The Kona is a top competitor among subcompact SUVs thanks to a strong optional turbocharged engine, sharp handling, and lots of features for the money. Hyundai's powertrain updates have further improved the driving experience, though it still has some drivability issues. A few shortcomings keep it from being an easy winner, such as a smaller-than-average cargo capacity and a plasticky cabin.
Cameron Rogers has worked in the automotive industry since 2013. He has tested and reviewed hundreds of vehicles over the course of his career. Today, he leads the news team in developing cutting-edge news articles, opinion pieces and sneak peeks at upcoming vehicles. Favorite cars that he's driven during his tenure at Edmunds include the 991-era Porsche 911 Turbo S, Rolls-Royce Ghost and several generations of Honda Odyssey (really).
Interior is trimmed with a lot of hard plastic panels
What's new
Standard Kona lineup features a restyled exterior, added power for the turbocharged engine and a sport-themed N Line trim
New Kona N debuts with 276 horsepower
Revised trim level lineup and new features
Part of the first Kona generation introduced for 2018
Overview
The 2022 Hyundai Kona is a subcompact SUV that offers a lot for its accessible price. For the 2022 model year, the Kona receives its first major makeover since its 2018 debut. From the outside, it's sharper and sleeker than its predecessors, and a new N Line trim adds a distinctly sporty look. The interior changes are more subtle, with a reworked center stack (where the dashboard meets the center console) and new materials and ambient lighting.
Cost to DriveCost to drive estimates for the 2022 Hyundai Kona N 4dr SUV (2.0L 4cyl Turbo 8AM) and comparison vehicles are based on 15,000 miles per year (with a mix of 55% city and 45% highway driving) and energy estimates of $4.10 per gallon for premium unleaded in Virginia.
For 2022, a larger 8-inch touchscreen comes standard as does wireless connectivity for Apple CarPlay and Android Auto smartphone integration. Other technology upgrades for the new model year include an available digital instrument panel and a larger 10.25-inch infotainment screen and additional connectivity features for the Hyundai Blue Link system. Advanced safety and driver assistant features have also been updated, with the most notable being adaptive cruise control that can bring the Kona to a complete stop, lane keeping assist and rear automatic braking.
Changes to the core lineup are all well and good — after all, those enhancements are what the majority of buyers will enjoy. But what if you want better performance to go along with the sportier look? That's where the new Kona N comes in. Fitted with a turbocharged 2.0-liter four-cylinder engine that cranks out 276 horsepower and 289 lb-ft of torque — it's the same engine Hyundai uses for its Veloster N and new Elantra N — and other upgrades including a sport-tuned suspension and brakes, the 2022 Kona N is impressively fun to drive.
Overall, the Kona is one of the best extra-small SUVs out for 2022. Learn more about its performance, comfort and more by reading our test team's Expert Rating.
Edmunds Expert Rating
good
7.9/10
Edmunds Rating
Our VerdictThe Edmunds Vehicle Testing Team evaluates a fresh batch of vehicles every week, pairing objective assessments at our test track with real-world driving on city streets, freeways and winding roads. The data we gather results in our Expert Ratings. They’re based on 30-plus scores that cover every aspect of the automotive experience.
The Kona is a top competitor among subcompact SUVs thanks to a strong optional turbocharged engine, sharp handling, and lots of features for the money. Hyundai's powertrain updates have further improved the driving experience, though it still has some drivability issues. A few shortcomings keep it from being an easy winner, such as a smaller-than-average cargo capacity and a plasticky cabin.
How does the Kona drive? The Kona is a sporty subcompact SUV with snappy acceleration and playful handling. In Edmunds' testing of a Kona with the turbocharged engine, we measured 0-60 mph in just 7.2 seconds, very quick time for this class of car. Hyundai has also made incremental improvements over the years to the dual-clutch automatic transmission that's paired with the turbocharged engine. It's simply one of the better transmissions in the class. But there is the occasional hesitation when pulling away from a stop.
