Hyundai Kona vs Kia Ev3

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. 

The GT-Line is relatively expensive, yes. The Air Standard Range isn’t groundbreaking even at under $50,000, no. But the sweet spot in the EV3 line-up is being able to pay $53,315 for the Air Long Range and come away with a roomy small SUV that can realistically cover almost 600km in the real world.

And it does everything properly, no big red flags or dealbreakers.

Its steering weight at speed on winding roads being the biggest complaint isn’t the end of the world for how otherwise comfortable the EV3 feels on-road.

Put it this way - I recently spent a few days in a Mini Aceman, a five-door electric SUV not too far from the EV3 in size. It is about as fast, and costs a little more, but it doesn’t have a lot more to offer in terms of features and it’s nowhere near as good on range with about 400km to its longer-ranged versions.

The EV3 might still have a bit of ‘sensible’ about it compared to some other electric small SUVS, but when it looks this cute and can get you an extra round trip out of the city compared to ‘Euro’ brands at the same price, it’s hard not to be impressed.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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.

Family resemblance is everything for Kia’s electric models, and the baby of the bunch so far definitely has lineage on show.

That’s a very good thing for the EV3, because as good as its specs are on paper, the way it looks is key to showroom (or on-road) appeal when it comes to convincing potential buyers.

At the same time as being seemingly made of sharp, angular elements, the EV3’s overall silhouette is relatively soft. Unfortunately, that means Kia’s ‘design philosophy’ (usually a relatively meaningless marketing line) is actually bang-on: Opposites United.

Inside and out, the EV3 is a direct descendant of the brand’s halo EV9 large SUV, and even in base Air specification looks like a properly premium small SUV.

Its narrow LED headlights and taillights were the stuff of Lamborghini concept cars just a few years ago, and its unique wheel designs and the use of contrasting coloured trim can impose either a modern, techy vibe or a bark-over-bite sporty image.

More marketing terms come out in the EV3’s face: Kia Star Map lighting and Tiger Face, respectively the way its lights seem to link ‘points’ together like a constellation map and the grille somewhat resembling a tiger’s nose.

There’s practicality in the design even from the outside - the gentle roof slope is only very slight to avoid eating into interior space, though it’s not the only way the car shrinks at the rear. The front track between the wheels is actually wider than at the rear, so the car is not only shorter but also narrower at the rear. It’s the first time Kia has ever implemented this ‘teardrop’ effect into a car, with the intention being to improve its aerodynamic efficiency.

Most of the colour schemes are decidedly subtle, the new Matcha Green hue looks better in person than can be captured on camera for example, but a new Teracotta colour is an earthy red that really stands out - I’m not sure it suits the car, personally.

In terms of colours inside, it's fairly muted and greyscale, but the mid-spec Earth comes with optional orange interior contrast trim that we weren’t sure would be available in the Australian market.

To invoke a cliche, the interior layout has the vibe of something you might imagine a spaceship cockpit looks like if you were a kid, but it doesn’t sacrifice any practicality by doing so. There are real buttons and switches visible, but only a few as the big screens dominate the driver’s side of the front row.

The look is helped by a series of recycled and “sustainable materials” including recycled PET and bio-based polyurethane. Kia’s aim is to “phase out the use of leather and continuously increase the use of bio-based materials”, so even the GT-Line doesn’t have real leather in it.

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).

Along with its general design, the EV3 also has the same focus on space efficiency as the much larger EV5 medium SUV and EV9 large SUV.

Kia compared the EV3 to the BYD Atto 3 and Volvo EX30 upon its global launch in Korea, and it’s stuck with the same comparison as it launches here.

In many exterior dimensions, the EV3 is smaller than the Atto 3, a medium SUV by sales category, while it’s larger than the EX30 in almost every way. However, interior dimensions are reported by Kia as being bigger than both cars in most aspects aside from the first row legroom, but even there only by about 10mm.

The EV3 is 4300mm long, 1850mm wide and 1560mm tall, and has a 2680mm wheelbase, but inside does feel like it’s a category upwards in terms of space.

Along with the roomy interior dimensions, there are plenty of handy spots to put things - a big central storage area and a higher one under the armrest, the device charger, door bottle holders - these and all the controls are generally within reach. 

The GT-Line loses a little bit of this storage space by turning the spot under the central armrest into a sliding table, which could be useful sometimes, but doesn’t seem to me as helpful as another place to put a drink, a wallet, keys, an avocado or whatever other trinkets you and your passengers may have.

The huge multimedia and driver display setup consists of two 12.3-inch screens and a 5.0-inch climate control screen in the middle. The centre climate screen is a little hidden by the steering wheel, but there are also physical climate controls also in the centre under the screen, so there’s nothing vital you can’t do in the EV3 easily.

