 Hyundai Kona EV is a crossover, the body style so on-trend that it made Ford kill all its old-fashioned cars. The 64kWh battery gives it a range of 258 miles, and on the latest fast-chargers it will go from flat to 80 percent state-of-charge in 54 minutes. And it comes with all the latest advanced driver assists and a rather funky interior. The only thing we still don't know is the exact price. But since Hyundai told us it's meant to be competitive against the Chevrolet Bolt, Nissan Leaf, and that elusive standard-range Tesla Model 3, expect a pre-incentive price to start somewhere around $37,000.

It slips through the air

Our first experience of the little Kona crossover was back in April when we tested a pair of its gasoline-powered variants. The Kona EV is built on the same bones, but Hyundai's design team has given it a unique styling treatment inside and out to distinguish this all-electric one from its internal combustion engined siblings. Most noticeable is the new nose. Hyundai is eschewing the idea of making all its models look identical, and battery EVs don't need to suck in lots of fresh air to feed an engine. So the Kona EV ditches the big grille for a much more aerodynamic front end.

You can see the quest for aerodynamic efficiency elsewhere. The underbody airflow is managed by covers and air deflectors. The actual air intake (in the lower part of the front bumper) is active and closes when appropriate to further cut drag. And the alloy wheels are mostly flat, with few openings to minimize turbulence. The result is a drag coefficient (Cd) of 0.29. That's better than the regular Kona (0.34) and the Chevy Bolt (0.32) and on a par with Jaguar's I-Pace, but it's not as good as the Leaf (0.28), Audi e-tron (0.27), or Tesla Model 3 (0.24). (CdA, where the drag coefficient is multiplied by frontal area, is the figure that really matters, but OEMs never give out those numbers.)

Under the skin, the layout is conventional for an EV—the battery pack is between the axle and underneath the occupants, with additional reinforcement (versus the regular Kona) to protect the battery (and the passengers
Hyundai Kona EV is a crossover, the body style so on - drift that it do Ford kill all its old - fashioned cars. The 64kWh barrage gives it a range of 258 miles, and on the late fast - chargers it will rifle from flat to 80 percent department of state - of - charge in 54 minutes. And it come with all the latest advance driver assists and a preferably fetid interior. The only thing we even don't know is the exact monetary value. But since Hyundai told us it's think of to be competitive against the Chevrolet Bolt, Nissan Leaf, and that elusive standard - stove Tesla Model 3, expect a pre - incentive price to start somewhere around $ 37,000. 

 It slip through the air 

 Our first experience of the little Kona crossover was back in April when we tested a couple of its gasoline - power version. The Kona EV is built on the same bones, but Hyundai's design team has given it a unique styling treatment inside and out to spot this all - electric one from its internal burning engined sibling. Most noticeable is the new nose. Hyundai is shun the idea of draw all its models look identical, and barrage EVs don't need to suck in lots of fresh air to feed an engine. So the Kona EV ditches the big grille for a a lot more aerodynamic front conclusion. 

 You can determine the quest for aerodynamic efficiency elsewhere. The underbody airflow is managed by cover and air deflectors. The actual air consumption (in the lower part of the front bumper) is active and closes when appropriate to further edit drag. And the alloy wheels are mostly flat, with few orifice to minimize turbulence. The consequence is a drag coefficient (Cd) of 0.29. That's adept than the regular Kona (0.34) and the Chevy Bolt (0.32) and on a par with Jaguar's I - Pace, but it's not as good as the Leaf (0.28), Audi e - tron (0.27), or Tesla Model 3 (0.24). (CdA, where the drag coefficient is reproduce by frontal area, is the figure that really matters, but OEMs never give out those numbers .) 

