Volkswagen T-ROC vs Hyundai Kona

What's the difference?

So that’s the T-Roc, a bit of Euro style that’s still priced to take the fight to some small SUVs from Japan or Korea.

Is it the cheapest style-forward small SUV you can get? No, but it’s far from the expensive end of things.

Plus, if you can resist ticking some option boxes, it beats some value-focused rivals and looks good doing it.

If the feeling of a sturdy fit-out and a confidence inspiring drive is important to you, I reckon the T-Roc should be an entry on your shopping list.

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 T-Roc subtly stands out without being garish, avoiding becoming part of the highway or suburban camouflage without relying on extreme design decisions.

For example, the LED daytime running lights that wrap around the shapes below the LED 'I.Q' headlights where vents would otherwise be on the R performance variant are quite cute.

In fact, the whole front end of this small SUV has a friendly look, even if there’s nothing specific that’s particularly exciting about it.

This 'Petroleum Blue Metallic' colour is a $700 option, but anything other than white costs extra.

However, the black roof two-tone look is a standard for the Style, as are the black mirror caps and its 18-inch alloys.

There are roof rails up top, tinted privacy windows for rear passengers and for the rear window and a sloping roofline at the rear that adds a touch of ‘sport’ to the silhouette along with a small spoiler at the top.

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.

Inside the T-Roc is a bit of an interesting dichotomy.

Some of what’s in here is ‘old-gen’ Volkswagen stuff, but it still holds up today against even some recently introduced models.

The dichotomy is that while it’s very usable and slick, some of its materials and surfaces let it down a touch.

The good points are that the cabin tech is a perfect level of physical and digital. The buttons and controls are easy to use and feel solid and even though the climate controls could be more physical, they’re still good as far as touch panel style controls go.

The older VW gear is arguably better than a lot of what’s found in newer models where some use of touchscreens and haptic panels has drawn negative feedback from customers.

The multimedia software managed via the 8.0-inch touchscreen is more simple and sensible than the new version, plus the Digital Cockpit Pro display for the driver is clear and, importantly, customisable. It’s a similar cockpit system that used to seem quite impressive in high-end Audis.

But what doesn’t feel very high-end is some of the plastic and the decisions around function in the rest of the space.

The leather on the seats is not a cheap option box to tick at $3450, but it feels a little cheap to the touch. It’s a tad hard and even has a bit of a rough look to it.

That option also makes them heated and electrically adjustable, though, which is welcome in winter. Otherwise, cloth seats without the optional leather or heating would be absolutely fine, and that means you get a storage space under them, too.

This central space between the driver and front passenger, too, is a little awkward with the cupholder placement. It’s behind the shifter meaning a tall bottle will be in the way and it’s got slightly odd sizing for bottles or cups with nothing to stop them wobbling.

I am, however, a fan of the angled-away phone slot under the climate controls to minimise phone screen visibility (and distraction) and the traditional shifter itself is welcome.

Look up, and (in our test car) there’s an optional ($2000) panoramic sunroof there. It’s yours if you want it, and it does have an electric blind, but some Japanese and Korean cars at this price point get that as standard.

An average-sized adult will find the second row is spacious enough and relatively comfortable. There’s an armrest, dual-directional vents and two USB-C ports.

Behind that, boot space is generous at 445L with the seats up thanks to an adjustable floor, which is very useful for tall items and even manages to fit a space saver spare tyre under it.

It’s a total of 1290L with the split-fold seats down, too, though they’re not super flat with the adjustable floor down.

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).

When you’re sitting on top of the sales pyramid, everyone wants a piece of you and it feels like Hyundai has priced and specified the Kona to match the market with some special touches thrown in here and there.

At $39,950, before on-road costs ($44,738, drive-away), the Hybrid Elite’s standard equipment list is generous.

Aside from the safety and performance tech covered further down, big ticket items include leather-appointed seats and steering wheel, heated and power-adjustable front seats (10-way driver / eight-way passenger), 18-inch alloy wheels, LED headlights, tail-lights and DRLs, keyless entry and start, adaptive cruise control and auto rain-sensing wipers.

There’s also dual-zone climate control, digital radio, wireless Android Auto and Apple CarPlay, six-speaker audio, a 12.3-inch multimedia screen and 4.2-inch instrument cluster, rear privacy glass and more. 

A sneaky power tailgate and/or ventilated front seats would be nice at this price-point, but they’re by no means mandatory for the class. 

