Suzuki Jimny vs Hyundai Kona

What's the difference?

If you currently own a three-door Jimny and expect the XL to provide you with much beyond a more spacious second row (or luggage compartment overall), it might be best to hold on to what you’ve got.

And if you don’t own a Jimny and want one, there’s not much I reckon I’d be able to say to stop you if the resolve of anyone I know who’s ended up buying one is anything to go by.

If you’re a ‘get out on the weekend’ kind of person but you live a city Monday-to-Friday, it’s hard to look past the Jimny for simplicity, fun, and a competitive price.

Not to mention, of course, that it is also just so bloody cute.

The Hyundai Kona Premium Extended Range offers a great amount of passenger comfort and space but its ongoing costs are a bit more expensive for the class and its low safety rating is surprising given its strength in that category in the past.

However, it drives well, looks good, and has great storage space so it's still in the race!

There will be no prizes for a ‘spot the difference’ between the Jimny and the Jimny XL. 

You may have spotted the extra doors (and the subsequent longer body, 3965mm over 3645mm, a 320mm increase according to the spec sheet), but did you spot the chrome accents in the Jimny’s grille? 

That’s right, it’s not just the doors… it’s the doors and the grille.

Of course, some more changes naturally follow the new body style - it’s rear-most side windows are now much narrower, though the second-row windows do a lot to prevent losing any visibility, and the longer side silhouette looks a little more ‘grown up’.

Even then, the Jimny XL is shorter than a five-door Mini hatch by 58mm, and only 50mm longer than a Mazda MX-5.

The Jimny’s body elements still remain the same though, down to the 15-inch alloy wheels, plus the spare on the back. It’s also shares its 1725mm height and 1645mm width with the three-door, although its wheelbase is now 2590mm instead of 2250mm.

Inside, the rugged nature of the 4WD blends with a little bit of youthful modern design. The steering wheel is borrowed from other Suzuki models like the Swift, and the big dial housing has a fun retro vibe.

The design for the Kona has always been a win in my books because it’s cute and functional.

Hyundai also designed the EV Kona first then based the fuel-powered versions on it. So, you get a flat floor in the back row, a cool-looking front with extended body panelling and some futuristic pleating across the panels.

The exterior LED lights are pretty cool as a lot of them resemble pixels and can be found in multiple spots at the front and rear. The long LED strip light across the front also sets it apart from it's fuel-based siblings.

The interior exudes a good sense of luxury with its light-coloured leather upholstery and trims. Coupled with the sunroof the cabin space is bright and cheery.

The 64-colour ambient lighting adds a touch of fun and the update sees some minor tweaks to accent panels where black plastic has been dropped in favour of a brushed metal look.

The dashboard has been redesigned with dual 12.3-inch technology screens (one for media, one for instruments), now standard across all variants instead of just the top model, which is great to see.

If practicality to you means plenty of spaces to put things or a lot of little additional features, you’re going to be disappointed by the Jimny XL’s cabin. But if you see it more as a ‘could be hosed out if something goes horribly wrong’ type of thing, then I have good news for you.

Okay, don’t hose out your Jimny, but the hard-wearing basic materials are clearly here to accommodate mess. We’re talkin’ plastic, we’re talkin’ cloth, we’re talkin’... plastic. Yep, not much in the way of soft-touch or supple armrests, but you wouldn’t want to accidentally tear a leather seat with a tent peg, would you?

In terms of actual ergonomics and user-friendliness, the Jimny scores pretty well once you’re across some of the slightly odd elements.

Its front window controls are below the climate controls, rather than with the rear window controls, for example, which I assume is due to the second-row windows not being part of the original design. 

There’s also not a huge amount of storage space, front or rear, for anything other than small items or the usual drink bottles.

Fortunately, the big change for the XL is noticeable. Being able to get in and out of the second row is now easier thanks to, you guessed it, doors! 

And once you’re in there, even if you’re an adult, you’ll find yourself in a space that you could probably survive a road trip in, even if loading up a tiny ladder-frame SUV with more than two people for a long drive should at least attract some kind of fine or other minor punishment. You literally couldn’t have five people in the Jimny, though, as it’s only a four-seater.

If you needed a reminder of how tiny the Jimny is even in XL form, the luggage space is listed as 332 litres, which is less than a Hyundai i30 hatchback by 63 litres.

Oh, and that’s with the seats down. Up? You get 211L of luggage space, which is about as much as a Mini Hatch.

The Kona's size has increased for its second generation, which means more occupant space and storage capacity. The front offers more space than you’d expect for a small SUV and I’d describe it as roomy, even for someone taller than my 168cm height.

The rear row also has fantastic head- and legroom for the class but it's the storage options which clinch the practicality for me.

Up front the centre console is still the hero for storage with multiple nooks and spaces for items like keys, phones and wallets. You get two retractable cupholders, a 1.5L drink bottle holder in each door and a good-sized middle console and glove box.

In the rear, you get map pockets, 0.7L drink bottle holders in each door and two cupholders in a fold-down centre armrest.