There are also shortcuts to the main functions of the menu like navigation and media, Kia says tactile controls like that are important for keeping the car usable for a broad range of people.

In the second row, the EV3 feels pretty well suited to four adults for a reasonable trip - I’m 178cm and can sit behind my own seating position comfortably, though if I was too much taller my knees might rest on the hard plastic seat-back.

There is an armrest, places in the doors to put water bottles, and two USB-C plugs actually fitted into the seats. There’s also a little slot to put a phone that might be charging, though it could easily (and perhaps more usefully) fit other things instead.

Behind the second row is a generous 460L boot which puts other electric small SUVs to shame - the EX30’s is 318L and even the Atto 3’s is 440L. The EV3’s boot space extends to 1250L with the seats folded down.

The EV3’s boot floor can also drop down to accommodate taller items, plus there’s a 25-litre ‘frunk’ or under-bonnet storage space.

There’s no spare space-saver tyre, however, as is becoming disappointingly common.

In the Kia EV3 line-up, pricing ranges from $47,600 before on-road costs for the entry-level EV3 Air Standard Range, up to $63,950 for the GT-Line Long Range.

Impressively, Kia says the Air Standard Range is available for less than $50,000 drive-away, even in WA where it just sneaks in at $49,990. In other states and territories it comes with a $48,990 price.

There are three trim levels but four variants, with the Air Long Range, Earth Long Range and GT-Line Long Range all joining the Air Standard Range.

Stepping up to an Air Long Range is a $53,315 (before on-roads) ask, though both come with the same extensive list of features. 

On the outside, 17-inch alloy wheels, dusk-sensing LED headlights, daytime running lights (DRLs) and partial LED tail-lights as well as roof rails and heated folding mirrors show the entry-level Air to be well equipped for a small SUV.

Inside, there’s a two-tone cloth interior with LED interior lighting, a two-spoke synthetic leather steering wheel and, of course, the large arrangement for a multimedia touchscreen and driver display. Dual-zone climate control is also standard, with automatic window defogging.

Those two screens are 12.3-inch units, while there’s also a central 5-inch touchscreen for climate controls between them. There’s has in-built navigation, wireless Apple CarPlay and Android Auto, voice recognition and a six-speaker sound system.

The base model also has a wireless phone charger and USB-C ports in both the front and rear rows, a 12-volt outlet in the front and a household-style power outlet in the second row for powering appliances or equipment. In addition, there’s also an external adapter with the same household-style plug that connects to the charging port as standard.

The mid-spec Earth goes for $58,600 before on-roads coming in Long Range only (as with the GT-Line).

On top of everything already included in the Air, the Earth gains a set of larger 19-inch alloy wheels, synthetic leather seats with heating and ventilation, the driver’s side being 10-way electrically adjustable, a heated steering wheel, an electro-chromatic (or glare-dimming) mirror, and a power tailgate.

As previously mentioned, the GT-Line costs $63,950 before on-roads, and adds a stack of features on top of the Earth, including a series of exterior design changes like 19-inch GT-Line alloys wheels, satin silver front and rear bumpers, body-coloured side garnishes, a sunroof and tinted rear glass.

The GT-Line’s LED headlights are also cubed projection headlights, and the tail-lights are fully LED.

Inside, there’s a three-spoke GT-Line steering wheel, alloy pedals, specific two-tone GT-line seats with the passenger side seat also becoming 10-way electrically adjustable, ambient LED mood lighting, a head-up display and the central upper storage compartment under the armrest becomes a slide-out tabletop.

As well as things like rear-view camera (a surround-view set-up is bizarrely unavailable range-wide) and front and rear parking sensors, the safety equipment across all three variants is the same, too, but we’ll get into more details later in the review.

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.

All three versions of the EV3 have the same drivetrain, the only difference being the smaller battery in the Air Standard Range.

The EV3 is front-wheel drive only, with a single motor at the front wheels putting out 150kW and 283Nm.

Differing weights between variants result in different 0-100km/h times, the quickest being the entry-grade Air Standard Range at 7.5 seconds, likely thanks to a smaller and lighter battery.

The Air Long Range takes 7.7 seconds, while the Earth and GT-Line both take 7.9 seconds.

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.

There are two battery sizes for the EV3, the 58.3kWh unit for the Air Standard Range and the 81.4kWh battery each of the Long Range variants is equipped with.

Of course, the Air Standard Range has the shortest electric driving range - 436km under WLTP testing. Its power consumption is a claimed 14.9kWh/100km.

The Air Long Range is the variant with the furthest electric driving range of the bunch, at 604km, as well as the same power consumption as the Standard Range at 14.9kWh/100km.

