Hyundai Kona vs Farizon V7E

What's the difference?

It’s easy to see why the Hyundai Kona leads the Aussie small SUV category, with this hybrid version enhancing the car’s abilities in key areas. Sharply priced and well-specified, comfortable and practical with a hugely efficient powertrain as well as refined dynamic performance. It’s a compelling package. 

These are early days for Farizon in Australia and the V7E is indicative of that. Although it offers attractive sub-$54K drive-away pricing, peppy performance and substantial payload/cargo volume ratings, it lacks refinement in ride and handling, elements of cabin design and active safety calibration which detract from the driving experience. Whether this newcomer’s negatives outweigh its positives, though, only a potential buyer can decide.

The Kona’s exterior mixes smooth curves across its softly rounded nose and swollen haunches with sharp lines and geometric shapes in the lower grille, wheel arches and rear bumper.

And when the current, second-generation version arrived in mid-2023 it swapped out its predecessor’s already slimline LED daytime running lights for an even thinner strip running the width of the car, in similar fashion to the Hyundai Sonata sedan and Staria people mover.

The single line light signature is repeated with the tail-lights, a brake, reversing and indicator cluster confined to the outer rear edges.

Throw in a conspicuous diagonal character line across the doors, and bright metallic accents making a visual connection between the top of the tailgate and the lower edge of the side glass and there’s a lot going on. 

Always a subjective call, but I don’t mind the Kona’s design, although our test car’s ‘Mirage Green’ paint finish leaves me (and my significant other) cold.

Inside, the colour palette is uniformly grey which contributes to a restrained, relatively low-key feel, although light trim for the headliner and pillar covers brightens the mood somewhat.

The dash treatment is cool and contemporary, comprising a wide wrap-around instrument and media screen panel next to a narrow tray on the passenger side.

Fit and finish is impressive and details like perforated centre panels on the leather-faced seats dial up the premium feel.

The V7E rides on a 3200mm wheelbase and features minimalist yet purposeful squared-off styling that’s a key factor in its big load volume.

Its light and airy cabin has a slimline dash design that’s free of protrusions to allow ‘walk through’ access from either door, which is handy for delivery work. It also features physical ‘piano key’ buttons for the climate controls, which are preferable to more fiddly touchscreen prompts.

The cabin also presents a tasteful blend of colours and surface finishes including the seats, although anecdotal evidence suggests the light grey tone of their fabric trim would be prone to showing grime and stains over time in a hard-working van.

At first glance the passenger seat appears to be a two-passenger bench but only one seatbelt is provided. Therefore, what would normally be the backrest for a centre passenger is purely vertical storage for the fold-down centre armrest (see Practicality).

Even though the Kona measures a relatively modest 4350mm end-to-end, it offers up copious amounts of interior space. Dr Who would be proud.

Lots of breathing room up front, with the ‘shift-by-wire’ auto transmission shifter’s location on the steering column freeing up extra space in the centre console.

There’s a lidded bin between the seats (the padded top of which doubles as a centre armrest) with an open tray the size of a shoebox in front of it (which includes a pair of swivel-out bottle or cupholders) as well as a wireless phone charging bay ahead of that.

Generous bins in the doors include a recess for large bottles, plus there’s a decent glove box on the passenger side and a handy open tray above it. Plenty of room to keep the bits and pieces of everyday life under control.

Power and connectivity for the driver and passenger runs to two USB-C sockets and a (180W) 12-volt outlet.

Switching to the back is where the Tardis factor steps up a notch, the Kona offering space more in line with a next-size-up medium SUV.

Sitting behind the driver’s seat set to my 183cm position there’s loads of leg and headroom and even enough shoulder room for three adults to get to know one another on shorter journeys. A close to flat floor also helps with foot room in the centre position. Worth noting the rear seat backrests recline slightly for extra comfort options.

No door bins as such but, again, there are recesses for bottles. Netted map pockets on the front seat backs are helpful as is a fold-down centre armrest, which includes a pair of cupholders.