Around turns, the Kona is surprisingly composed and grippy. The steering doesn't give you much feel for the road, but on the whole this is an enjoyable little SUV to drive. The brakes bring the Kona to stop smoothly in town and provide average emergency-braking power.
Comfort
7.5/10
How comfortable is the Kona? The Kona rides a bit stiffer than competitors, and that makes this little Hyundai feel a bit busy over rough pavement. But overall it's a worthwhile trade-off to get the car's tight handling. Road noise is a bit intrusive, but that's not uncommon for the class. Overall, the Kona is pretty quiet.
The Kona's front seats are supportive and have plenty of adjustability, but they lack side bolsters for extra comfort. Our N-Line test car came with grippy cloth upholstery that looked sharp and offered decent breathability over long distances. The back seats are flat and broad but not too upright. The climate control is a simple two-knob system that doesn't require the touchscreen to operate. The seat heaters in our test vehicle worked promptly on cold mornings.
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How’s the interior? It's hard to ignore the Kona's plasticky feel, but overall the interior is very easy to live with. The buttons are grouped logically and clearly labeled, and Hyundai's infotainment interface has an intuitive menu structure. The relatively narrow roof pillars allow for good forward and side visibility. The backup camera's wide, clear picture fills in the gaps when you're reversing.
There is a suitable amount of space for the driver and front passenger. Rear headroom is decent for the class — more than enough for average-size adults — but legroom is tight, especially behind a tall driver. Fortunately, there is generous space under the front seats for the rear passengers' toes and feet. The relatively short doors can be opened wide even in tighter parking spaces, making for good access.
Technology
8.5/10
How’s the tech? The Kona is a feature-rich vehicle, with a lot of standard and available technology that all works well. We also like the N-Line trim's Harman Kardon stereo system that provides plenty of bass response and good sound quality across a lot of musical genres. The navigation system gets the job done with an easy-to-read display and useful turn-by-turn prompts. Apple CarPlay and Android Auto smartphone integration is standard, though there are few USB ports inside. Wireless charging is available.
The Kona's driver assist systems are consistently accurate, not triggering false alarms in our time with the vehicle. We were especially impressed with the optional adaptive cruise control and semi-automated drive mode (Hyundai calls it Highway Driving Assist). It's better at keeping the Kona centered in its lane than many rival systems in SUVs costing twice as much.
Storage
7.0/10
How’s the storage? The Kona really only falters in terms of utility when compared directly to class leaders. Thanks to a low liftover height and a wide load floor, the trunk is easy to use. But compared to similar SUVs such as the Chevrolet Trailblazer and Volkswagen Taos, the Kona comes up short on maximum cargo space.
You'll find lots of water bottle-size pockets in all four doors and a diminutive cellphone tray up front as well as a small center console and glovebox. So while small-item storage is decent, other small SUVs do it better. The car seat anchor points are clearly marked and close to the surface, but they're tucked between firm cushions.
Fuel Economy
7.5/10
How’s the fuel economy? The 1.6-liter Kona with all-wheel drive, which is what we tested, gets an EPA-estimated 29 mpg in combined driving. That's roughly on par with AWD-equipped competitors, but this engine provides more power than most. On our 115-mile evaluation route, our test Kona averaged a very respectable 31.1 mpg, so drivers should be able to match the EPA estimates in real-world driving. As a bonus, the Kona doesn't require premium gasoline.
Value
8.5/10
Is the Kona a good value? The Kona has a good set of features at an affordable price. Models with the turbocharged engine can get a bit pricey, but you're still getting your money's worth for sure. Everything feels robustly built, but only a few interior surfaces have been treated with soft or padded materials. The alternating surface textures and good fit and finish go a long way toward making the Kona look less bargain-basement, but there's no hiding the neverending plastic. The Mazda CX-30 sets the standard with its upscale interior.
Hyundai's 10-year/100,000-mile powertrain warranty is an industry standout, and the five-year/60,000-mile bumper-to-bumper warranty is also better than the coverage for the other vehicles in this class. Added value comes in the form of three-year/36,000-mile free maintenance.
