Honda HR-V VS Hyundai Kona
- RS model added
- Low-speed AEB standard
- Practicality unchanged
- Halogen headlights on base car
- No AWD model
- Full safety pack still only on top-spec
The changes aren't dramatic for the Honda HR-V 2019 model. In fact, you could look at it and not even know this is an updated, facelifted model.
But there are a few nips and tucks here and there that freshen up the appeal of the Japanese brand's small SUV, which first went on sale in Australia back in 2015.
It still has practicality on its side, and the value equation remains reasonably strong, especially on lower-grade models. And now, with some additional range-wide safety gear and a sporty looking RS model, there's arguably more to like than ever before.
|Fuel Type||Regular Unleaded Petrol|
I think it’s just human nature to like explosions.
There’s something fascinating and wonderous about how an internal combustion engine unites the chaos of exploding petrol with a few hundred moving parts to send a car hurtling forward.
So, I should hate the Hyundai Kona Electric. I should hate it for the simple fact that it is the almost undeniable future of motoring, and it has no engine.
But for so many reasons, I can’t hate it. I can’t hate it because for the first time since I first drove a Tesla Model S, the Kona Electric made feel like I’ve had to the opportunity to experience a little slice of the future before we’re really supposed to see it.
So, should we be ready for it? Is this Kona going to be a big part of the proliferation of electric cars in Australia? Importantly, is it a realistic cut-price long-range alternative to the wildly expensive Tesla range?
The answers lie in this review…
There are some positive changes to the updated 2019 Honda HR-V. The city AEB system on all models is a welcome addition, and personally, I'm absolutely sold on the look of the RS model, plus the additional effort that has been put in by Honda for this version makes it the most appealing example.
All in all, the Honda HR-V remains a favourite in the small SUV segment - admittedly one with limited choices in terms of drivetrains, and without all-wheel drive - but it possesses other strengths that make it pretty darn appealing.
On price alone, the Kona Electric is not quite the Volkswagen Beetle or Ford Model T of the electric car world.
It does stand for something, though. It stands as an example that practical and reasonably range-anxiety-free electric vehicles are a realistic ownership proposition, and one which is achievable for automakers a little less volatile than Tesla.
Importantly, the Kona Electric ‘normalises’ the EV powertrain in that it feels so natural to drive, so much like its petrol equivalents that you don’t question it, and you spend far more time marvelling at the cool bits than you do getting frustrated with the compromises.
For now, the key to uptake of these vehicles will be in government incentives (right now there are next to none) and the proliferation of more up-to-date non-Tesla charging points.
What would it take for you to make the switch to electric? Tell us what you think in the comments below.
Can't tell the differences? There are a few, with new grille and headlight and tail-light finishes across the range, plus a new front bumper design. Elsewhere, it's hard to pick this as a facelifted model.
There is no denying the RS grade looks the best of this bunch, with its bigger 18-inch wheels and darkened chrome exterior styling highlights, along with the piano black body kit around the lower edges of the car and body-colour rear spoiler, all combining to create a cohesive and smart looking little SUV. The design of the exterior is really well considered.
That's not to say the other models don't live up to the RS, but it's certainly the standout. The entry-level VTi still looks like an 'affordable' model, with its yellow halogen lights and less appealing wheel choice.
The VTi-S and VTi-LX are harder to separate, but there are some design highlights to split them: the wheels are the same size (17-inch) but the VTi-S ones look a little tamer, and it gets body-colour door handles; the VTi-LX has chrome handles and a more attractive wheel design.
The exterior size of the HR-V hasn't changed, apart from the RS model, which is a little longer and a little wider due to its body kit. The measurements are: 4348mm long (RS: 4360mm) on a 2610mm wheelbase, 1772mm wide (RS: 1790mm) and 1605mm tall. It's hardly hard to get into, with ground clearance of 170mm, but for the concerned parents out there you can option side steps for the rear doors.
As you can see from the interior photos, the changes haven't been huge inside, and there are no differences to the interior dimensions. But the practicality - whether you choose a low-spec version with cloth trim or a flagship model with leather - is just about as good as you can expect in this segment.
Our loan car was fully tricked out with the ‘eco’ look. That includes the Kona Electric’s hero colour of ‘Ceramic Blue’, the two-tone white roof and the airy blue and grey interior trim.
Some will love this aesthetic, to me it was total eco-credential overkill. Regardless, the electric Kona carries most of the styling points which made the original car a bit of a hit.
