2021 Skoda Kamiq vs Hyundai Kona

What's the difference?

The Skoda Kamiq Monte Carlo is a very competent and nicely packaged small SUV. It has the smarts we’ve come to expect from Skoda, and because this second-grade-up-the-range model has the bigger, more powerful engine and the sportier driving dynamics of that chassis setup, the Monte Carlo will appeal to those who want not only a cooler look, but also hotter performance.

Now, then, there are two different takes on the Kamiq for two different types of buyers. Seems like a logical approach to me.

If there was one small SUV that needed improvement, then that’s the old Hyundai Kona. And job well done. The Highlander is now a well-equipped, economical, easy to drive, safe and dynamically capable example of its crossover breed.

But is it class leading? No, far from it. Are there still issues? Urban streetscape and rough-road ride comfort remains poor, there isn’t as much space or versatility as the Highlander’s hefty $38,000 price tag suggests and the styling is starting to tired, especially inside.

So, the latest Kona goes from a segment straggler to a solid mid-field contender. If you like what you see and can see past the failings, then by all means… enjoy. It's finally the small SUV Hyundai should have launched back in 2017.

Not quite the conventional SUV look, is it? No black plastic cladding around the bumpers or the wheel arches, and less of a high-riding hatchback than most.

Indeed, the Kamiq Monte Carlo is a lower-riding version than the standard, thanks to its 15mm lowered sport suspension. And it gets flashy 18-inch wheels with black finishes, whereas the standard Kamiq still rides atop 18s.

But there are other styling differentiators that those who are familiar with the Monte Carlo theme will expect, such as black exterior styling elements - black window surrounds rather than chrome, black lettering and badges, black mirror caps, black roof rails, a black grille frame. That all adds to its more aggressive look, while the panoramic glass roof (not an opening sunroof), sports seats and sports pedals make it feel more, well, sporty.

Is it as eye-catching as a Ford Puma ST-Line, or a Mazda CX-30 Astina, or any other small SUV that stands out for style? You'll have to be the judge of that, but to my eye, it’s an interesting, if not conventionally gobsmacking, small SUV. I couldn’t un-see the rear-end similarities to a first-generation BMW X1, though… and now you may not be able to, either.

It plays in the “Small SUV” segment based on official sales results and you can see why when considering its dimensions. The Kamiq is just 4241mm long (on a 2651mm wheelbase), and it’s 1793mm wide and 1531mm tall. For context, that makes it smaller than a Mazda CX-30, Toyota C-HR, Subaru XV, Mitsubishi ASX and Kia Seltos, and not far off its cousin, the VW T-Roc.

Unlike many SUVs in this segment, the Kamiq features the thoughtful inclusion of an electric boot lid, which you can open using the key, too. Plus there’s a surprisingly large boot capacity - check out the interior images below.

If nothing else, the Kona is a showy piece of kit. So, how altered is new over old? More than the facelift title might suggest.

Gone is the old nose’s triple-layered lighting and grille treatments dominated by a hexagonal grille and large H-oval, for a sleeker if also fussy twin-grille design, but still with a trio of completely contrasting all-LED clusters, giving the 2021version a somewhat perma-smile look that some people prefer but others may find gormless.

Polished alloy wheels and a reshaped rear bumper complete the visual changes outside, while the Highlander grade boasts the aforementioned digital instrumentation, big 10.25-inch touchscreen and higher-quality interior trimmings.

Size-wise, the Kona still seems a little squeezy for its pricing and positioning, feeling not that much bigger than the boxy but roomy Venue, yet quite a lot littler than the larger new Tucson. It remains a fairly tightly packaged small SUV, and in some eyes, lacks the style-driven appeal of more coupe-like crossovers such as the CX-30 and C-HR.

The interior of the Kamiq Monte Carlo is decidedly sportier than the lower grade version.

It’s more than just the interesting fabric finish on the sports seats and the red stitching in the cabin. It’s also the natural light that is let in by the enormous panoramic glass roof – just remember this isn’t a proper sunroof, so you can’t open it. And while that does add some hotness to the cabin in terms of appeal, it also adds some actual heat to the cabin because it’s a huge glass roof. In summer in Australia, that mightn’t be ideal.