Individual air vents for back-seaters (in the rear of the front centre console) is always a welcome inclusion, and there’s a small oddments tray underneath them. Another pair of USB-C sockets will keep devices charged.

Boot capacity is healthy at a class-competitive 407 litres (VDA), expanding to 1241L with the 60/40 split-folding second row seat folded.

There are storage wells behind the rear wheel tubs, multiple bag hooks and four tie-down anchors to help keep loads secure.

There’s a temporary space-saver spare under the boot floor, which gets a tick over the increasingly common repair kit option and you’ll be able to tow a 1.3-tonne braked trailer (600kg unbraked).

Its 1942kg kerb weight is relatively light for a full-electric commercial which combined with its 3150kg GVM results in a substantial 1208kg payload rating.

However, it’s only rated to tow up to 1000kg of braked trailer and given Farizon does not quote a GCM figure (how much it can legally carry and tow at the same time), we can’t confirm if it can carry its maximum payload while towing its maximum trailer weight.

Internally,the cargo bay is more than 2.8 metres (2865mm) long, 1690mm wide and 1435mm high, which combined with 1251mm between the rear wheel housings allows it to carry up to two standard Aussie pallets or up to three Euro pallets.

And its impressive 6.95 cubic metres of load volume is larger than mainstream mid-size rivals including the Ford Transit Custom SWB (5.8), Hyundai Staria Load (4.9) and segment-leading Toyota HiAce LWB (6.2).

The cargo bay is accessed via sliding doors on each side with generous 1100mm openings, or through twin-swing rear doors which open to a full 270 degrees with ‘ball and socket’ magnetic stays to hold them there.

The floor has a relatively low 510mm loading height and is protected by a thick composite floor liner with a shiny metal-like appearance complete with non-slip ‘chequer plate’ finish. There’s also a full-length roof lining, bright LED internal lighting, fully lined walls and doors and a handy V2L 240V three-pin plug socket.

Cabin storage includes a large bottle holder and bin in each door, open shelving across the full width of the dash, a single glove box and the previously mentioned fold-down centre armrest containing two cupholders.

There’s also twin USB ports and a 12V socket in the lower dash fascia and enough space beneath the passenger seat to store the portable AC charger cable.

The V7E is available in two specifications defined by the size of their propulsion batteries (and therefore their driving ranges/charging times/kerb weights/payload ratings) with the entry-level Standard Range equipped with a 50kWh lithium-ion battery for $49,990, drive-away.

Our example is the premium Extended Range, which with a larger 66kWh battery is priced at $53,990, drive-away. Its Phantom Blue metallic finish is one of two premium paint options which (at the time of testing) are available at no extra cost.

Our test vehicle’s sub-$54K drive-away price is competitive with Chinese full-electric mid-size vans like the LDV e-Deliver 5 SWB ($52,621 driveaway) and lower than legacy brand offerings like Ford’s E-Transit Custom Trend ($77,890, plus on-road costs) or Kia’s PV5 Cargo ($55,990 + ORCs). Its standard equipment menu includes:

• 16-inch steel wheels with 195/65 R16C tyres, ‘aero’ wheel covers and a full-size spare
• Solid metal bulkhead between cabin and cargo bay
• LED headlights/daytime running lights/fog lights/tail-lights
• 240V V2L (Vehicle-to-Load) three-pin socket
• 12V accessory socket
• Multiple USB ports
• Heated/ventilated driver’s seat
• Heated multifunction steering wheel
• Smart key entry/keyless start
• 12.3-inch multimedia touchscreen with Apple CarPlay/Android Auto connectivity
• 7.0-inch driver’s instrument display
• 360-degree surround view monitor
• Adaptive cruise control
• Front/rear parking sensors

The Kona Hybrid is powered by a naturally aspirated 1.6-litre, four-cylinder petrol engine working in concert with a single electric motor, both driving the front wheels through a six-speed dual-clutch automatic transmission.

