Hyundai Kona VS Renault Captur
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…
The Renault Captur is stupendously, ridiculously popular… in Europe.
So popular, in fact, that it’s not quite enough to have just one Renault Captur, to they sell another one - a de-specified, Dacia-based Renault Kaptur – that looks exactly the same.
Bizarre. But then, the Captur is a bit bizarre. It’s as if it comes from an alternate dimension where style trumps practicality, and vibrant colours and tight dimensions are more important than, say, a cupholder.
The point is, in Australia at least, buying a French car tends to be a deliberate and not necessarily value-based choice. With so many keenly priced and well-specified Japanese and Korean competitors, a car like this requires a buyer who wants something genuinely different.
So, can the recently updated Captur appeal to buyers wanting something a little left of centre in one of Australia’s most hotly contested market segments, or does it play second-fiddle to the small SUV market leaders? I spent a week in one to find out.
|Engine Type||1.2L turbo|
|Fuel Type||Premium Unleaded Petrol|
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.
The Captur might be one of Europe’s strongest-selling small SUVs, but what it offers doesn’t translate well into Australia’s market, where the sheer number of highly specified and keenly priced competitors puts a strain on its value.
The powerful new engine is welcome, and it continues to serve up plenty of that unique French style, it’s just a shame to see those things come first over today’s advanced safety items and a truly slick drive experience.
Do you think the Captur still has what it takes to duke it out with the small SUV segment leaders in Australia? Share your thoughts in the comments below.
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.
This is one of the Captur’s strong suits. At least, on the outside. It comes with oodles of euro charm. I like its same-but-different approach to the Clio’s styling formula. The light fittings and grille insert are familiar but toughened up a little with SUV-specific flair. LED light fittings look the business, with their blue tinge contrasting the car’s orange and black, and the way the DRLs clasp the lower vents and echo into the bodywork is oh-so satisfying.
The black bumpers that ride over the wheelarches and expand around the sides of the car are a nice touch. Contrast chrome and silver plastics are applied tastefully. I’m not as keen on the rear of this car as I am on the front, but everything remains proportional, and the little spoiler that runs off the roof rounds the package out nicely.
Inside, things aren’t as great. It looks okay from a distance, as you’re hopping in, but once you’re there its easy to see this car’s flaws.
You’re confronted with this huge expanse of dashboard reaching out to the front of the car, void of any particular aesthetic treatment, and a swathe of boring, grey, hollow plastics off-set by chromes and silvers that look okay, but are not great to touch.
The dash cluster has a big chunky look, the same as the Clio, but it's still on an off-putting angle, with old-school, chunky red dials. The leather trim on the steering wheel is nice but doesn’t make up for the switchgear, which all feels a little more Fisher-Price than Fisher&Paykel.
Is there really an excuse for dials, switches and even a gearknob that have far too much movement in them, even when locked in position? It feels lazy. Those who have driven this car’s Korean and Japanese rivals will be accustomed to superior interior finishes by now.
I have to say, this criticism does not apply to the Captur’s seats, which are finished in a lovely, plush leather trim. They have good side-bolstering and a commanding position with great visibility. The same applies to the second row.
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.
Those front seats are comfortable and offer plenty of room, but what’s up with the French and neglecting cabin storage? The Captur is a bit better in this regard compared to the Peugeot 208 I had the week before – which had poor excuses for cupholders and next to nothing in the doorcards – but still, it trails behind its rivals.
Front passengers get small cupholders in each door, a trench under the climate controls, a glovebox and a centre top-box tethered to the driver’s seat, which has possibly the smallest storage area inside it I’ve ever seen. You can fit maybe a slim wallet in there. I was a little frustrated by the clunky manual front-seat controls, which were hard to reach and operate. The Intens is a top-spec model, at least give the driver electric sliding adjust.
In the back you’ll get the same great seats as you do in the front, but rear passengers get even less useful bottle holders in the doors, some netting on the back of the front seats, and a neat trench in the middle that even has a 12V power supply, at the cost of legroom for the middle passenger.
There are no air vents back there, either. Legroom is okay for an SUV this size, but nothing impressive, while headroom was more than ample for my 182cm tall frame, despite the sunroof eating some of the ceiling.
Boot space comes in at a fairly decent 377L – comparing well to the 350L of the Fiat 500X, but not so well to the 410L boot of the Peugeot 2008. The Captur’s rear load space has a removable floor, so you can either boost the space to 455L, or a have flat floor with the second row folded flat, your choice.
In that second-row-down configuration, the Captur grants 1235L of space.
While Renault has made some significant improvements to its multimedia offering in the last few years, I found the Intens’ native system a bit clunky to use, and without the option for Apple CarPlay I was stuck with it.
Price and features
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).
The Captur comes with some great features, some not-so great features, and a few notable omissions. Let’s have a look.