But the glass roof is an eye-catching element to what is also a pretty fetching interior design. There are lovely items including the aforementioned standard digital dashboard for the driver which stands apart from plenty of its rivals with part-digital info clusters, and also the general look and feel and quality materials that have been used inside the cabin is of a pretty high standard.

Some people might moan a little about the harder cheaper plastics on some parts of the cabin – like the door grabs and some parts of the door trims, and also the lower dashboard components, but the dash top, elbow padding and the tops of the doors are all soft material and they feel nice to the touch. 

There’s also a decent amount of storage – it is a Skoda after all!

Between the seats there are cupholders, although they are a little shallow so just be careful if you have a tall very hot coffee. In the front doors there are large trenches with bottle holders as well. There is a storage cutaway in front of the gear selector, which incorporates a wireless phone charger, and also two USB-C ports. And the glovebox is a decent size, and there’s an additional small storage box on the driver’s side to the right of the steering wheel.

The seats are extremely comfortable, and while they are manually adjustable and not leather trimmed, they are very well suited to this application. 

Most of the ergonomics are on-point as well. The controls are easy to find an easy to get used to, however I’m not a massive fan of the fact that there is no fan control button or dial on the climate control switch bank. To adjust the fan you either have to do so through the media screen, or have the climate control set to 'auto' which chooses the fan speed for you. I prefer to set the fan velocity myself, but the 'auto' system has been fine during my test.  

On the media screen front, I also don’t like that there are no knobs or hard buttons down the side of the optional 9.2 inch screen fitted to the test vehicle. However it is something you do get used to, and so are the menus and controls for the multimedia screen. And the 8.0-inch screen in the non-optioned car gets the old-school dials.

In a few previous VW and Skoda models with wireless CarPlay I had issues connecting properly and quickly. This car was no exception – it took a little while for it to figure out that I wanted this phone to be connected wirelessly, however it maintained a pretty stable connection over the period of my test. 

In the backseat things are exceptionally good. Behind my own driving position - I'm 182cm or 6'0" tall - and I can comfortably sit with inches of knee and leg room, as well as generous toe space. Headroom is also good for tall occupants even with the sunroof taken into consideration, and while the rear seat isn’t as bolstered or well sculpted as the fronts, it is comfortable enough for adults. 

If you have children there are two ISOFIX points on the outboard seats, and three top to the points across the back row. Kids will be happy with the directional air vents, 2x USB-C ports, and there are pockets on the seat backs as well, not to mention big door cubbies with bottle holders. However there is no fold-down armrest nor any cupholders.

The seats can be folded almost flat, in a 60:40 split. And the boot space cargo capacity with the seats up – at 400L – is superb for this class of car, especially given its exterior dimensions. We manage to fit all three of our suitcases – 124L, 95L, 36L – in the boot with room to spare. Plus there’s the usual array of hooks and nets that we’ve come to expect from Skoda, and a space saver spare wheel under the boot floor. And yes, there is an umbrella hidden in the driver’s door, and an ice scraper in the fuel filler cap, and that’s where you find the recommended tyre pressures as well. 

The Kona isn’t as spacious as you might expect of an SUV based on the i30. It’s not bad, but the Seltos seems to have it licked dimensionally, feeling way roomier. Indeed, a HR-V, too, seems larger, lighter and airier inside.

But in Highlander guise at least, the little luxury touches and improvements to the quality of materials fitted do make for a more-convincing (and certainly better equipped) crossover.

You might not be a fan of the $275 beige perforated leather seats and matching lower-dash and door-card contrasts upgrade (that have a supernatural ability to attract dirt and grime), but it looks premium, with a head-up display (albeit on an old-fashioned plastic screen that rises from behind the binnacle), leather-clad wheel, electrically-adjustable vented and heated front seats, toasty rear outboard seats and large touchscreen.