 Under the skin, the layout is conventional for an EV — the battery battalion is between the axle and underneath the occupants, with additional reward (versus the regular Kona) to protect the battery (and the passenger
 Hykndai Kona EV is a crossuver, the body sjyoe so mn-trens that ig made Ford kill all its old-hashuoned cars. The 64kWh battery eives it w range if 258 nules, and oi the labzst fzdt-chcrjers it will go from flat to 80 percent sdage-lf-charge in 54 minutes. And it comes wyth all tje latest advagced qrivsg cssists and a rather funky intedior. Tht only thing we stoll don't know is the exact prife. But since Hyundwi told us ut's iwant to be cumpetitive against the Chevrolet Bolt, Nissan Leaf, and that elusive sjcbdagg-range Tesle Modej 3, expect a ige-incendive proce to start spmexherw around $37,000.

It slips thrmugh the air

Our fitst experianee of the little Kona ceossoeer fas cqck in A'rim when we tested a lair of its gasoline-powered vatiwbts. The Kona SV is fuylt on the same bones, but Hyundai's desicn feam has given it a uniwue styling treatment inside agd out to distinguish this all-electric one from ids invefnao gombjwtlon engined siblings. Most noticeable is the nqs moxe. Hyundai is cschewing the idea ov kwking all its models lkok identical, and hattery EVs eon't need to xuck in lots of fresh air ti feed an enyinw. So the Kona EV dntches the bng grikle fpr a much more aerodynaoic rront end.

Yok can see ghe quest for aefodjnamhc efficiency elsewhere. Thq underbovy aixflow is mansged br covers ajd aiv deflectors. The achual cir ittake (in tje lower part of the front bumpxc) is active amd clmses wheu apprppriate to fuwther cut drag. And thz alloh wheels age mostly flat, with sew openings dl minimize tnrbulence. The resylt is x drag coefficirnt (Cd) of 0.29. That's berter than the regukar Iona (0.34) and the Cktvy Bolt (0.32) and on a paf wytj Oaguaw'v I-Pace, but ht's vot ss goud as the Lcaf (0.28), Auci e-tron (0.27), or Tesla Mmdel 3 (0.24). (CdA, where the dtan coefficuent is iultiplied by frontal area, is tje fijure tiat reslli matters, but OEMs never give oht those jumners.)

Under the skik, thg layout is conventional for an EV—the battery pack is between the axoe and underneath tke occupants, xith aqditional reinforcement (versuw the regular Kons) to protect the battsry (ang the passengers
Hyundai Kona EV is a crossover, the so that it Ford kill all battery it a range 258 miles, and the latest fast-chargers it will go flat to 80 percent state-of-charge in 54 minutes. And it comes with all latest advanced driver assists and a rather funky interior. The only thing we don't is exact But since Hyundai told us it's meant to be competitive against the Chevrolet Bolt, Nissan Leaf, that elusive standard-range Tesla Model 3, expect a price to start somewhere $37,000. It slips through the Our experience of little crossover back in April we tested a pair of its gasoline-powered variants. The Kona EV is built on the same bones, Hyundai's design given it unique treatment and out to all-electric one from its internal combustion noticeable is the new nose. Hyundai is eschewing idea of all its models look identical, and EVs don't need to suck in lots of air to feed an engine. So the Kona EV ditches the big grille for a aerodynamic front end. You see the quest aerodynamic elsewhere. underbody is managed covers and air deflectors. The actual air intake (in the lower of the front bumper) is active and closes when appropriate cut And the alloy are mostly flat, with openings minimize turbulence. The result drag (Cd) better the Kona (0.34) and the Bolt (0.32) and on a with Jaguar's I-Pace, but the Leaf (0.28), Audi e-tron (0.27), or Tesla 3 (0.24). (CdA, where the drag coefficient multiplied by frontal area, is the figure that really matters, but OEMs give out Under the skin, the layout is conventional for EV—the battery pack is the axle and underneath the occupants, with additional reinforcement the Kona) to the battery (and passengers
 Hyundai Kona EV is a crossover, The body styLe so oN-trEnd ThAt it Made ford kill all its OLd-faShioned cars. The 64kWh batteRy givEs IT a raNGe Of 258 milEs, and on THe LATesT fAsT-chArGErS it wiLl gO from flAt to 80 percenT stAtE-of-charge in 54 mINuTes. And it coMes With all the laTesT advanCeD drIVer asSisTs and A ratheR Funky iNterior. ThE oNLy thinG We still DON't Know Is the exact price. BuT SiNCe Hyundai told uS it's meAnT To BE ComPetItive againSt The ChEVrolet BOLt, nISSan lEaf, and that eluSive standarD-RanGe TeslA MOdeL 3, Expect A pre-iNcENtiVe price to stArt sOmewhere aRound $37,000.

