MG ZS vs Hyundai Kona

What's the difference?

Let me put it this way: Like-for-like, the ZS is better as an EV than it is as a petrol car, but it seems to be a story of getting what you pay for.

I don’t mean that the ZS EV is cheap and therefore nasty. In fact, I think it’s priced just right at the moment for a city EV entry-point. It offers all the key features a city-based EV buyer should be looking for, compares favourably to rivals on the value front, and is better than the standard ZS to drive and use.

It certainly has its flaws, and you can pay more to get rid of them by buying a Nissan Leaf, which, in my opinion drives better and has superior software, but then you’re forking out significantly more money for a similar driving range. On that basis, I think MG has found its entry-level EV niche and should be applauded for bringing the overall cost of entry down in Australia. Only time will tell if buyers warm to the idea, but the brand’s initial sales figures of nearly 700 units at least suggests it will be a success.

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!

MG’s formula for success is pretty simple. Make affordable cars that are good looking. Not so hard really, is it?

The ZS EV wears the chrome-embossed styling of the range, while offering its own take on the grille, complete with a unique colour choice, ‘Clipper Blue’, which looks quite fetching.

Original? Maybe not. There’s a clear influence of Mazda in the chrome bits and headlight clusters, while the rear is a little bit Mitsubishi ASX in its finish. If the ZS T is anything to go by, though, MG’s design is set to evolve into very much its own look in the near future.

The brilliance of the overall exterior looks is that they combine before-seen elements into something fresh, which looks good in bright colours and leaves an impression of youthfulness. Accessible cars, ready for the social-media age, then.

The interior of the ZS EV is improved over the regular ZS, too. There are more soft materials in the doors and dash, while the brand has taken the electrification opportunity to tidy up the centre console and media screen into something a bit neater and more contemporary.

There’s even some cool attention to detail in things like the shift dial, which is finished with a rotary texture, and pressing it down to go into Park makes it glow red. The little toggle switches for the driving functions are a nice touch too.

The seats and touchpoints look good at a distance but aren’t as great to touch. The steering wheel is okay, but the faux leather trim in the seats is pretty ordinary, as is the detailing in the doors and dash. I wasn’t so much a fan of the way the centre console arches up, finished in a thin layer of vinyl trim, but it’s worth remembering that the ZS EV is based on an outgoing small SUV. In fact, if you want to take a look at just how much the interior of the ZS has improved for this EV version in lots of little ways, check out Matt Campbell’s 2019 review of the petrol car.

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.

This is a small SUV, so it’s not huge on the inside. There are some areas where it shines, and others where it isn’t as good.

Not so great? The seating position. Like the HS mid-sizer, the ZS has a really high and slightly awkward seating position, which has you peering down on the instruments and the road. SUV like? Yes. Some people will probably like the commanding view of the road, but it wasn’t for me. The seats are soft and initially quite comfy, but offer limited support for longer journeys. Adjustability is reasonable, and I eventually found a position that suited me, with good visibility out the front and rear.

Cabin storage isn’t bad. Because there’s no need for a transmission or anything under the floor, there’s a new cutaway with a large bay under the centre console, which also hosts two USB ports, a small tray area under the climate controls, a weird bottle holder cutaway deep-set in the raised console area, and a tiny console box armrest (at least it has one, some small SUVs don’t). There is a large bottle holder and a small bin in the door cards, too.

The rear seat isn’t bad. My 182cm tall frame fits behind its own driving position with a tiny amount of knee space, and there are soft trims on the backs of the front seats if you’re any taller and have your knees pressing up. The backs of the front seats feature pockets, and there’s a small tray and single USB outlet on the back of the centre console, although there are no adjustable rear air vents. I have enough headroom and the soft seats, clad in the so-so faux leather stuff, continue. There’s no armrest with bottle holders, but the rear doors have a single large one each. Outboard seats feature ISOFIX child-seat-mounting points, while the rear row has top-tether all the way across.

Again, if you want to see how much the ZS has improved over the years, check out our earlier reviews. It’s hard to recognise the dash and storage areas from the petrol version.

The boot comes in at 359-litres, which is impressive, not only because it compares well to the small SUV segment, but because it’s entirely unchanged from the petrol version. It just fit our entire CarsGuide demo luggage set with a little Tetris work, as the available space seems to be taller than it is wide. There are useful nettings behind the wheelarch on each side for securing small objects, but where the EV has had extra thought applied is in the under-floor area. There you will find a styrofoam bracket with little cutouts for storing charging cables. Few EVs have this sort of thing, strangely.

Sadly, the under-floor batteries mean you lose the spare wheel. Instead, you’ll have to make do with a repair kit.

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 ZS EV has an electric motor capable of producing 105kW and a whopping 353Nm (not as break-neck as it sounds, more on that later) of torque. Again, this is a healthy upgrade from combustion versions of this car. It drives the front wheels via a single-speed reduction-gear transmission.