Wildcard
7.5/10
No one will ever accuse the Hyundai Kona of being dull. A recent styling refresh has added some much-needed refinement to its appearance, while the available turbocharged engine and engaging handling make the Kona a fun standout in its class. Easy to use, easy to drive and easy to park, the Kona is a solid option for those looking for a little extra performance without commiting to a larger and more expensive hot hatch. Only an interior full of hard plastics and a smaller-than-average cargo capacity are real demerits of this funky little SUV.
Which Kona does Edmunds recommend?
We think the N Line is the way to go. The SEL with Convenience package provides strong value, but the N Line includes those features plus a turbocharged engine and other upgrades for not much more money. The turbo engine is worth the price of admission on its own.
Hyundai Kona models
The 2022 Hyundai Kona is an extra-small crossover SUV available in five trim levels: SE, SEL, N Line, Limited and N. The SE is decently equipped, while the SEL and Limited come with more convenience and luxury-oriented features. For a sportier Kona, look to the N Line or Kona N. Feature highlights for each include:
The SE and SEL models are powered by a 2.0-liter four-cylinder engine (147 horsepower, 132 lb-ft of torque) that is paired to a continuously variable automatic transmission (or CVT). The N Line and Limited use a turbocharged 1.6-liter engine (195 hp, 195 lb-ft) mated to a seven-speed dual-clutch automatic. The new Kona N is the only model driven by a turbocharged 2.0-liter engine (276 hp and 289 lb-ft, can temporarily boost to 286 hp) and an eight-speed dual-clutch. Front-wheel drive is standard, with all-wheel drive optional for all models except the Kona N.
Standard front-wheel drive or optional all-wheel drive
16-inch alloy wheels
Height-adjustable driver's seat
8-inch touchscreen
Six-speaker audio system
Wireless Apple CarPlay and Android Auto smartphone integration
Every Kona also comes with:
Forward collision mitigation (warns you of an impending collision and applies the brakes in certain scenarios)
Lane departure mitigation (warns you of a lane departure when a turn signal isn't used and can automatically steer to maintain lane position)
Lane keeping system (makes minor steering corrections to help keep the vehicle centered in its lane)
SEL The SEL adds a few safety and convenience features, including:
17-inch wheels
Remote engine start
Heated mirrors
Roof rails
Tinted rear windows
Keyless entry and ignition
HD and satellite radio
Blind-spot monitor (alerts you if a vehicle in the next lane over is in your blind spot)
Rear cross-traffic alert (warns you if a vehicle behind you is about to cross your vehicle's path while in reverse)
Unlike the SE, the SEL offers an equipment package for buyers who want more features:
Convenience package
Sunroof
Automatic climate control
Leather-wrapped steering wheel
Heated front seats
Wireless charging pad
N Line The N Line is the sport-themed trim. It starts with SEL content and adds:
Turbocharged 1.6-liter engine (195 hp, 195 lb-ft)
Seven-speed dual-clutch automatic transmission
Contents of Convenience package (minus sunroof)
Unique 18-inch wheels
Restyled bumpers and grille
10.25-inch digital instrument panel
Power-adjustable driver's seat
Upgraded cloth upholstery
The Kona N Line is also available with an options package.