But while the MY21 changes have brought the modish electronic instrument display, it only changes in colour and not in design or layout of the dials, meaning the whole set-up seems a bit half-baked compared to, say, a Peugeot or VW equivalent. In fact, the whole dash is now looking old and derivative, betraying the Kona’s advancing age. In default white ‘normal’ mode, the speedo and tacho combo are reminiscent of the 2002 Corolla’s.

Never mind. The Highlander’s squishy front seats are really quite comfy, with plenty of support (including lumbar) over longer distances, backed up with the aforementioned powered adjustability (including for height) on both sides, for added luxury appeal. Most rivals – hello Toyota – seem to forget about providing the latter functionality for the front passenger on higher series grades.

There are no complaints about the Kona’s driving position, either. A fine relationship exists between the operator and nicely-grippy steering wheel, that also adjusts of course for both reach and height to provide an unencumbered view of those not-so-new looking dials. Ventilation is first class, there’s sufficient storage for most small items (including a larger bottle in the door pockets), and once you familiarise yourself with the various scattered buttons around the console, they’re in easy reach. Nothing at all intimidating here.

Rear-seat entry is surprisingly good, and there’s ample space for two 178cm-tall people sat behind a same-sized driver and passenger. The backrest is fixed but well placed, while the cushion is sufficiently comfy over short distances.

If you’re game a third person can just fit in between but it will be tight and hair or scalp will scrape the Kona’s ceiling. There’s plenty of storage, a single USB outlet, overhead grab handles, reading lights, a centre armrest with cupholders and one map pocket.

But the boot remains shallow and small for the size of the Kona even though there are improvements to be gleaned here, with a high floor over a space-saver spare reducing normal capacity to just 374 litres (it was 13L less pre-facelift). There isn’t much in the way of versatility either, beyond the prerequisite split/folding rear backrest. Doing this ups the load area availability to 1156L. Nothing slides or removes, unlike a Skoda Karoq's divided trio of rear seats.

All-up, then, the Highlander’s interior is compact, extremely well-screwed together, and of acceptable quality, without a squeak or rattle to be heard. It’s also quieter than before, but there’s no denying that it’s beginning to seem old and dated now, despite the changes brought in by the facelift.

Speaking of which, let’s look underneath the bonnet.

Briefly, along with fresh styling and a revised platform, the 2021 Kona 2.0L gains an overhauled powertrain.

Still part of the old ‘Nu’ family, the engine has evolved into the more-efficient ‘Smartstream’ series, making the same power and torque but providing superior fuel economy. It gains a CVT continuously variable transmission as well, in place of the previous six-speed torque-converter automatic transmission.

Hyundai has also meddled with the packaging, to create an extra 40mm of length, that’s said to benefit rear legroom and cargo capacity. 

If you choose a base Kona from $26,600 (before ORC) you’ll find the usual goodies, like a large centre touchscreen, Bluetooth connectivity, Apple CarPlay/Android Auto compatibility, alloy wheels and roof rails. But you may not expect a wireless charging pad, electric park brake, ‘Quiet’ mode for the audio system (cutting sound to the rear speakers for resting travellers), a rear-seat USB charge port or two front-seat height adjusters. These help justify that near-10 per cent price hike.

Going Active for another $1600 adds niceties like heated mirrors, leather upholstery, rear privacy glass, solar control glass and rear-seat centre armrest with cupholders, while the $31,600 Elite introduces keyless entry/start, remote start function, climate control, a 10.25-inch touchscreen upsize (up from eight inches – and why do car companies not measure this in metric?), satellite navigation, an eight-speaker Harmon Kardon audio upgrade, front fog lights, acoustic film windscreen to cut noise and ritzier exterior trimmings.

Now, the $38,000 Highlander of course scores all these plus a head-up display, front parking sensors, heated, vented and powered front seats, a heated steering wheel, electro-chromatic interior mirror, LED headlights, sunroof and two-tone roof, as well as ambient lighting, digitised instrumentation, heated outboard rear seats and 18-inch machined-finish alloys shod with (quality) Continental tyres.

The last four items are new to the grade, along with an upgrade to the latest and improved versions of Hyundai’s driver-assist safety tech.