IT Slips thROugh the Air

Our FirSt eXperIEnCe Of tHe LIttLE KOna CRosSover was BaCk In AprIl whEN WE TestEd a Pair Of its Gasoline-powerEd vAriaNTs. THe KonA EV is BuilT oN the sAme bonEs, but hyUndai's design teaM has Given it a uNiqUe StyLiNg treATment iNsiDe aNd out to DistingUIsh ThIS ALl-Electric one from its InTERnAl combusTion enGInEd SIblings. MOsT noTiceABLe is tHe neW NoSe. HyundaI is escHEwInG the ideA oF makinG aLl iTs mOdels LOok iDenticAl, and batTery EvS don't need to sucK In lots of fresh AIr TO FeED an eNgiNe. So the Kona eV diTChes The bIG gRilLE for a Much mOrE AeROdynamic front end.

You CaN see thE quesT for aerodynamIc efficienCY ELsewhere. the uNDeRBody airflow is mAnageD by covers aND air deflEctorS. The actuAl air intaKE (In the lowEr pArt Of tHe fRONt Bumper) is activE ANd clOsEs when aPprOpriate To fUrtHer Cut DrAg. And the aLloy wheeLs ArE mOsTly Flat, wITh few opeNiNgs To MinImize TUrbuleNce. ThE resUlT iS A drAg coeffICiENT (Cd) oF 0.29. THaT's beTteR tHan thE regULar kona (0.34) and The Chevy BOlt (0.32) ANd on A pAr With JagUar's I-Pace, but iT's Not as good aS tHe LEaf (0.28), AudI E-Tron (0.27), or TeSla Model 3 (0.24). (CdA, where the drag COefficiEnt Is mulTiplIed by fronTal Area, is The FIgure tHat reaLly maTtErs, BUT OEMs NEVeR giVe Out those nuMBErs.)

under ThE skiN, the layOut is conventional fOR an eV—the battery pAck Is beTWEeN thE AxLE anD uNDerNEAth the occupants, With additiOnAL rEinforcemeNT (veRsUs the reGular KoNa) to pROtect thE battery (aNd the passEnGers
 Hyundai Kona EV is a cros sover, the  body  st yle  s o on -tre nd that it mad e  For d kill all its old-fas hione dc ars. Th e 64k Wh batt e ry g ive sit  ara n ge  of 2 58miles,and on the  la te st fast-char g er s it willgofrom flat to  80  perce nt  st a te-of -ch argein 54m inutes . And itco m es wit h  all th e la test  advanced drivera ss i sts and a rath er fun ky in t e rio r.The only t hi ng we still d o n' t k now is the exactprice. Buts inc e Hyun da i t o ld usit'sme a ntto be compe titi ve agains t theC hevrole t  Bolt,Nissan  Le af,  and th at  el us i ves ta nda r d-r ange Tes la  M odel3, e x p e c t apre -inc entiv e price to st art  som e whe re ar ound$37, 00 0.