Our Intens is the top of a two-variant range. Coming in at $29,990 (MSRP), you’ll get 17-inch alloy wheels, a 7.0-inch multimedia touchscreen (with Android Auto, but oddly no Apple CarPlay…), built-in sat-nav, auto LED lights front and rear with cornering fog lights, a fixed panoramic sunroof, leather-trimmed seats, with heated front ones, leather-trimmed steering wheel, 360-degree parking sensors, a reversing camera, ‘park assist’ auto parking, keyless entry with push-start, single-zone climate control and an auto-dimming rear view mirror.
Not a bad set of equipment, but it’s also hardly a top-spec CX-3 or Hyundai Kona, which come with much more, albeit at a marginally higher price. It would be nice to at least see the inclusion of power-adjustable front seats.
Also, it’s incredibly confusing that this car doesn’t come with Apple CarPlay. It’s hardly excusable when it does come with Android Auto and, get this, the base model Zen gets a slightly different media system that does support Apple CarPlay at the cost of ‘enhanced’ built-in sat nav. Weird.
In its favour, the style items that the Captur comes with look fantastic. The two-tone colour scheme is standard on every car, even at Zen level (you can option a solid scheme if you really want) and the 17-inch alloys and little design touches on the exterior really add to this car’s appeal. Our car’s ‘Atacama Orange’ scheme is a $1000 option. The leather seat trim is excellent and well above average for this segment.
For the same money as the Captur Intens you can hop into similarly equipped and style focused euro rivals like the Fiat 500X Pop Star ($29,990) and Peugeot 2008 Allure ($29,990). The Volkswagen T-Roc and T-Cross are on their way to shake up this segment soon, so look out for those.
Engine & trans
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.
In this incarnation, which Renault calls the ‘150 TCe’ – you’ll get 110kW/250Nm. This engine is leagues better than the slightly hopeless 88kW 1.2L engine that came before it and actually boosts the Captur’s outputs way ahead of its euro competition.
The Intens drives the front wheels only via a six-speed ‘EDC’ dual-clutch automatic transmission, which I wasn’t a fan of. Find out why in the driving segment of this review.
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 Captur Intens with its new engine carries a claimed/combined fuel consumption number of 5.4L/100km. Usually I struggle to hit anything below six without hybrid-assistance tech, although it was worth a shot given that this Renault also has stop-start technology and hardly weighs anything.
After a week of driving, though, the best I could muster was 7.2L/100km. The Captur’s on-board computer has a ‘Trip Report’ feature, which gives you an eco-score and analyses your driving behaviour. It’s kind of neat. I’m sure if you made a game out of it you could get this number down closer to 6.0L/100km.
You’ll need to fill the Captur’s 45-litre tank with at least 95RON mid-grade petrol.
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.
Okay, so the new engine is great. The Captur has plenty of punch now, some might say almost too much punch, as stomping on the accelerator will result in wheelspin and aggressive torque steer, thanks to peak torque availability from just 1600rpm. Still, it’s a welcome experience to drive a Captur that doesn’t feel breathless.
What lets down the experience is the transmission. I was genuinely surprised to find that the Captur is now equipped with a six-speed dual-clutch, as for most of my drive week it behaved with the clumsiness of a single-clutch automated manual. I thought these transmissions were a thing of the past, but despite its modern dual-clutch moniker, it was far too easy to catch the Captur in the wrong gear or, worse still, searching for the right one for far too long.
Even when driving in a straight line, shifts seemed slow compared with contemporary VW dual clutches; you could feel the Captur’s frame lurch forward slightly as it worked its way through each gear in a rather mechanical fashion.
Aside from the transmission marring the experience, the rest of the Captur offers a decent drive experience. The suspension feels just right up front, giving the small SUV a compliant ride, although it was a little stiff with its simple torsion-bar rear. It was easy to get the back dancing around over road imperfections.
That being said, driver and passenger comfort were decent, no matter what you heard the rear suspension getting up to, partially thanks to those great seats.
Steering was fast, but almost too light in some situations, and noise intrusion in the cabin was at acceptable levels, with the engine making itself largely unknown.
It’s tough for the little French SUV because there are significantly more popular and very good rivals in Australia’s market compared to Europe’s.
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.
In terms of more advanced features, the Captur Intens gets Blind Spot Monitoring (BSM) and… that’s it.
You get the regular suite of electronic stability aids, a reversing camera, and just four airbags.
Despite that, three-cylinder versions of the Captur carried maximum five-star ANCAP safety ratings from 2013. This four-cylinder model has yet to be tested, but it’s hard to see how it can get close to a five-star rating with no additional active safety.
The now-expected auto emergency braking (AEB), Rear-Cross Traffic Alert (RCTA), Lane departure warning (LDW), Lane Keep Assist (LKAS), and active cruise features are all missing, even from the options list.
The Captur has two ISOFIX child seat mounting points on the two outboard rear seats and three top-tether mounts across the second row.
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.
Each of the three years the service cost is set at $349, with the addition of an air filter ($52) and a pollen filter ($60) every 24 months. That service cost is not terribly expensive, but also not cheap. You’re on your own after the three years of fixed pricing is up.