Highlander scores the lot, including Autonomous Emergency Braking (AEB) – now operational between 30km/h and 180km/h, blind-spot alert/avoidance, rear cross-traffic alert/assist, lane keep alert/assist, driver fatigue alert, adaptive cruise control with full stop/go, safe exit warning, leading vehicle departure alert and rear occupant alert; you'll also find six airbags, electronic stability control, anti-lock brakes with Brake Assist and electronic brake-force distribution, downhill brake control, hill-start assist, tyre pressure monitors, parking sensors all round, rear view camera, dusk-sensing headlights, auto high beams and rain-sensing wipers.

Not much left to option up, then, meaning the Highlander remains competitive with key front-drive rivals in terms of pricing versus kit, managing to just undercut the likes of the Mitsubishi Eclipse Cross Exceed ($38,290), Nissan Qashqai Ti ($39,090) and Mazda CX-30 Astina ($39,190), while cheaper alternatives such as the soon-to-be-completely-redesigned Honda HR-V VTi-LX ($36,950), Toyota C-HR Koba ($35,165) and related Kia Seltos Sport+ 2.0L ($33,290) aren’t quite as fully laden as this Kona.

Note, however, that the last two opponents are also offered with appealing hybrid and turbo/AWD upgrades respectively, and that still come in under the Highlander to boot. Adding the latter to the Kona equivalent (N-Line Premium) pushes it past $42K.

Finally, specifying premium/metallic paint costs $595 extra.

Unlike the entry grade three-cylinder Kamiq, the Kamiq Monte Carlo model scores a four-cylinder turbo engine with a few more bees under the bonnet.

The Kamiq’s 1.5-litre 110TSI engine produces 110kW of power (at 6000rpm) and 250Nm of torque (from 1500-3500rpm). Those are pretty decent outputs for the class, and a sizeable step up from the 85kW/200Nm of the base model. Like, it’s 30 per cent more power and 25 per cent more torque.

The 110TSI only comes teamed with a seven-speed dual-clutch automatic transmission, and the Kamiq is exclusively a 2WD option (front-wheel drive), so if you need AWD/4WD (all-wheel drive) you might be best to step up to the Karoq Sportline, which will cost you about $7000 more - but it’s a bigger more practical car without being oversized, and it’s a lot more powerful, too. 

The 1999cc 2.0-litre Nu Smartstream features twin cams, 16 valves, dual continuously variable valve timing and a new Atkinson cycle combustion process and two-step variable induction system, to dramatically improve fuel efficiency. More on that a little later.

A maximum of 110kW of power at 6200rpm and 180Nm of torque at 4500rpm is delivered to the front wheels via a CVT, while the latter’s sequential ‘manual’ mode offers what Hyundai calls eight “virtual” gears, accessible with a push forward to go up and a pull of the lever back to go down. We wouldn't bother.

Weighing in at a hefty 1383kg (kerb), the Highlander’s power-to-weight ratio is 79.5kW per tonne.

Why CVT? For a claimed 14 per cent drop in fuel consumption compared to before.

For the Skoda Kamiq Monte Carlo model the claimed combined cycle fuel consumption is just 5.6 litres per 100 kilometres. That’s what the manufacturer claims should be possible across a mix of driving.

To help it achieve that theoretical number, the 110TSI version of the Kamiq has engine start-stop technology (cuts the motor when you’re at a standstill), as well as the potential to use cylinder deactivation and run on two cylinders under light load.

Our test loop comprised urban, highway, country and freeway testing - the Scala returned an at-the-pump fuel consumption figure of 6.9L/100km. 

The Kamiq has a 50 litre fuel tank capacity, and it requires 95RON premium unleaded.

The old Kona 2.0L FWD was not a very economical engine, so the move to the new combustion process and CVT promised advances. And, for once, the end result did not let us down.

Hyundai claims a combined average of 6.2 litres per 100km – or 8.3L/100km around town and a frankly-outstanding 5.0L/100km in the extra-urban route – for a carbon dioxide emissions average of 148 grams per kilometre. Fitted with a 50L fuel tank, this means a theoretical 800km-plus range between top-ups.

