2024 Hyundai Kona vs 2023 Nissan Qashqai

What's the difference?

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!

As mentioned we need more time behind the wheel for more accurate drive impressions, but it appears, once again, that Nissan has stepped up its game and made significant improvements over the model it replaces.

The new Qashqai is far more refined than the old model, and indeed much more refined than a bunch of other top-selling small SUVs.

A larger and more premium interior, huge uptick in standard gear and much needed safety boost are the icing on the cake.

Nissan is well and truly on a winning streak. 

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

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.

After recently spending quite a bit of time with Nissan’s other two new SUVs, the X-Trail and Pathfinder, there’s a clear family resemblance to the new Qashqai.

It represents an evolution of the second-gen model it replaces, but brings it bang up to date. Interesting touches include a floating roof, which is two-tone on some grades, LED boomerang-style headlights, lashings of chrome, and a ‘Qashqai’ imprint stamped into the front quarter panels.

Nissan didn’t stray too far from the formula of the larger X-Trail with the interior, which makes sense given the two models share Nissan’s CMF-C platform.

The new Qashqai is longer, wider, taller and has a longer wheelbase than the old model.

There’s been a focus on tactility of the controls and the design is elevated. The clean, modern look and feel is a welcome departure from the dated look of the previous Qashqai.

We only sampled the higher grade ST-L and Ti, but ST and ST+ make do with a cheaper looking plastic steering wheel. The leather D-shaped steering wheel with stitching in higher grades is a nice touch. 

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.

Following last month’s X-Trail launch, it was clear as soon as I jumped behind the wheel of the Qashqai that the two models are related.

The dash layout and design are the same, which is not a criticism, with some elements like the gear shifter mirrored in both models. The Qashqai misses out on the under-console storage tray found in the X-Trail and Pathfinder.

There may be far fewer than the old model, but I’m glad Nissan hasn’t completely ditched physical buttons like some brands are trying to do. It’s much faster to change air-con settings that way, rather than via a touchscreen menu.

Speaking of, the 12.3-inch multimedia screen is responsive and has a relatively logical menu structure - the graphics are much more visually appealing than the old model, too. There was no ST at the launch so I’m not sure what the 8.0-inch system is like.

On higher grades, the digital instrument cluster is easy to customise, while the head-up display is crisp. 

The front USB-A and USB-C ports are found in the central bin which is a decent size for the segment, but the glove box - like in the X-Trail - is smaller than expected. Big bottles fit in the front doors, and storage is best described as good for the segment, without being exceptional. 

The front seats in ST-L and Ti don’t have a huge amount of thigh support, but chunky side bolsters. 

There is more rear head and legroom than before and I sat comfortably behind my 183cm (six foot) frame, with loads of toe room and plenty of headroom, even in the Ti with the massive sunroof.

In terms of amenities in the rear, it has knee-level air vents, USB-A and C ports, map pockets, smaller bottle holders in the doors, a fold-down centre armrest (in ST-L and Ti), ISOFIX hooks on the outboard seats and top tethers across the board.

The boot in most grades takes 429 litres of cargo, but that drops to 418L in the Ti due to the placement of a subwoofer. Fold the 60/40 split-fold seats and available volume increases to 1524L (1513L Ti).

It’s a spacious boot but can’t quite hit the heights of the petrol Corolla Cross (436L). There’s a 17-inch temporary spare under the boot floor.

Ti grades also come with Nissan’s ‘Divide N Hide’ boot storage solution that allows you to lift and split the boot floor panels and slide them in vertically so they provide separate, secure spaces in the cargo area. 

From launch, Nissan will offer four grades, all with petrol front-wheel drive powertrains. There’s no longer a price-leading manual base variant, and the petrol-electric ePower variants are still to come in 2023, although timing is unclear.

Four grades are available - the base ST, the ST+, ST-L and top-spec Ti.

The ST starts the range at $33,890 before on-road costs, which is over $3000 more than the old model. The lack of a manual means no more sub-$30,000 Qashqai.

The ST+ is about $5000 more than the old model at $37,890, while the ST-L has gone up by $7500 to $42,190. The range-topping Ti now costs $47,390, which is a staggering $8300 more than the equivalent outgoing variant.

This pricing moves Nissan out of the cheap and cheerful end of the small-SUV segment occupied by the likes of the Mitsubishi ASX and MG ZS. It’s now in the mix with the Mazda CX-30, Subaru XV and the Toyota Corolla Cross.

As one would hope given the repositioning, Nissan has significantly increased the standard equipment for the new model.

As well as the new safety gear (see ‘Safety’ section below), other features in the ST include 17-inch alloy wheels, an 8.0-inch touchscreen with wired Apple CarPlay and Android Auto, a 7.0-inch digital instrument cluster, heated and auto-folding exterior mirrors, auto LED headlights, auto stop-start, and keyless entry and start.