In fact, in some ways I think the electric Kona improves on the base car by eliminating the overcomplicated grille.
Round the back is less revolutionary, featuring a re-designed lower bumper and a simple ‘electric’ badge to set it apart from the regular range.
Inside has the same symmetrical design which makes the regular Kona and i30 so appealing.
The electric car gets a raised up centre console which offers easy access to the little SUV’s many buttons and functions as well as giving the cabin a slightly more futuristic look.
The centre stack is nicely designed with the climate control functions leading up to a set of vents and the pride-of-place multimedia touchscreen jotting out of the dash. It’s a good look and easy to use for both the driver and front passenger.
Less good is the abundance of matte silver finish everywhere, there’s simply no need for it, anyone who gets behind the wheel will already realise this car is from the near future.
Unfortunately, the interior, as full-on as it looks, is comprised mostly of hard plastics. This is a consistent Kona problem - there’s even more hard surfaces present here than there is in its i30 hatchback sibling.
The Honda HR-V has cabin size on its side.
If you've never sat in one, you will probably be surprised when you do. There's a lot of room, both in the front and the back, and with the driver's seat set in my position (I'm 182cm tall), I had enough space to sit behind that spot.
There's good rear legroom and reasonable width to the cabin, but headroom could be a little better, particularly in the range-topping model with the big panoramic sunroof.
Being a Honda, the storage game is on point. There are cup holders up front, door pockets with bottle holders in each of the doors, and decent loose item storage, too.
Honda's 'Magic Seats' - fitted to all HR-V models - allow the rear seat area to double as a storage space. As you can see from the images, the base of the back seat can be flipped up, which allows you access to a huge space to store long items. You can fit pushbikes in there. Trust me. Or you can lower the seat bases down, and then drop the rear seat backs for a huge boot.
The boot space on offer in the HR-V is terrific for the class, with 437 litres of luggage capacity with the rear seats in place, with the boot dimensions expanding to 1462L with the back seats folded flat. The ridiculous floppy mesh cargo cover remains, but you can option a hard tonneau cover for the boot if you want, and there's a cargo liner available, too.
There's a space-saver spare tyre under the boot floor.
Only the VTi model misses out on roof rails, so if you want to fit a roof rack you might need to consider that.
The Kona is already hardly the most practical small SUV out there, as the base car features a decent boot, but middling rear legroom.
The same is true here, only the boot floor has been raised to accommodate batteries. As a result, total boot space has been reduced 39L down to 332L (VDA).
That’s unfortunate, but despite the sacrifice, it's somehow not the smallest boot in the small SUV class (it still bests the Mazda CX-3, for example). The Highlander grade gets a really quite handy luggage net across the boot floor.
Underneath the boot floor, the on-board charging cable packs away neatly into a zipper bag alongside the puncture repair kit.
Rear legroom is a bit of an issue. If you’re any taller than me (182cm) you simply won’t fit and you’ll have your legs jammed up against the front seat.
On my test week I put three adults across the rear row and while they were too polite to complain, it didn’t look particularly comfortable, particularly for the middle occupant.
In terms of amenities the rear seats get small cupholders in the doors and nettings on the back of the seats, but no power outlets or air-conditioning vents.
Up front is a much better story, where the driver and front passenger benefit from deep cupholders in the centre console and doors, a neat little Qi wireless charging point, USB point and 'aux' input in the dash, as well as a huge storage area and 12-volt output underneath the raised centre stack. There’s also a decent console box.
Sure, the electric Kona can’t compete on practicality with something like the brilliantly-packaged Honda HR-V, but it isn’t as compromised as it could have been.
Price and features
So, you want to compare Honda HR-V models? You want to know what you get if you buy the top of the range model vs one of the entry grades? You've come to the right place.
Kicking off the price list is the value-focused VTi, which lists at $24,990 (RRP - that's the price before on-road costs, not a driveaway price). The next model up in the range is the VTi-S, listing at $27,990. Then there's the new RS model, at $31,990. How much is a top-spec HR-V? That'll be the VTi-LX, at $34,590.
Now we're done with the price guide, let's run through what each model is fitted with.
The entry-level VTi model is attractively priced, and scores some points on specifications, too.
Standard features include a 7.0-inch touch screen with in-built satellite navigation system (sat nav, GPS - whatever you want to call it) with Bluetooth phone and audio streaming and USB connectivity. Sadly, no model comes with Android Auto or Apple CarPlay, so you'll just have to sync your iPhone or other smartphone by USB or Bluetooth.