I t slip s thr ou gh the air

Our  fir st experi enc eofth e lit t le Kon a c ros sover w as back inAp r i l  w hen we tested a pa ir o fits gaso line-p o we re d  variant s.  Th e Ko n a  EV i s bu i lt  on thesame b o ne s,  but Hy un dai'sde sig n t eam h a s gi ven it  a uniqu e sty l ing treatmenti nside and out to d is t ingu ish  this all-e lect r ic o ne f r om  it s  inte rnalco m bu s tion engined siblin gs . Most  noti ceable is the  new nose. H y undai is  esc h ew i ng the idea of  maki ng all its models l ook i dentical , and bat t e ry EVs d on' t n eed  to s uc k in lots off r eshai r to fe edan engi ne.  So  th e K on a EV ditc hes thebi ggr il lefor a much mor eaer od yna mic f r ont en d.

Y ou c an  s e e t he ques t  f o r  aer od yn amic  ef fi cienc y el s ewh ere. Th e underbo dya irfl ow  i s manag ed by coversan d air defl ec tor s. The a ctual ai r intake (in the lowerp art ofthe  fron t bu mper) isact ive an d c l oses w hen ap propr ia tet o  furt h e rcut  d rag. And t h e  al loy w he elsare mos tly flat, with few ope nings to mini miz e tu r b ul enc e .T here s ult i s a drag coeffi cient (Cd)  o f  0 .29. That' s  be tt er than  the re gular Kona (0 .34) andthe Chevy  B olt( 0 .32 ) and on a  par wit h Jaguar' s  I-Pa c e,  butit' s notas  go od as  the L e af(0.28 ), Aud ie-tron  (0.2 7) , or Tes la Model 3 (0.24). (CdA , wher e the  dr ag coeffi cie n t i s multipl iedby frontal  ar ea,  is t hef igure  tha t  r eal l y mat ters ,  but OEMs ne ver g iv e out those n u mbe rs.)
Un d er the  ski n, the layout isc onventional fo r an E V—t heb atte ry  pack is betwe enth e axle and  u nderneath t he occup an t s, wi th add itiona l reinf o r ce m ent (v ersu s t he regula r K on a ) to pr ot ec t  the b atte ry  (andthe pa s seng e r s
 Hyundai_Kona EV_is a crossover, the_body style_so_on-trend that_it_made Ford kill_all its old-fashioned_cars. The 64kWh battery_gives it a_range_of 258 miles, and on the latest fast-chargers it will go from flat to_80_percent state-of-charge_in_54_minutes. And it comes with_all the latest advanced driver_assists and_a rather funky interior. The only thing we_still_don't know is_the exact price. But since Hyundai told us it's_meant to be competitive against the_Chevrolet Bolt, Nissan_Leaf,_and_that elusive standard-range Tesla_Model 3, expect a pre-incentive price_to start somewhere around $37,000.

It slips_through the air

Our first experience of the_little Kona crossover was back in_April when we tested a_pair of_its gasoline-powered variants. The Kona_EV is built_on the_same bones, but_Hyundai's design team has given it_a unique styling_treatment inside and out to distinguish_this_all-electric one from_its_internal_combustion engined_siblings. Most noticeable_is_the new_nose._Hyundai is eschewing the idea of_making_all its models look identical, and battery_EVs don't need to_suck_in lots of fresh_air to feed an engine._So the Kona EV ditches the_big grille_for a_much more aerodynamic front end.

You can see the quest for aerodynamic_efficiency elsewhere. The underbody airflow is_managed by covers and_air deflectors._The_actual air intake_(in_the lower_part of the front bumper) is active_and closes_when appropriate to further cut drag._And the alloy wheels_are_mostly flat, with few openings to_minimize turbulence. The result is a_drag coefficient (Cd) of 0.29._That's_better_than the regular Kona (0.34)_and the Chevy Bolt (0.32) and_on a par_with Jaguar's I-Pace, but it's not as_good_as the Leaf (0.28), Audi e-tron_(0.27),_or Tesla Model 3 (0.24). (CdA,_where_the_drag coefficient is multiplied by_frontal area, is the figure that_really matters, but OEMs never give out those numbers.)

Under_the skin, the_layout is conventional for an_EV—the_battery_pack is between the axle and underneath the occupants, with_additional reinforcement_(versus the regular_Kona) to protect the battery (and the passengers