We managed an entirely reasonable 7.4L/100km at the pump. That was a mix of air-con-on two-person inner-city high-density traffic commuting, open-road cruising and some very spirited performance testing. Not bad at all.

This Kona will run on 91 RON standard unleaded as well as a 94 RON E10 ethanol mixture.

The Skoda Kamiq impressed us with its general abilities inour recent comparison test, and the drive experience in the Kamiq Monte Carlo is also a pretty impressive serve from the brand.

It comes down to the engine, which - obviously, with more capacity, power, and torque - is a livelier experience, and helps justify the big jump in asking price… to a degree.

Don’t get me wrong. This is a good little engine. It offers strong power and torque, and feels more zesty - especially in the mid-range - than the entry-level three-cylinder unit. 

Personally, I’d be sure to test drive the two back to back, because I reckon the three-pot could actually be the sweet spot for a lot of customers out there who aren’t going to explore the potential of this powertrain.

For the more enthusiastic driver, the 110TSI hits some obvious and expected highs. It pulls the lightweight (1237kg) Kamiq along without hassle, and the acceleration is better as a result (the claimed 0-100km/h time for the 110TSI is 8.4 seconds, whereas the 85TSI with the DSG is pegged at 10.0sec). That is hardly a speed demon 0-100 time, but it is speedy enough.

However, in boring commuter driving and stop-start traffic, or just when you’re pulling out of a parking spot or intersection, the transmission can be hard to cope with. In combination with some low-rev lag, the engine’s start-stop system and a bit of a twitchy throttle, taking away from a standing start can require more thought and consideration than it really ought to. Be sure to get stuck in traffic or at intersections on your test drive.

The real star of the show is the way this car handles itself. 

The Monte Carlo gets the lowered (15mm) chassis setup, which incorporates adaptive dampers as part of the suspension setup. What that means is that the ride comfort can be, well, very comfortable in Normal mode, but the suspension characteristics change when you put it in Sport mode, stiffening up and feeling more hot-hatch-like. 

The drive modes affect the steering weight, suspension and the powertrain performance, too, freeing up better throttle response and also allowing more aggressive gear shifts while allowing the transmission to explore the rev range.

The steering is pretty excellent no matter the mode, offering great precision and predictability. It’s not so quick as to make direction changes hurt your neck, but it does pivot very well in tight bends, and you can feel the Volkswagen Group roots under the metalwork in the way it behaves on the road.

Look, you aren't getting Golf GTI genes here. It’s still very fun and certainly exciting enough for its intended audience, but there is some torque steer under hard acceleration - that’s where the steering wheel can tug to either side as you throttle it - and some wheel spin, especially in the wet, but also notably in the dry. And while the Eagle F1 tyres are pretty good for a thrash sometimes, don't go expecting race track-ready levels of grip and traction. 

There are a few other things we would hope might be improved: the road noise is excessive on coarse-chip roads, so a bit more sound deadening wouldn’t go astray; and the paddle-shifters should be standard on all Monte Carlo models, not as part of a pack.

Otherwise, this is an extremely competent and fun small SUV.

That’s much better.

Unlike the previous, bouncy Kona, our Series II Highlander is smoother, quieter and more civilised, but still quite punchy. It’s like driving the old version but with ear muffs on. We wonder how much of that is down to the better-quality tyres, since the Australian road tuning that Hyundai undertook in 2017 carries over. There are no changes to the MacPherson strut front and torsion beam rear suspension set-up, as far as we can ascertain.

Additionally, you might think that swapping out a six-speed torque-converter auto for a CVT might detract from the driving experience enjoyment. But, surprisingly, no. The latter works especially well with the 2.0L engine. Acceleration from standstill is instant and smooth – if still a bit on the loud side – with speed building up strongly as required. The old boomy exhaust is gone, though you’d never mistake the sound the Smartstream emits for, say, a Honda VTEC unit.