The media screen doubles as a display for the reversing camera. There's cruise control, single-zone climate control air conditioning, and the VTi has projector halogen headlights with LED daytime running lights. You don't even get HID lights on the base spec, which is disappointing.
Step two in HR-V trim levels is the VTi-S, which sees the addition of keyless entry (smart key) and push-button start, auto on/off LED headlights, LED 'optical style' tail-lights, rear parking sensors, 17-inch alloy wheels, and Honda's 'LaneWatch' side camera system. This version gets roof rails, too, which the base grade misses out on.
The interior of the VTi-S model moves up to chrome and piano black finishes, a leather-wrapped steering wheel and leather-bound gear-knob, and the passenger's side vanity mirror is illuminated. Plus you get an extra pair of 12-volt plugs (one in the back seat, one in the rear), and a second map pocket in the back (the VTi has only one).
RS models are the sportiest looking versions in the range, and they get a different steering and suspension tune to live up to the look.
Beyond the stylish model-specific 18-inch alloy wheels, the RS gets piano black exterior trim for its body kit, including a lower front spoiler, side skirts, rear spoiler and wheel arches, plus smoked chrome look front and rear elements. This version also has dark chrome front door handles, auto-tilt passenger side mirror, black mirror covers, and additional sound deadening over the lower grades.
The RS also comes with leather seats (well, leather-appointed seats, as Honda puts it) which have been redesigned in this spec and the model above, plus the front seats are heated. It also adds rear tinted windows, auto wipers, alloy sports pedals, and a "smooth sports leather-wrapped steering wheel" with paddleshifters.
At the upper end of this model comparison is the VTi-LX, which builds on the equipment of the models below, with additions such as electric driver's seat adjustment, a panoramic sunroof, an auto-dimming rearview mirror, electric folding side mirrors, chrome exterior door handles, auto up/down windows for all doors, LED interior lights, dual-zone climate control, and front parking sensors.
As before, VTi-LX models have the more comprehensive safety suite, including high-speed auto emergency braking (AEB), lane departure warning (not active lane assist) and auto high-beam lights (but still no blind spot monitor). We'll run through the rest of the safety technology in the safety section below.
However, the VTi-LX drops back to a 17-inch wheel instead of rolling on 18s like the RS, and it doesn't get the sports leather steering wheel.
While the multimedia system covers off most infotainment needs, there's no DVD player or CD player, and no DAB digital radio, either. The sound system is identical between all four models, with six speakers (no subwoofer).
And if you're wondering about things like a power tailgate or heated steering wheel, the HR-V range doesn't quite go that far in terms of luxury.
Accessories-wise, customers have a range of options to choose from - and it goes well beyond floor mats. There are roof racks, black 18-inch alloy wheels or two-tone silver/chrome rims, a hard tonneau cargo area cover, a ow bar and bike attachment, bonnet protector and even a camping tent. Other ones that might appeal include a rear and front metal-look garnish (the latter is hardly a bull bar or nudge bar - if you want one of those, you might need to shop the aftermarket).
How many seats in the Honda HR-V? Five, and they're very practical!
Oh, what about colours (or colors, depending on where you're reading this!)? Well, there are seven on offer: the new hero colour is 'Phoenix Orange', but there are the usual suspects like 'White Orchid', 'Lunar Silver', 'Modern Steel' (grey), 'Ruse Black', 'Brilliant Sporty Blue', and 'Passion Red'.
Every one of those paint options will cost you $575 more, with only 'Taffeta White' non-metallic paint coming at no cost (RS models aren't available in that colour, but the paint cost is factored in to the list price).
Oh, and this time around there is no purple colour, and the green that looks so appealing on the Japanese market 'Honda Vezel' still isn't offered in Australia.
Let’s get the major downside of the Kona Highander electric out of the way right off-the-bat, shall we?
This car costs a whopping $64,490 before on-roads. So, for what is essentially a budget-style small SUV you’ll be punished to the tune of almost $30 grand more than its petrol-powered Highlander equivalent.
In fact, as Richard Berry pointed out in his launch review, this is the most expensive car Hyundai sells in Australia. More than even the top-model seven-seat Santa Fe Highlander diesel, which will set you back a (suddenly cheap-sounding) $60,795.
On the upswing, it is much cheaper than any other electric car with an equivalent range on full charge. The cheapest current Telsa Model S, for example (now simply called the ‘Long Range’), comes in at an even more whopping $123,500.
Sadly, a slice of the future is still limited to those who are wealthy enough to afford it.