The all-alloy engine features dual variable valve timing and direct-injection to produce 77kW at 5700rpm and 144Nm at 4000rpm, the permanent magnet synchronous motor chipping in with 32kW/170Nm for a total combined outputs of 104kW/265Nm.

That power output is in the middle of the small hybrid SUV pack and torque is at the higher end. 

Kerb weight is a fraction over 1.5 tonnes and you can expect 0-100km/h acceleration in the high 10-second range with a top speed around 170km/h.

The V7E is powered by a single electric motor with up to 110kW of power and up to 230Nm of torque, with a choice of Normal or Eco drive modes and light or heavy regenerative braking.

This motor, which drives the front wheels through a single-speed automatic transmission, has an electronically limited top speed of 120km/h.

The V7E rides on double-wishbone front and rigid beam/leaf spring rear suspension with four-wheel disc brakes and electric power-assisted steering.

Hyundai’s official fuel consumption figure for the Kona Hybrid Elite, on the combined (urban/extra-urban) cycle is a miserly 3.9L/100km, the 1.6L engine emitting 89g/km of CO2 in the process.

Minimum fuel requirement is 91 RON ‘standard’ unleaded and with a 38-litre tank theoretical range is around 975km.

On test, over several hundred kays taking in city, suburban and freeway running, we saw an average of around 4.4L/100km, which is impressive and a big contributor to the car’s appeal.

Using our real-world test number, the range figure comes in at a still handy 860-plus km.

Our Extended Range test vehicle has an official (WLTP) driving range of up to 329km from its 66kWh LFP (Lithium Ferro Phosphate) battery. Farizon claims AC charging from 15-100 per cent takes around five hours while DC fast charging from 20-80 per cent trims that to 33 minutes.

It was displaying 100 per cent charge and 332km of estimated driving range when we collected the vehicle, after which we drove 187km in typical metro traffic with average energy consumption of 20.2kWh/100km, leaving 47 per cent charge and 195km estimated range.

We used DC fast charging to go from 47-100 per cent charge in 42 minutes resulting in an optimistic 422km range estimate.

On this second charge we drove another 163km, of which more than 100km was hauling its near-maximum payload, resulting in higher consumption of 22.4kWh/100km. We completed our test with 40 per cent charge and 165km range remaining.

So, based on our consumption figures, you could expect a real-world driving range of more than 300km which aligns with its official WLTP-based figure, but is short of full-electric rivals like Kia’s smaller PV5 Cargo with more than 400km achievable in similar conditions.

The first things that come to mind when it comes to driving the Kona Hybrid are comfort, quietness and lack of stress.

From an ergonomic point of view the dash and cabin layout make life easy. There are physical controls for key functions like heating and ventilation, as well as audio and drive modes. Not a fan of the hard driver’s door armrest, though.

The engine is quiet and the transition between combustion and electric power is seamless. It’s fun to watch the (available) graphic screen in the driver’s display illustrating where drive is coming from at any given moment. Without it you’d be hard-pressed to know.

Acceleration is more than adequate and the powertrain’s bias towards electric propulsion means take-offs are ultra-smooth. 

Suspension is by MacPherson-type struts at the front with a multi-link rear set-up and ride quality is outstanding. Despite the Kona Hybrid’s relatively large 18-inch rims, bumps and ruts don’t cause major disruption and the Kumho Ecsta PS71 tyres (215/55) are exceptionally quiet.

Steering accuracy and road feel are both good and drive mode switches between ‘Normal’, ‘Eco’ and ‘Sport’ are noticeable, the latter dialling up urgency and dynamic response.

That said, we found ourselves in Eco most of the time, without any penalty in terms of throttle response or cruising ability.

Torque vectoring helps keep everything buttoned down if you decide to press on through your favourite set of corners, the front seats remain comfy on longer drives while keeping you securely located and the ‘shift-by-wire’ electronic gearshift is slick.

Physical brakes are ventilated discs at the front with solid rotors at the rear and they operate with reassuring smoothness. An active hydraulic booster controls regenerative braking, adjustable through three levels. Warning: the most aggressive setting makes the car annoyingly ‘shunty’ at slower speeds.  