The boot sees an additional 33L, expanding the overall capacity to 407L with all seats in use. That jumps up to 1241L when the rear row is folded. Underneath the adjustable floor, you get a temporary spare wheel.

The electric front seats aren’t as comfortable as the previous generation. They’re narrower, firmer and sit a bit higher than I remember. Though I still love the added comfort functions they have, including a reclining relaxation mode. 

The rear seats are better cushioned and offer longer under-thigh supports and middle seaters should be comfortable thanks to the flat floor. 

The technology looks good and the 12.3-inch touchscreen multimedia system is easy to use once you spend some time with it. You get built-in satellite navigation, wireless Apple CarPlay and wired Android Auto.  

The 12.3-inch digital instrument panel isn't customisable but all information is easily seen as is the colour head-up display.

Charging options are great throughout the car with each row getting two USB-C ports, the front also featuring a wireless charging pad and 12-volt outlet. The next-gen model sees the Kona get V2L (Vehicle To Load) capability, too, which is great.

There are a whopping eight variants for the Kona range and you have a choice of four powertrains – petrol, turbo-petrol, hybrid or fully electric like our flagship Premium Extended Range model.

The model on test is priced from $68,000, before on-road costs, and that positions it in the middle of its rivals.

Based on a NSW, 2000 postcode you can pick up the Kia Niro EV GT-Line for $66,590 MSRP and the Volvo C40 Plus variant for $78,990 MSRP.

The most affordable rival is the newcomer, Renault Megane E-Tech for $64,990 but it's important to note the E-Tech is only offered in a mid-spec variant for the Australian market at the moment.

Compared to it's rivals, the flagship electric Kona is well-priced but it’s a hefty $20K jump up from the equally equipped top petrol version.

Being top dog, you should expect a host of premium features like a sunroof, heated, ventilated and power-adjustable front seats, heated rear outboard seats, a heated steering wheel and eight-speaker premium Bose audio.

The front seats also feature a 'relaxation mode' where they act as a recliner, providing a comfortable option for charging sessions.

Practical features include a handsfree powered tailgate, 27L frunk storage, remote parking assist (from the key fob), over-the-air updates for the built-in satellite navigation and Hyundai connected services app.

Unusually for an EV, you also get a temporary spare wheel in this model instead of a repair kit.

Other features include some A-grade tech like dual 12.3-inch technology screens, fast USB-C ports, a wireless charging pad, and vehicle-to-load function in the form of a three-pin standard house socket so you charge larger appliances.

The Jimny XL uses the same 1.5-litre, naturally aspirated four-cylinder engine as the original.

It only makes 75kW and 130Nm, and even though the Jimny is a relatively light SUV (actually, relatively light for a car in general), it still doesn’t quite feel like enough for hauling around 1200kg of 4X4 plus a person or two.

The Premium Extended Range model is front-wheel drive and has an electric motor with outputs of 150kW and 255Nm.

It’s not as spritely as some of its rivals but it’s able to hold its own on the open road. Just don't expect it to blow your hair back.

Suzuki claims the Jimny XL, with the four-speed automatic transmission as tested, should consume 6.9L/100km on the combined cycle - the manual uses a claimed 6.4L, both figures are the same as the three-door equivalents.

On test, with primarily inner-urban and city commute driving, I saw the XL use 9.4L/100km. Anyone frequenting stop-start traffic can expect similarly high figures and, even though many owners will see lower figures, achieving the claimed 6.9L would be a solid effort even on long highway drives.

The official energy consumption figure for the Premium Extended Range model is 16.7kWh/100km and a week of mostly urban road driving resulted in an average of 16.6kWh/100km.

That's very good consumption and the official driving range from the 64.8kWh lithium-ion battery is up to 444km but I’d have my eye on the range on a longer journey.

The top electric Kona has a Type 2 CCS charging port which means you can benefit from faster DC charging speeds.

But it can also accept a top speed of 10.4kW on AC power. On an 11kW AC charger, you can go from 0-100 per cent in a little over 6.5-hours.

The Premium Extended Range model can only accept up to 100kW on DC charging, which is lower than its rivals, and you can go from 10-80 per cent in just over an hour on a 50kW system and in as little as 45 minutes on an 100kW system.

Again, it's figures are a tad slower and lower than rivals but not inconvenient for everyday use.

The Jimny might be a little bit more work than you’re used to if you’re swapping out of a hatchback or small city SUV.

That’s not meant to sound like a scathing criticism, either, because despite its cutesy appearances and (whether intended or not) appeal to young inner-city types, the Jimny is a ladder-frame chassis off-roader. And it drives like one.

During my time with the Jimny XL, each Instagram story I posted would garner at least a couple of responses in the vein of ‘What’s it like?’ or ‘Should I buy one?’ from people in their late 20s and 30s who I’m 70 per cent sure wouldn’t care much for off-roading.

Most of my responses were probably disappointing to them, because it drives like a small 4X4 and if you’re going to get annoyed by steering corrections, vibrations and noise, it might not be for you. 