Our electric Highlander does come with decent kit to help mitigate the cost a little. Included is the full suite of standard features from the regular Kona, and then some.
There’s an 8.0-inch multimedia touchscreen with DAB+ digital radio, Apple CarPlay and Android Auto, built-in sat-nav and Bluetooth connectivity, an eight speaker premium audio system, Qi wireless phone charging pad, full LED front lighting, front & rear parking sensors, a reversing camera, and 17-inch ‘eco-design’ alloy wheels.
Unlike the Elite which sits below it, the Highlander is offered with a choice of either a two-tone roof or sunroof option at no extra cost. All Kona Electrics have leather-appointed interior trims as standard, but the Highlander adds power operated, heated & ventilated front seats.
There's also a head-up display standard on our Highlander, but with all the required information being displayed across the media system and dash cluster I hardly found it useful.
The Kona also has a substantial safety suite (explored in the safety section of this review).
Engine & trans
There are no changes to the engine specs of the drivetrain on offer in the updated HR-V.
The engine size and specifications go unchanged for the 1.8-litre four-cylinder petrol engine, remaining at 105kW of power (at 6500rpm) and 172Nm of torque (at 4300rpm). So, it's no horsepower hero - and there's no turbo engine in sight, which is a shame.
The motor is only available with a continuously variable transmission (CVT) - and there is no manual transmission option, as much as we'd like to see a version with a clutch in the RS spec. The CVT has been updated with 'stepped ratios' to "enhance the sporty feel" and provide "more responsive acceleration".
The HR-V sold in Australia remains a 4x2 (front-wheel drive) model only - there are some markets that get an AWD / 4x4 model, but we miss out. Likewise, there's no diesel version, and you can rule out LPG, too.
Does fuel tank size matter to you? The fuel tank capacity of the HR-V is 50 litres. And if you're curious about the kerb weight, the number for the VTi is 1269kg, the VTi-S is 1274kg, the RS is 1294kg and the VTi-LX is 1319kg.
You may want to reconsider fitting a towbar, because the towing capacity ratings of the HR-V are minuscule: 500kg for an un-braked trailer, 800kg for a braked trailer.
You may want to check out our Honda HR-V problems page if you have concerns about automatic gearbox problems and suspension issues, and be sure to consult your owner's manual for information on oil type, capacity and consumption and the correct battery you'll need. Timing belt or chain? It's a chain.
The Kona Electric drives the front wheels via an electric motor producing 150kW/395Nm.
It’s more powerful than any other Kona model, most other small SUVs and even most electric cars around this price.
It’s not as… ahem… ludicrous as a Tesla, with a claimed 7.6 second 0-100km/h time, but it really doesn’t need to be. It has plenty of power for what it is.
Electric motors don’t require a transmission in the traditional sense, and the Kona simply has a single-speed ‘reduction gear’.
The Kona feeds power back into its battery pack via regenerative braking, which has three levels controlled by paddle-shifters on the wheel. More on that in the driving and fuel consumption segments.
Sadly, the motor still juts into the regular engine bay, so there’s no extra storage up front. There’s also a standard battery to power auxiliary functions alongside the gigantic battery pack.
Fuel economy for the models in the range is dependent on which variant you choose.
For instance, the VTi model has claimed consumption of 6.6 litres per 100km (so, the fuel consumption km/L figure is 15.1). The RS model claims 6.7L/100km (14.9km/L), while the VTi-S and VTi-LX models claim 6.9L/100km (14.5km/L).
So you can expect fuel mileage to vary slightly between models, but all versions have an 'econ mode' if you want to keep the consumption down. The HR-V can run on 91RON regular unleaded petrol.
The Kona consumes precisely zero fuel, due to the whole ‘lack of an engine’ deal. Really, in the future, we’ll have to rename this segment to ‘energy consumption’.
To that end you’re probably used to measuring consumption in terms of litres per hundred kilometres (L/100km), but the new figure against which electric cars are measured is kilowatt hours per hundred kilometres (kWh/100km).
Over my week of testing the Kona produced 14.1kWh/100km. No context for that? Here, I’ll provide some. The Kona has a 64kWh battery pack, which Hyundai claims will give you a “real-world range” of 449km.
If you put the numbers together, it means at the rate I was using power I would have actually scored a greater range than Hyundai’s estimate at 453.9km.
That’s legitimately impressive, because the Nissan Leaf I had on test immediately afterwards couldn’t get below 15.3kWh/100km.