Similarly priced hybrid rivals like the Haval Jolion Ultra Hybrid ($38,990, drive-away), Honda HR-V e:HEV L ($42,900, drive-away), Subaru Crosstrek Hybrid L ($39,590, before on-road costs) and Toyota Corolla Cross GXL Hybrid ($41,190, before on-road costs) are broadly aligned with the above features list but none of them put the Kona Hybrid Elite in the shade.

The engine in the T-Roc - as with most Volkswagens - does what it says on the tin. Essentially, a 110TSI means there’s 110kW of turbocharged VW happening, in this case a 1.4-litre four-cylinder that also makes 250Nm of torque.

It’s paired to an eight-speed torque converter, which will be music to the ears of those who have been scorned by older VW dual-clutches.

It drives the front wheels only, and there’s no hybridisation or 48-volt system.

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.

A lack of electrification in a relatively small engine and a traditional drivetrain shouldn't scare you too much, in this case.

Combined cycle fuel consumption is a claimed 6.3L/100km. On test in mostly urban areas or for spirited driving we saw the fuel use rise a little higher than that but not by as much as you might think.

After a mix of primarily urban, some highway and a stint of dynamic test driving, the trip computer admitted to a figure of 8.1L/100km.

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.

The T-Roc is essentially a previous-generation Golf-turned-small SUV in terms of its platform, and that’s a great thing for anyone who likes driving.

The Golf 7.5 was a benchmark for everyday driving as far as hatchbacks are concerned, and even though the current Mk8 might be a bit more up to date, the T-Roc’s use of the platform it rides on is practical and fun.

It’s not as nimble as a Golf, but the T-Roc in front-drive Style guise, with a responsive turbocharged engine and no all-wheel drive system weighing it down, is not only more dynamically capable than most rivals, it’s also easy to access that capability.

The 1.4-litre engine feels well-tuned for its two modes accessible through the shifter - calm but not lazy in ‘Drive’ and eager but not thrashy in ‘Sport’.

It works well with the transmission on the move, picking right gears fairly accurately, though there are paddles behind the wheel for those who prefer to take charge.

The drive modes are also more customisable than just those on the shifter, with 'Individual' selections for steering and drivetrain able to be used rather than the standard 'Eco', 'Normal' or 'Sport' full-system modes.

While the steering wheel itself is a little thick and the feedback, while adequate, isn’t the most telling, it’s accurate and inspires confidence in cornering.

The T-Roc handles turn-in and exits well, even soaking up bumps and not becoming unsettled when braking.

Its safety systems are relatively subtle, and the active cruise control is well sorted, though the automatic braking at car park speeds can be overzealous. Something I’ve experienced in VW Group models several times over the years.

The main culprit for the T-Roc was a shrub beside my driveway that, while not touching the car, would set off the automatic braking system. Still, better than letting the car roll back if there was a proper obstacle or someone who could be hurt in the way.

Aside from that, the Volkswagen T-Roc is fun and easy to drive, and the work that’s gone into that puts its price into perspective a little more.

There are more expensive cars available that are less impressive, some even disappointing.

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 Kona scored four from a possible five ANCAP stars in 2023, with particularly strong results in Adult Occupant Protection (80 per cent) and Child Occupant Protection (84 per cent).

It features a full portfolio of crash-avoidance tech, including AEB with forward collision warning as well as cyclist, pedestrian and motorcycle detection, plus car-to-car junction, crossing and head-on detection. Phew!  

On top of that, there’s lane-keeping and lane-following assist, blind-spot monitoring, driver-attention warning, rear cross-traffic alert and collision avoidance, ‘Remote Smart Parking Assist’, ‘Safe Exit Warning’, driver fatigue detection, tyre pressure monitoring and more.

If, despite all that, a crash is unavoidable there are seven airbags fitted, including a front centre bag to minimise head clash injuries between driver and co-pilot in a side collision. 

There’s also multi-collision brake (to reduce the chances of subsequent impacts after an initial crash), auto collision notification and an emergency call (SOS) function.

For baby capsules or child seats there are three top-tether points for child seats across the second row with ISOFIX anchors on the two outer positions.

All in all, a comprehensive safety offer that matches or betters the Kona’s class competitors.

Volkswagen’s five-year/unlimited kilometre warranty is pretty standard for a premium-leaning brand, with VW also offering roadside assistance for the warranty period.

In terms of servicing, VW offers care plans of three years or five years, covering servicing for $1515 or $2770 respectively. That's an average of $505 or $554 per workshop visit.

Otherwise, servicing costs at 12-month/15,000km intervals can cost from $470 for some to $1104 to the biggest service if you don’t go with the locked-in package.

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.