There’s not much special about the Kona’s guts. Take away its Robocop-esque styling, and you’ll find the same small car and crossover platform that underpins the Kia Niro and Hyundai Elantra. It doesn’t even look radically different from the regular Kona, which is powered by a choice of four-cylinder gas engines.
Take a look underneath and it will resemble any small crossover made in the past 15 years, save for the big boxy battery that sits in front of the multi-link independent rear suspension setup. The Kona is front-motor, front-wheel-drive, and is set up in a way that’s similar to the small four-cylinder engines that would have sat in the motor’s place in the car’s ICE version.
To some, that’s a huge step back from the skateboard-like chassis and tiny rear-mounted, RWD motors found on modern EV platforms. But, in practice, the Kona’s conventional guts make for a conventional driving experience—and that’s not a bad thing. Consumers buy crossovers because they’re easy to drive and comfortable.
By and large, the Kona Electric keeps that same standard crossover energy going. On the road, the crossover is comfy, quiet and easy to drive.
Like all EVs, the Kona Electric is naturally heavier than its gas-powered sibling. Yet, Hyundai kept that weight gain in check. On average, the Kona Electric is only about 500 pounds heavier than the ICE model and about 150 lbs heavier than its predecessor.
If you’ve driven the old Kona Electric, you’ll find the 201-horsepower motor and 64.8 kWh familiar, but there are a few changes this time around. It might have the same power, but it lost more than 100 lb-ft of torque, from 291 lb-ft to merely 188 lb-ft.
On paper, the lack of torque shows. The Kona Electric is slower this time around. Its 0-60 mph time grew from 6.2 seconds to 7.0 seconds flat. Yet, in practice, I actually prefer the reduced torque of the new model. Despite being numerically slower than its predecessor, I never felt like Kona Electric was ever out of its depth.
Like most EVs, throttle response is instant, so the Kona still feels swift, albeit not fast. To me, the car never felt like it needed more power, but if you’re searching for the neck-jerking acceleration of other EV crossovers, then look elsewhere
Fucking a. I would buy a 94’ style honda civic EV today if I could. That snappy feel and low center of gravity with the crazy raw torque of an EV? Still having enough cargo space to haul shit but handles like a sport cars? Can park it fucking anywhere? Hot damn.
Good Lord, is it hot in here? 🥵🥵🥵
I miss my Civic EG Hatch. Best car I ever owned. For years I’ve looked for conversion kits to make my own EV out of an old rolling chassis.
VW is going to make an electric GTI. I am hoping it will provide the experience you are describing. (Dumb name though - where is the injection?)
If it lives up to this article, I’m in. I’m seeing 320hp and the ability to emulate its gasoline cousins. Depending on weight, it could be a real zipper.
The “I” is apparently “intelligence” now. Should have just shoved an “A” in there and went full “AI”.
The e-Golf?
The kharmann ghia conversion is the true pinnacle of human achievement.
Ehh, it’s something but they stopped making them in 2019. The tech is lackluster compared to modern EVs. Real world range was 130miles out the gate. With just used cars out there it’s likely closer to 100 miles. Even with an average drive of 40 miles/day, that’s a bit thin.
Ah, I haven’t looked too much into it, the limited range is probably why the guy who had one near me switched it to an ID.4… Looked like a cool little car, though.
the project has been indefinitely put on hold due to financial reasons, but I still have an 83 civic wagon set aside for a diy ev. smaller exterior, feels bigger inside, practically never seen on the road, and doesn’t spy on me. or so it would be if I could afford to finish it