Weirdly, on both tests I found EVs aren’t more efficient on the freeway, producing the same or even better numbers in traffic.
Charging any electric car is a sticky topic. The Kona has a single port, a ‘Type 2’ (Mennekes) European-standard charging port. This is a three-phase standard port which can be charged at stations ‘up to 100kW’.
I couldn’t find a single 100kW charging port in Sydney, but there is a lone NRMA 50kW Mennekes connector in Olympic Park (which will charge from zero to 80 per cent in 75 min) or 22kW versions at ChargeFox stations (which require the ChargeFox app to use).
Unfortunately, you can’t make use of Tesla’s extensive fast charge network, nor can you make use of the ChargePoint network which has 6.6kW ‘J1772’ connectors.
Hyundai offers an optional 7.2kW wall-mounted home charger, which can fill the battery in nine hours and 35 min.
Faced with little option but to charge it from a humble wall socket in the CarsGuide garage (which had a max output of 2.2kW) the Kona informed me a max charge from 29 per cent battery would take 24 hours and 47 minutes…
The majority of my launch drive time was spent in the RS model, which is - understandably - the version Honda wanted to show off most.
It's a new nameplate for the HR-V line-up, and it has the most visual differentiation compared to the other versions. But it's also the best to drive, with a more fun-focused edge to it.
In truth, the HR-V has never been that much fun to drive. The RS model changes that - to a degree - with a different steering system to the rest of the range. The new variable ratio set-up feels a bit more like real steering in your hand, as opposed to the standard electric system in the other models, which doesn't feel as natural or progressive.
The RS's unique steering requires less effort at higher speeds, but there's a slight downside: in combination with the bigger 18-inch wheels (with wider tyres than any other model in the range), the RS model has a bigger turning circle (11.0m vs 10.6m - or a radius of 5.5, vs 5.3m).
The suspension of the RS model has also been tweaked - the set-up remains a MacPherson strut front suspension and torsion beam rear suspension, although the RS gets a specific tune to the dampers which Honda claims "deliver a more rewarding drive with flatter cornering, greater control and a more stable ride".
It's a decent improvement, with more agility and control to the vehicle over bumps. We drove the RS and VTi-LX, and in comparing those two models it was clear the RS was the better tune in terms of body control and overall compliance, even if it offered a minor penalty to pay over sharp edges at lower speeds. But the RS's suspension never felt too harsh - which is important for a vehicle like this.
The real question is - why didn't Honda just do the RS suspension tune for all HR-V models? Presumably that suspension set-up would be even more impressive on a smaller wheel with a bigger tyre sidewall...
The performance from the 1.8-litre engine isn't terrific, but it definitely gets the job done. You're not going to win many acceleration races, and it doesn't gather speed with as much urgency as some of its competitors that roll with turbocharged engines.
But the revisions to the CVT have been worthwhile - it feels a little more willing when you plant your foot, and there's less droning from the transmission. Plus RS and VTi-LX models gain additional sound deadening to try and reduce road noise, and these versions get different seats to the lower grade versions, too. They feel a bit more plush, then, and not just because of the leather seat trim.
There is no off road review to be done here. While the numbers suggest the HR-V could cope with some rough terrain, (ground clearance mm: 170mm), the off road capability is limited by the fact it is front-wheel drive only.
Sure, you might be able to fit a set of off-road tyres to the alloy wheels, and yes, that would look pretty cool. But I wouldn't go testing the wading depth in my HR-V, if I were you.
That's fine, though - this is a city-focused SUV, and it nails that task.
Cabin design and practicality is where the HR-V still shines brightest, even if it isn't as up-to-date as it could be. There are little things, like the fact that every model is fitted with a space-saving electronic parking brake, and those 'Magic Seats' that are fitted to all variants, that add to the smartness of the space. Admittedly, to be even more enticing, things like Apple CarPlay and Android Auto would be added, plus a digital speedometer.
But all in all, the updated HR-V is an improvement on what was already a very good small SUV.
The Kona Electric is great to drive because it's so natural, so much like a ‘normal’ car. It’s quite literally as though somebody cross-bred a Tesla with a regular Kona Highlander, and that’s a very good thing.
If you’ve never driven an electric car before (and let’s face it, few people have) there are some distinctly different characteristics you should know about. Firstly, the way you slow down is not usual.
Electric cars like to reclaim energy through regenerative braking, which feeds energy back into the battery as the wheels turn. This means instead of coasting, electric cars will actively slow down when you let your foot off the accelerator.