The Earth and GT-Line both wear the same set of figures, albeit lower distances and higher consumption than their more affordable counterparts. With 563km of electric range and 16.2kWh/100km consumption figures, they’re still able to cover very usable distances for real-world use.

Charging is the same across the line-up, with the supplied Type 2 AC charger working at a maximum 6.9kW on single phase or 10.5kW on three-phase power, and taking five hours and 20 minutes for Standard Range variants, or seven hours and 15 minutes for a Long Range from 10 per cent to 100 per cent.

On DC fast charging, with a CCS Type 2 charger, the EV3 charges as quickly as 29 minutes from 10 to 80 per cent in Standard Range, or 31 minutes in Long Range, when using a 350kW fast charger.

While we didn’t get a chance to properly run down the battery and test the EV3’s range, the drive route was relatively demanding with power consumption yet the EV3’s range didn’t plummet like you might expect on fast, steep and winding roads.

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 EV3’s arrival on Australian roads is not only important because it means we can test it in right-hand drive, but also because it’s had a localised ride and handling tune. Time for the proper judgement.

Kia Australia's local program lead for this is, as it has been for years, Graeme Gambold, and according to the brand he aimed for neutral balance with confidence-inspiring and responsive handling, and a linear, natural steering feel. And it’s pretty close to nailing all of that.

In town and on backroads, its ability to soak up bumps and handle rough surfaces is impressive. Not a lot of noise comes into the cabin in either case, too, a feat given the road surfaces. In fact, even with the radio off, the EV3 feels pretty well insulated from the outside, including wind noise.

It's cornering and handling is nice and predictable. It feels designed to be safe if you misjudge a corner, only gently understeering when you've come in a bit spicy.

The body doesn't roll or pitch dramatically, so the car feels planted and, as intended, flat through the bends.

But there’s one aspect to the tune in which the EV3 feels like it could do with a little more attention - its steering.

At low speeds, the steering is light enough, but at higher speed it feels a little heavy. I’m not sure if Gambold’s been going to the gym or if it’s that I haven’t really, but it feels like there’s some unnecessary resistance, regardless of drive mode or camber on the road, requiring a bit more input on the wheel than you'd like.

It does let the car down in terms of driving out on country roads, but fortunately it's not a dealbreaker on highways or in its intended city or suburban environments.

Otherwise, the EV3 is extremely pleasant, with its outputs and delivery feel about right for a small electric SUV, never feeling too slow or unruly. It doesn’t spin its wheels with too much torque, even on wet roads and when hustling out of a corner.

The paddles which allow you to adjust the intensity of the regenerative braking also mean you barely need to use the left pedal, which is a plus for increasing the available driving range.

Speaking of the left pedal, a sudden stop thanks to a surprise slow car around a blind corner went smoothly thanks to a decent set of brakes.

In all, the car is ergonomically sound from the drivers seat, with the positioning for the seat and steering wheel feeling comfortable and easy to adjust, though slightly better vision out the rear sides would be good.

As this review is published, there’s no ANCAP or equivalent score for the EV3 yet, though Kia seems confident it should score well. Of course, we can’t just take the brand at its word before the result arrives in Q2, but the EV3 does have a pretty comprehensive list of safety features, and all are standard across the range.

The small SUV comes with seven airbags including a front-centre airbag, adaptive cruise control, autonomous emergency braking, lane-keep and lane-follow assist, highway driving assist, speed limit assist, rear occupant alert, downhill brake control, hill-start assist, multi-collision braking, blind-spot and rear-cross traffic alert, driver attention warning and a tyre pressure monitor. There’s also the aforementioned front and rear parking sensors, and the rear-view parking camera – but no surround-view option.

In terms of on-road behaviour, the speed and driver alert warnings are overzealous and need to be turned off each time you start the car. They’re requirements for the EU, and that means we get them here, too.

As usual in a Kia these days, you can set the ‘star’ shortcut button on the steering wheel to head straight to the menu to turn it all off, but when it comes to the usual active stuff like lane-keep and cruise control, it’s all well-sorted and behaves predictably, feeling trustworthy. 

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.

Kia’s seven-year, unlimited-kilometre warranty applies to the EV3, and though that was once industry-leading, it’s now being matched or overtaken by many rivals.

Roadside assistance is covered for one year but can be extended to up to eight years if serviced with an authorised Kia dealer.

Kia also backs the high-voltage equipment in the car with a more specific seven-year or 150,000km warranty, whichever comes first.

Australian servicing costs are pretty minimal in the EV3, with Kia offering well-priced pre-paid plans of three ($674), five ($1285) or seven years ($1897). Certainly some points for Kia on that one.

Service intervals are on the shorter side for an EV, at every 12 months or 15,000km, whichever comes first.