec or 8.1sec sprint to 100km/h, respectively.
The Puretech 1.2-litre three-cylinder is a cracker of an engine and I won't hear a bad word against it. Partly because nobody ever says bad things about it. In the Allure, it's in 130 specification, which means 96kW and 230Nm of torque. The power figure is in line with almost everything in the class and the torque figure is good for the segment, especially considering the 1267kg kerb weight.
Driving the front wheels via a six-speed Aisin-supplied automatic, the Allure will complete the sprint to 100km/h in under 10 seconds. It feels quick enough, but that might be the torque curve filling in after a tardy start. If you're willing to drop another nine grand, you can have 114kW, eight gears and a slightly quicker 0-100km/h time.
We know already that the Kona can be had with two battery sizes, and the first (48.6kWh) will deliver a theoretical driving range of 370km on the WLTP cycle.
The bigger battery, now 64.8kWh, ups that number to 505km, but with a catch.
See, the Premium arrives with 19-inch alloy wheels, which look great, but also reduce efficiency, dropping your range to 444km. To get the full 505km, you need to stick with the 17-inch alloys.
It's also not the fastest-charging EV on the planet. The on-board AC charger is now set up for 10.4kW (though most home chargers are more like 7.0kW), but DC charging is limited to less than 100kW, meaning a 10 to 80 percent charge takes 45 minutes – or over an hour if you're using a 50kW fast charging station.
The Kona Electric also introduces an interior V2L plug, the same kind you might find in your kitchen, meaning you can plug in thirstier electronic deceives like laptops when on the move.
Peugeot says the Allure completed its government-mandated testing with a 6.5L/100km combined cycle figure while huffing out 148g/km of carbon dioxide.
I managed 6.8L/100km driving as I normally would around the suburbs and with some fast roads in the mix. That's an impressively close number to the official figures and lines up well with the more accurate WLTP findings.
What's it like to drive? Bloody easy, to be honest. What I loved about the old Kona Electric still rings true here, and that is that it this feels like a very easy step to make if you're moving into your first electric vehicle.
It looks familiar, it feels familiar, and it's immediately familiar to drive.
You know how some EVs feel mega-futuristic, pushing you back in your chair every time you poke the accelerator, all silent and slightly discombobulating aggression?
Well, this isn't one of those. It's smooth, sedate even, with fairly leisurely acceleration, smooth steering and a ride that's comfy enough, too.
But as I was cruising back from Canberra to Sydney (which required a charging stop, btw), I was pondering what it is people want from a small SUV. Mind-bending performance? Or practicality and comfort?
I suspect it's the latter, and the Kona Electric delivers on that front.
That said, the time it takes to charge is punishing. To have to stop for 30 minutes on the drive between Canberra and Sydney (granted, it was only 80 percent charged when I got in it) is tough, but it's made tougher still when the time stationary is half an hour plus.
My first experience with the 2008 was in tipping rain on the same day I drove the 5008, so it was nice for the sun to shine during the time I had it. Dry roads and Peugeots are way more fun, although it was uncommonly wet on my first attempt.
What struck me about the 2008 is how sure-footed it is, even on the cheap-ish tyres fitted. It has that lovely, pointy Peugeot feel of the other cars in the range, which is partly to do with the hilariously small steering wheel but mostly because they're just so well set up.
The 2008 handles all the nastiness of suburban streets, even with torsion beams at the rear, something European cars somehow make work with almost magical effect. It's also very quiet inside, whether it's wind, tyre or engine noise, none of which make much impact on the occupants.
The transmission and engine work extremely well together, so well I don't think I resorted to the paddles even once to hurry things along. Quite a few cars in this class either have a whining continuously variable transmission or a sometimes-clunky twin-clutch auto. The smoothness of the Aisin six-speeder is excellent and it seems to know where the turbo lag is, and shifts accordingly. It also picks up when you want it to, wringing every last drop of torque out of the engine when you need it most. The car does slow noticeably when loaded up, but you'll get that in every other car in the class, too.
It's officially a four-star ANCAP vehicle, this Kona, owing mostly to the performance of some of its active safety kit, like AEB, which ANCAP described as "adequate".
How much that bothers you is an individual thing (I can tell you it bothers me exactly not at all), and the Kona is fitted with a whole bunch of safety kit, including seven airbags, 'Forward Collision-Avoidance Assist 2.0' (AEB) with human and bike detection, lane change and junction assist, 'Blind-Spot Collision-Avoidance Assist' and 'Blind-Spot View Monitor', intelligent cruise control and auto lights.
The Allure has six airbags, ABS, stability and traction controls, forward AEB, lane-departure warning and lane-keep assist.
The forward AEB works between 10km/h and 180km/h, with daytime pedestrian detection up to 60km/h and cyclist detection up to 80km/h.
It is missing reverse cross-traffic alert and if you want adaptive cruise, auto high beam, blind-spot monitoring or lane-keep assist, you have to step up to the GT Sport.
The Kona Electric is covered by Hyundai's five-year, unlimited-kilometre warranty, while the battery is covered for eight years or 160,000km.
Servicing is a strong point, with the intervals pegged at 24 months or 30,000km, and capped at $520 per visit for the first three services, or up to six years.
Peugeot's five-year warranty, five-year capped-price servicing and five years of roadside assist is a solid, if unspectacular offering. Which is a bit rude, because three years ago we'd have been bowing at Peugeot's feet for such generosity. It's a thankless business.
Servicing comes around every 12 months/15,000km, which is pretty good going for a turbo engine in this class (except, of course, Renaults, which go for 30,000km) and you'll pay, on average, $447 per service, which isn't awful, but is not cheap either.