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.

Now the important stuff. The ZS EV is the cheapest EV in Australia, but it offers a range comparative to the Nissan Leaf at a claimed/combined 263km from its 44.5kWh battery pack.

The ZS has a European-standard Type 2 CCS port mounted centre front under the MG badge, and can charge at a maximum of 7.2kW on AC power, or 80kW on DC power.

This means estimated charging times from 10 to 80 per cent of 45 minutes on DC, seven hours on 7kW AC, or 25 hours on a 2.3kW wall socket.

The ZS EV comes with a wall socket to Type 2 cable, although MG offers a Type 2 to Type 2 public charging cable (which we strongly recommend for convenience) as a $295 dealer option.

I charged the ZS twice in my week with it, both times at a public 11kW AC charger local to me, which is charged by solar and is therefore free. It added around 50km of range in an hour.

The ZS EV also offers three levels of regenerative braking, and I spent the majority of my time in the highest regen setting. The ZS EV’s official combined consumption figure is 16.2kWh/100km, and on my test week my car returned a figure of 14.6kWh/100km. Not bad, and similar or even slightly better than its Nissan Leaf competitor, in which I recorded 15.3kWh/100km. It was not as good as the Hyundai Ioniq, however, which has the honour of the best on-test consumption I’ve ever scored at 12.3kWh/100km.

My car looked set to get around 304km of range on a full charge at its as-tested consumption rate - well over the WLTPcombined claim.

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 ZS EV is a different car to drive altogether, compared to the rest of the range. This is a very good thing, with the electric motor, drive modes and feedback being reasonably good, and you can forget the usual transmission and power woes we find with many small SUVs.

The ZS gets along nicely with its 105kW/353Nm, it’s much faster in a straight line than any other ZS, but it’s not as breakneck as it sounds. The torque seems to be distributed with some restraint, so that accelerating hard doesn’t overwhelm the little front tyres. Expect similar performance to a Nissan Leaf or Hyundai Ioniq; it’s smooth and strong, but not as extreme as, say, a Tesla.

Needless to say, the well of instantly available torque is fantastic for both urban driving and the freeway, making the ZS EV easily one of the best MGs to drive.

However, some woes are still present. While the ZS handles better than its combustion counterparts, thanks to the lower centre of gravity, it’s easy to tell the suspension has a hard time dealing with its nearly 1600kg weight, and the drivability in the corners suffers as a result.

It’s soft over the front axle, but harder over the rear, leading to really abrupt moments over bumps, or when the driving surface is a little uneven, despite a generally spongey and bouncy ride. This can lead to some disconcerting moments on the rebound, as the car tilts to and fro a little before settling.

Understeer is also an ever-present threat, as this car will lean well into the front tyres during cornering and requires some discipline on the accelerator not to break traction. It all adds up to a bit of a frumpy, uneven drive experience, which needs improvement. Thankfully, the steering is pretty well tuned, offering a relatively organic feel and giving you a good handle on what’s going on at the front tyres.

It is at its best at lower speeds, as the soft ride will filter out small bumps and corrugations relatively well, while hitting speed bumps and driveways is met with a pleasant bounce.

It’s not as though MG can’t do better, either, with the ZS T improving its ride and handling in many critical areas, but it’s clear that, for this older version, this aspect wasn’t a priority during development.

Still, if you stick to what this car’s envisioned purpose is – driving around town – the seats and cabin are pretty comfortable, the visibility is good, and parking is easy. Even on the freeway, this car’s adaptive cruise and lane-keep systems aren’t bad, and benefit from the rolling software updates MG undertakes as feedback comes in from the global markets in which it plays.

The electrification features are decent, too. While it might not be as smooth or refined as Hyundai electric cars are, the three levels of regen braking will offer something for everyone, and the feedback through the analog dial should give a good amount of data on how to make the most of the regeneration.

It is missing a sleek operating system, though. Hyundai’s Android-based software is simple but effective, integrating the nav with the range calculation and driving style, while Tesla’s sublime software with its app and pre-prep features really showcase what an electric car can do.

Regardless, you get what you pay for, and that’s the case here with the ZS. It’s not the best to drive, and it doesn’t have as slick a software offering, but it does offer all the key parts of electric motoring at a strictly defined price.

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.

Electrified MGs have an annoying caveat in that they miss out on the excellent seven-year warranty of the rest of the brand’s combustion range. Instead, you’re left with a still industry-standard five-year warranty. The battery pack is covered for eight years or 160,000km, to add a little extra confidence.

MG also tells us the battery system in the ZS is entirely modular, and individual units can be removed and replaced if they go wrong.

Capped-price servicing is not yet locked in for MG in Australia, although the brand tells us that it is in the works and will be available imminently. Electric cars are generally much cheaper to run than combustion cars, due to the lack of moving parts, so we’d expect the ZS EV to have the lowest running costs of the lot. 

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.