In the Kona, you can control three levels of this braking depending how how comfortable you are with it or turn it off entirely, which I would advise against as it saves a surprising amount of battery, especially in stop-start traffic.
You can also hold down the brake level paddle to bring the car to a full stop with just regeneration. Efficient. This will also prolong the life of your brake pads, a further cost saving over time.
The acceleration is smooth and swift, but not brutal like a Tesla, and you seldom need to hop on the brakes hard if you have the regen braking on, although if you do the pedal has an odd, disconnected, woody kind of feel.
The electric Kona feels heavy thanks to its big battery mounted below the floor. This gives it a weightiness through the corners, but also a solid amount of grip. I never really felt as though the Kona would understeer despite its front-wheel drive disposition.
The suspension, like all Hyundai products now, is well sorted and tuned locally in Australia. Due to the extra weight of the electric components, this Kona has a different tune from its petrol-powered equivalents.
It’s less springy, but still a little sporty, and by nature of the extra weight alone it feels super settled over bumps.
Obviously, the lack of an engine makes the Kona Electric quiet, but it does make a rather strange noise. It’s like a choral ringing noise that’s most evident during low speed acceleration and braking.
You may have heard similar noises from electric trains before. It is undeniably cool and futuristic though, and results in more than a few turned heads from nearby pedestrians.
The safety rating of the Honda HR-V remains a maximum five-star ANCAP score, which it was originally awarded in 2015.
The safety features list has been improved for this facelifted model, with the addition of a low-speed auto emergency braking (AEB) system, known as 'City-Brake Active'. It will warn the driver and apply brake force at speeds from five-32km/h.
The best safety package is still reserved for the range-topping model, which gets full forward collision warning and AEB, plus lane departure warning and auto high-beam. You can't option that tech on the other models, either, which is kind of disappointing. Unlike some rivals, you can't get blind-spot monitoring, or rear cross-traffic alert, or adaptive cruise control. So the high-spec model's kit is good, but not great.
There's a reverse camera on all grades, and Honda's 'LaneWatch' camera on the top three specs. The base model can be optioned with rear parking sensors, and those are fitted to the three higher specs as standard, with the top spec model gaining front park assist sensors.
If you need to fit a baby seat, you'll be pleased to know there are two ISOFIX anchor points in the outboard rear seats, plus three top-tether attachments.
All HR-V models have six airbags.
A lot of people search "where is the Honda HRV built?" Well, firstly, it's the HR-V - hyphens are important. And secondly, you might be surprised to learn the answer is not Japan, it's Thailand.
Both electric Kona variants come with Hyundai’s full suite of active safety items, including auto emergency braking with pedestrian detection (AEB – works up to 65km/h for pedestrians or 80km/h for vehicles), forward collision warning, blind spot monitoring (BSM), driver attention alert (DAA), lane keep assist (LKAS) with lane departure warning (LDW), high beam assist, rear cross traffic alert and active cruise control.
That’s an impressive suite of features, placing the Kona among the best equipped in the small SUV segment.
Regular safety refinements include six airbags, the expected electronic stability and brake controls as well as two ISOFIX child seat mounting points on the outer rear seats.
All Konas including the electric variants carry a maximum five-star ANCAP safety rating as of December 2017.
Honda has a strong ownership plan compared to some of its small SUV rivals.
With a five-year/unlimited kilometre warranty, it's among the best in the class. No need to worry about an extended warranty, like you might if you bought a Toyota C-HR or Suzuki Vitara. No model in this segment has anything better than the warranty that Honda offers.
As for capped price servicing, the plan spans up to 10 years or 100,000km - meaning service intervals of 12 months/10,000km, whichever occurs first. The service costs are pretty well under control, too, with the average capped price service costing $296, before additional consumables.
See our Honda HR-V problems page for issues, complaints, common faults and defects. It should be able to help you gauge the reliability rating of the car.
The Kona Electric is covered by Hyundai’s competitive five-year unlimited kilometre warranty offering, sitting on-par with most competitors.
It came as a surprise to find Hyundai actually guarantees the battery for longer than the car itself, with an eight-year/160,000km warranty.
The lack of moving parts in the Kona Electric’s drivetrain means (theoretically) less to service and less to go wrong. As such, Hyundai has capped electric Kona servicing at $165 per 12-monthly 15,000km visit for the length of the warranty.
Services have capped prices beyond that with Hyundai’s 'iCare' packages, although we're waiting for confirmation on pricing.
Whether any long-term issues will show up with electric drivetrains is yet to be seen.