But if the little Zuki’s off-road ability (or even just its irresistibly endearing looks) are appealing enough to you, the Suzuki is a fairly easy steer once it becomes second nature. In fact, its engaging nature is part of what makes the Jimny fun to drive. 

Reacting to strong winds or changing road surfaces should be familiar to those who grew up driving older, more rudimentary cars, and even though there’s a fairly noticeable ‘dead’ spot in the centre of the Jimny’s steering, it means you’re able to more subtly adjust (quite regularly, you may find) the steering wheel to keep aligned in your lane.

The suspension can feel a little soft and ‘jostly’ - lean to the side while you’re stopped at an intersection and you’ll feel the Jimny lean too - it’s also a decent reason to be a little cautious with your speed around corners. The Jimny will let you know if you’re going too quickly.

Sure, the longer wheelbase of the XL should help with stability over the three-door, but the nature of the Jimny doesn’t exactly encourage you to find out how much more stable exactly. But it’s fortunately not so much bigger that it sacrifices its advantage over most other off-roaders.

Its ability to get around inner-city areas in the Jimny is a plus if you live urban but need something that can head off-road on weekends - the XL is still relatively small compared to anything else that’s intended for the trails. It feels perfectly comfortable in Melbourne’s laneways and underground car parks in the CBD… as long as you’re okay with how heavy the steering can feel at low speeds.

For trips out of the city where you’ll be getting the Jimny’s tyres a bit dirty (hopefully, it’s what it was built for), just know that the Jimny doesn’t feel its best at highway speed. Its 75kW is pushed to its limit, 130Nm doesn’t inspire great overtaking confidence, its steering and suspension don’t feel massively dialled-in, and the four-speed automatic transmission has a whine to it that’ll bring back memories of watching the V8 Supercars cut laps in 2002.

But like I said, if you’re not looking for a car that’ll use sensors to sit you in the dead-centre of your lane while a leather seat massages your back, the Jimny’s simple nature is endearing, and most of the time quite fun.

As a side note, CarsGuide’s off-road expert Marcus Craft has published an in-depth off-road test of the Jimny XL, and gave it a thumbs up as a capable vehicle for tricky trails - it’s worth reading or watching if you’re considering the Jimny as an adventure companion.

The top model's single motor delivers smooth power in most instances but you can lose traction if your accelerate too quickly from a standstill.

Mostly urban kilometres covered during this test and despite the Kona not having the punchiest motor, I’ve still had moments of it feeling zippy.

The steering feels like it’s in the middle of firm and makes for responsive manoeuvring. You get some roll when cornering and the car can feel a bit light-footed when you’re shooting across traffic but otherwise it's well-balanced.

The ride comfort is very good in terms of suspension, where it feels well-cushioned but not too floaty.

Road noise isn’t intrusive, either, but there's some wind noise, even at lower speeds.

It’s an old gripe but the speed-sign recognition tech in a lot of Hyundai and Kia models is intrusive and annoying with how often it chimes at you.

It's worth the effort to turn off the warning sounds every time you drive, particularly if you're in the city. Usually, this would be in the safety section but it affects the driving enjoyment.

When it comes to parking, the Kona's compact dimensions make it your best friend in a car park. A fabulously clear 360-degree camera system also helps.

The 2024 electric Kona has a long list of safety systems but surprisingly its previous-generation model’s five-star ANCAP safety score hasn’t been matched, with the new version getting four stars from testing in 2023.

Penalty points have been applied across a few items and its individual protection scores for vulnerable road users and safety assist systems are at 64 per cent and 62 per cent, respectively. 

The Kona has seven airbags, including a front centre airbag and a highlight feature is the blind-spot view monitor which shows you a camera feed of your blind spot on the dashboard.

Other standard features include blind-spot monitoring, driver attention warning, safe exit warning, rear occupant alert, full LED lights, rear cross-traffic alert, lane departure alert, lane keeping aid, adaptive cruise control, a 360-degree view camera system, as well as front, rear and side parking sensors.

The Kona has AEB with forward collision warning which is operational from 5.0-85km/h for pedestrian and vulnerable road user detection and 10-180km/h for car detection.

For any families out there, the Kona has ISOFIX child seat mounts on the rear outboard seats and three top-tether anchor points but two seats will fit best.

The Jimny XL’s covered by Suzuki’s five-year/unlimited kilometre warranty, with intervals every 12 months or 15,000km, whichever comes first.

The services range from costing $349 to $589, but average out at $453 per service. You’ll spend $2265 servicing your Jimny XL over its first five years, assuming you do it by the books (as they’re currently written).

Servicing costs for the Hyundai Kona are quite expensive for the class and you can pre-purchase one, two or three services. Services cost $520 (one service), $1040 (two services), or $1560 (three services). It's typical to see EV servicing sit closer to the $250 mark.

Warranty terms are pretty typical, though, the Kona coming with a five-year/unlimited km warranty and the battery covered by an eight-year, or up to 160,000km warranty term.

Servicing intervals are every two years or 30,000km, whichever occurs first.