That local Aussie tune continues to pay dividends whether you’re happy to potter about town, schlepp to and from work on a boring old motorway or power up a mountain road.  From a steering and handling point of view, it’s difficult to fault the Highlander on Continental PremiumContact6 235/45R18 rubber. Even on damp roads, it corners faithfully, holds it line as requested and isn’t prone to rack rattle or bump-steer. This is progress, folks. The old Kona was a groaner in such conditions.

Plus, there’s a reassuring feeling of control and feedback from the way the Hyundai corners so confidently, making it a good choice if you’re a keen driver. If you're in the mood, the Kona will grow a set of horns and come out to play.

And while the ride is still too firm around town, it’s nowhere near as punishing, or as jittery, as before. The whole chassis set-up is more in keeping with the Highlander’s upmarket positioning. We’re not saying it’s the last word in refinement or quietness – take a spin in a C-HR or Peugeot 3008 if you want to experience real suspension suppleness – but the revamped Kona is definitely improved.

Coarse highways still send an ever-present drone through to the cabin, though, and like we said, bumps and potholes are still very definitely felt.

Back in the urban jungle, the Kona’s compact dimensions, light steering, big mirrors and helpfully large camera screen make parking this a doddle. It’s easy to place, a cinch for manoeuvrability and responsive enough to throttle requests for zipping into traffic gaps.

Overall, then, big steps forward for Hyundai's small SUV, though the class best like the CX-30 can still rest easy.

Tested in 2017, the Kona scored a five-star ANCAP crash-test rating.

On the driver-assist tech front, you’ll find Autonomous Emergency Braking (AEB – operational between 30km/h and 180km/h), blind-spot alert/avoidance, rear cross-traffic alert/assist, lane keep alert/assist, driver fatigue alert, adaptive cruise control with full stop/go, safe exit warning (excellent for not dooring passing cyclists), leading vehicle departure alert and rear occupant alert.

Also fitted are six airbags (dual front, side and head items), electronic stability control, anti-lock brakes with Brake Assist and electronic brake-force distribution, downhill brake control, hill-start assist, tyre pressure monitors, rear parking sensors, rear view camera, dusk-sensing headlights, auto high beams, rain-sensing wipers and rollover sensors.

Two rear-seat ISOFIX points as well as a trio of top tethers for straps are included for younger passengers.

You might have thought about buying a Skoda in the past, but been unsure about the potential ownership prospects. However, with recent changes to the company’s ownership approach, those doubts may well have been addressed.

In Australia Skoda offers a five-year/unlimited kilometre warranty, which is par for the course amongst mainstream rivals. Roadside assistance is included for the first year of ownership, but if you maintain your car with Skoda’s workshop network it extends annually, out to a maximum of 10 years.

Speaking of servicing - there’s a capped price program spanning out to six years/90,000km, with an average cost per service (maintenance intervals every 12 months or 15,000km) of $443.

However, there’s an even better deal on the table.

If you choose to prepay your servicing costs with one of the brand’s Service Packs, you’ll be saving heaps. Choose three years/45,000km ($800 - would otherwise cost $1139) or five years/75,000km ($1200 - would otherwise be $2201). The added benefit is if you roll that upfront cost into your finance payments, it’s one less thing to budget for annually. 

If you know you’re going to do lots of kilometres - and based on some of the used car listings out there, plenty of Skoda drivers do! - there’s one more service option you might want to consider. Skoda has rolled out a subscription plan for maintenance, which includes your servicing, all the consumables, and other items like brakes, brake pads and even tyres and wiper blades. Prices start at $99 a month depending on how much mileage coverage you need, but there’s a half-price promo deal to launch the Kamiq. 

Hyundai offers a five-year/unlimited kilometre warranty as well as 12 months of roadside assistance, with scheduled servicing at every 12-month or 15,000km intervals.

Published online, the prices for the N-Line service is $319 for each of the first five annual services, then rises to $380 (year six), $305 (year seven), $370 (year eight), $320 (year eight), $365 (year nine) and $660 (year 10). Accurate at the time of publishing, prices vary after that – between $275 and $380 – right up to the 51-year/510,000km service mark!