The ST+ includes a larger 12.3-inch multimedia display with sat-nav and wireless Apple CarPlay, a surround-view monitor, rain-sensing wipers, LED fog lights and 18-inch alloys.

ST-L grades gain 19-inch alloys, tinted windows, a heated leather steering wheel, power adjustable driver’s seat, heated front seats, dual-zone automatic climate control, adaptive LED headlights with an anti-dazzle function, wireless charging, auto dimming rear-view mirrors, roof rails and more.

The flagship Ti features quilted leather-accented seats with a massage function for the front seats, driver seat memory function, panoramic sunroof, a 10.8-inch head-up display, 12.3-inch digital instrument cluster, a hands-free power tailgate, 10-speaker Bose audio system, the handy ‘Divide N Hide’ boot storage system, and an auto parking system.

Given the big price hike and the fact that some models have a digital instrument cluster as standard, Nissan could have included the larger multimedia set-up with wireless Apple CarPlay and sat-nav in the base ST. But the rest of the range has a healthy amount of gear.

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.

Gone is the old 2.0-litre naturally aspirated petrol engine from the previous model, replaced by a new 1.3-litre four-cylinder turbocharged petrol unit that is found, in different states of tune, in sister brand Renault’s Captur and Arkana. 

Power and torque is up by 4.0kW and 50Nm respectively over the old model, for outputs of 110kW and 250Nm.

The engine outputs are better than a number of the aforementioned competitors, while matching those of the Skoda Kamiq.

The new Qashqai is front-wheel drive only (there is no all-wheel drive version planned) and uses a continuously variable transmission (CVT).

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.

By using the new engine, the fuel economy figure for the Qashqai has improved over the old model. It now consumes 6.1 litres of fuel per 100 kilometres on the combined cycle, down from 6.9 litres.

While the efficiency gains are welcome, the new powertrain requires 95 RON premium petrol whereas the old model made do with cheaper 91 RON fuel.

The petrol Qashqai’s fuel figure is good for the class, but that will improve with the ePower hybrid that consumes about 5.3 litres.

Petrol Qashqais have a 55-litre fuel tank and emit 138 grams of CO2 per kilometre. 

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.

These drive impressions are fairly high-level given the launch drive was kept to the city limits of Melbourne and that meant we were stuck in a few traffic jams. 

When accelerating from a standing start, there’s a beat or two of turbo lag from the new engine. Once you’re past that, it’s a super responsive little engine when you’re already up and running. If only it sounded a bit nicer.

The CVT does its job well and without fuss, but is not as smooth as the transmission and 2.5-litre engine combo in the X-Trail. But still, very little to complain about.

Ride quality is difficult to fault when you’re on smooth, urban roads, but it becomes a little more unsettled and jiggly on uneven roads.

I only drove the ST-L and Ti at the launch and both ride on 19-inch alloy wheels. I’m keen to drive the ST (17-inch) and ST+ (18-inch) to see if smaller wheels improve the ride. But as it stands the Qashqai can’t match the impressive ride of the new X-Trail.

It may have had a somewhat thrashy engine, but the previous Qashqai has better than average handling characteristics. We can’t report on that element just yet due to the limited city-focused drive route, but the times we managed to punt it into a corner, it revealed a balanced chassis and well calibrated suspension set-up.

One thing that clearly stands out compared with the old model is how much more refined the Qashqai is. The engine is more muted in the cabin, there’s far less wind and road noise and it just feels like a massive step up. Great job!

The Qashqai achieved a maximum five-star ANCAP rating from crash tests conducted in 2021.

The model has upped safety gear in a big way. From the base ST grade the Qashqai comes standard with a front centre airbag, auto emergency braking (AEB) with pedestrian, cyclist and junction detection, rear AEB with pedestrian detection, lane departure warning, adaptive cruise, rear cross-traffic alert, blind-spot warning, tyre pressure monitor, traffic sign recognition, a reversing camera and rear parking sensors.

Nissan’s 'ProPilot' system that combines adaptive cruise control with steering and lane keep assist tech for semi-autonomous driving is standard from Qashqai ST-L. That grade and Ti also get front parking sensors and an alarm.

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.

As with other Nissan models, the Qashqai comes with a five-year, unlimited kilometre warranty.

It is also offered with a six-year capped-price servicing plan, and the average price across that six-year period is $670 per service. The cheapest service is year one at $375 and the most expensive is year six at $1108.

The schedule for the servicing is every 12 months or 15,000 kilometres, whichever occurs first, and that is an appropriate term for this model.

The Qashqai also comes with five years of free roadside assistance.