What Makes It Go

Under the Kona Electric's hood sits its 201-hp permanent-magnet synchronous AC motor, which is coupled to a single-speed, front-wheel-drive transaxle. Compared with the turbocharged 1.6-liter inline-four available in the standard Kona, the electric version's 201 horsepower and 290 lb-ft of torque represent increases of 26 ponies and 95 lb-ft. This is more torque than its 17-inch front tires can handle sometimes, and an aggressive launch will activate the traction control. Hyundai says the Kona Electric can reach 60 mph in 7.6 seconds, reflecting this traction limitation as well as an estimated 3750-pound curb weight. But passing acceleration is quite strong, and the Kona Electric's sportiness is complemented by aggressive regenerative braking.

Hyundai has deployed a driver-selectable regenerative-braking setup similar to the one in its Ioniq EV. Paddles behind the steering wheel allow the Kona Electric's pilot to cycle through four levels of regen-plus a fifth maximum mode that tops out at 0.25 g of deceleration, according to Hyundai, but only when holding down the left paddle. This allows for true "one-pedal" driving that could be more engaging than Tesla's, if not for Hyundai's use of blended braking. While Tesla allows the brake pedal on its cars to control the friction brakes independently of the electric motor's regeneration, Hyundai, like most carmakers, insists on using the brake pedal to first initiate the deceleration that comes with electric regeneration before gradually blending in friction braking. This makes it difficult to find the point in the travel at which the brake pedal starts working the actual brakes. Hyundai also offers an automatic mode that varies the level of regeneration to produce a consistent rate of deceleration regardless of road grade; turning it on gives the Kona Electric a feeling while coasting that is similar to that of an internal-combustion vehicle during engine braking.

Driving Impressions

Although the Kona Electric's 6.2 inches of ground clearance (0.8 inch less than the standard version) won't make it much of a rock crawler, more of its mass sits lower, making it feel better connected to the road. Hidden beneath the floor, the 64.0-kWh lithium-ion battery pack shifts the Kona Electric's center of gravity 3.6 inches closer to the pavement, to 20.3 inches, according to Hyundai. That's sports-car territory. While this doesn't turn the Kona into a sports car, it does make the little crossover fun to hustle down canyon roads, especially in its Sport driving mode, which adds some weight to the steering and perks up the motor response.

The Kona Electric has three other driving modes: Normal, Eco, and Eco+. This last one is for use when range anxiety turns to range desperation, shutting off the climate-control system to maximize miles. It seems unlikely that this feature will have much utility, given that the Kona Electric boasts a 258-mile EPA range estimate. This is currently the longest of any non-Tesla electric car, beating out the Chevrolet Bolt (238 miles) as well as the new Jaguar I-Pace (234). And if Tesla ever gets around to selling its base-powertrain Model 3-the "$35,000" one-the Kona Electric should put that Tesla's 220-mile range to shame as well.

Plugging In

The Kona Electric carries few caveats. None of the technological corner-cutting other manufacturers have employed to reduce costs is present here-its battery pack has a liquid heating and cooling circuit to improve efficiency and carries what Hyundai is calling a lifetime warranty. All Kona Electrics are equipped with a 7.2-kW onboard charger, and they all support DC fast charging as well, although the SAE Combo Charging System that Hyundai uses is nowhere near as common as Tesla's proprietary Supercharger network, and few CCS stations today can charge at the highest, 100-kW rate. The Kona Electric is well equipped, including standard proximity entry, heated seats, two USB ports, Apple CarPlay and Android Auto compatibility, and Hyundai's BlueLink connected-car system that allows owners to remotely control charging and climate-control settings with a smartphone. It seems worth mentioning again that the Kona Electric is a subcompact crossover, a vehicle type currently experiencing a popularity rivaled only by beer and YouTube cat videos.

When the Kona Electric goes on sale in early 2019, we expect it will start at about $37,000-before the $7500 federal tax credit. Hyundai says it will sell the Kona Electric in California first and then expand sales to the other CARB states. (Buyers elsewhere should be able to order one.) Coincidentally-or perhaps not-the Kona Electric arrives in the first quarter in which Tesla buyers will see their tax credit reduced by 50 percent, the beginning of a yearlong phase-out in which it is cut in half again in July. The arrival of such a well-executed, long-range electric vehicle, one that is truly affordable, should be enough to tempt at least some of those starry-eyed dreamers waiting for a low-cost Tesla. Or anyone else, for that matter.

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