Driver-assist safety tech makes its presence felt occasionally, but never to a disturbing degree… with one exception.

Despite the ability to program a steering wheel button to short-cut directly to the appropriate screen, the need to cancel an incessant and sometimes inaccurate overspeed warning every time you start the car is a pain.

A tidy 10.6m turning circle helps in slow-speed manoeuvres as do front, side and rear parking distance warnings and a high-quality reversing camera.

The Kona Hybrid is as good or better than anything in the class when it comes to the drive experience.

The driving position is more bus-like than car-like in terms of its steering wheel positioning and the seat has no adjustable lumbar support. There’s also no left footrest to brace against, so it can feel like you’re sliding towards the front of the seat at times which would benefit from some rake adjustment in the base cushion.

We also noticed the steering column shaft (complete with universal joint) passes through the driver’s floor to the left of the brake pedal, which restricts where you can rest your left foot. The driver’s door mirror also doesn’t pivot outwards far enough, so about one third of the mirror’s view is filled with the side of the van.

It’s quiet at speeds up to 80km/h thanks to the near silence of its drivetrain but noise from the Chinese-made Wanli tyres increases and becomes intrusive at highway speeds, where wind buffeting around its large door mirrors was also detected.

Thanks to its relatively light kerb weight, the V7E offers energetic acceleration around town when unladen with acceptable ride quality on smooth bitumen. However, it starts to lose its composure on bumpy roads with excessive bouncing of the suspension, which could benefit from refinement of spring and damper settings.

To test its GVM rating we forklifted 975kg into the cargo bay, which with driver resulted in a total one-tonne-plus payload of 1065kg that was about 140kg less than its legal limit.

The stout rear leaf springs only compressed about 25mm but such a big increase in sprung weight failed to iron out the suspension’s excessive bouncing, resulting in harsh and at times unwieldy ride and handling on uneven road surfaces.

Some of the active safety systems were also overly intrusive, particularly the lane keeping function with its unnerving fluctuations in turning weight and forceful steering inputs.

Combined with relentless warning chimes, often with no obvious visual confirmation of what they were warning about, we decided that the most annoying of these offenders were best left switched off.

The Farizon V7E, which is yet to be assessed by ANCAP’s Commercial Van Safety Comparison, comes standard with passive and active safety features including:

• Twin airbags
• Autonomous Emergency Braking (AEB)
• Lane keeping
• Front/rear collision warning
• Front/rear parking sensors
• Rear cross-traffic assist
• Blind spot monitoring
• Adaptive cruise control
• Tyre pressure monitoring
• 360-degree monitor and more

The Kona is covered by Hyundai’s seven-year/unlimited-km warranty (upgraded from five years mid-last year), which is ahead of the mainstream five-year warranty pack.

Roadside assistance is complimentary for the first year, with the deal extended for another 12 months every time the car is serviced at an authorised Hyundai dealer. 

Speaking of which, scheduled servicing is recommended every 12 months/10,000km, which is a little lower than the (15,000km) norm for the category. After a complimentary check up at six weeks/1500km, the first seven services (in line with Hyundai’s ‘Lifetime Service Plan Pricing’) come in at $3782, for an average of $540 per workshop visit.

That’s on the high side considering an equivalent Toyota Corolla Cross (in line with ‘Toyota Service Advantage’ pricing) will set you back an average of $354 per service over the same period.

Hyundai has a network of 185 dealers covering every Australian capital, state and territory.

The Farizon V7E comes standard with a five year/200,000km vehicle warranty and the lithium-ion propulsion battery is covered by a separate eight year/200,000km warranty.

There’s also five years of complimentary roadside assist.

Scheduled servicing is every 12 months/30,000km whichever occurs first. Capped pricing for the first five years/150,000km totals $2385 or an average of $477 annually.

Farizon has a national network of seven dealerships (sales/service) represented in all states except Tasmania and is expanding its national vehicle servicing network through an approved third-party provider.