Tech package
LED headlights and taillights
Sunroof
Eight-speaker Harman Kardon audio system
10.25-inch touchscreen
Navigation system
Wired-only Apple CarPlay and Android Auto compatibility
Adaptive cruise control (maintains a driver-set distance between the Hyundai and the car in front)
Limited The Limited also builds off the SEL, and like the N Line, it includes the turbocharged 1.6-liter engine and dual-clutch automatic. Also on deck are:
Convenience package
Tech package
18-inch wheels
Automatic wipers
Auto-dimming rearview mirror
Upgraded interior plastic trim
Power-adjustable driver's seat with adjustable lumbar support
Leather upholstery
Rear USB ports
Adaptive cruise control (can also react to traffic signs and set speed)
Rear parking sensors (alert you to obstacles that may not be visible behind the vehicle when parking)
N While the N Line has sporting pretensions, the Kona N is the true performance trim in the Kona lineup. It starts with Limited content and adds:
Turbocharged 2.0-liter engine (276 hp and 289 lb-ft, can temporarily boost to 286 hp)
Eight-speed dual-clutch automatic transmission
Front-wheel drive only
Tech package, minus the sunroof and adaptive cruise control
19-inch wheels with summer performance tires
Upgraded brakes
Variable sport exhaust
Electronic limited-slip differential (helps maximize available traction during hard acceleration)
The dual-clutch transmission doesn't want to get off the line with any snap. And even once you start rolling, it's still pretty leisurely until the clutch is fully engaged -- check out the rollout and the 0-30 mph times. Once you get into the full boost, which feels to be about 2,500 rpm, this little guy scoots (for the class). 7.4 seconds to 60 is pretty respectable, but with the power and the fairly quick-shifting dual-clutch, it traps at just over 91 mph! Good surge of midrange and top-end power and it doesn't really taper off at higher speeds. I like this powertrain, slow start notwithstanding. There's no launch control and the transmission did not like any pedal overlap -- it rolled away even more slowly. For a clean getaway, overlap the pedals just long enough to get the revs to climb up over 1,500 rpm and then go to full power while they're still on the rise. It's not remotely snappy, but it does pick up a couple of tenths. No traction issues and Sport mode doesn't seem to add any power. Engine doesn't sound half bad either.
Braking:
I would have liked to have seen better consistency, but I'm guessing these brakes just aren't meant to make repeated hard stops. Little wiggle from the back at first pedal smash -- the rear does like to get involved in this car. Dive is minimal, and after the rear settles a bit (I never did any steering corrections), the stops were fairly straight. Antilock braking noise is there, and a bit grindy, but the noise is fairly well isolated. Mild/moderate tire squealing but nothing panic-inducing. Pedal felt OK, very middle of the road.
Handling:
Pretty fun and kind of involved when you start pushing the speeds. Turn-in is direct, and thanks to the short wheelbase, the Kona is eager to get down to business. Front grip is a bit better than OK (probably just the tires), but when you start developing a bit of push, a light lift of the throttle gets the rear axle in the game and quickly tucks the nose back in line. More abrupt throttle lifts are enough to induce brief moments of neutrality and require some quick steering inputs to keep things balanced. It's a fun thing! All-wheel drive feels very front-biased but you can feel the rear axle powering the outside rear wheel a bit more to help it 'round. It's not dramatic but it's nice to see/feel that the rear axle isn't just along for the ride. Handling loop is more of the same. Lift throttle stuff gets the rear end to act like it's going to swing out and the Kona can be realigned a bit during short corners. Not a ton of steering feel, but it's accurate enough. Sport mode makes it just a bit too heavy for my tastes.
How do we test?
The instrumented testing at our test track is only one part of the Edmunds Rating process. Learn more
Consumer reviews
Read what other owners think about the 2022 Hyundai Kona.
I've been test driving new cars lately, anticipating a purchase in the near future. This week I drove three different Subarus, as well as the newly redesigned Honda HRV and the Hyundai Kona, including the N-Line model and an AWD SEL. I have always been pleased with Subarus and Hondas and have owned two Hondas and two Subarus. I was pleasantly surprised by how much I enjoyed driving … the Kona. I realize that the cars I drove have significant differences in size and other features, but I have to say that I found the Kona to be solid, stable, quiet (compared to its competitors) and full of value for its price. Both of the models I drove were loaded with a variety of features, including standard safety systems, leather or sport cloth seating, and in the case of the N-Line, a very peppy turbo engine. It was very fun to drive and seemed to be solid and a surprisingly roomy subcompact car. While the Kona is not a luxury car it offers options often seen on much more expensive vehicles. I'm 6 feet tall and it seemed to have plenty of leg room up front, as well as comfortable seats. I did not find the ride to be "rough or bouncy" as some others have stated. I guess you just have to try it to see if it meets your expectations. It exceeded mine and for the price point I found the Kona to be an outstanding value with a great warranty, lots of tech (but not complex) and solid build quality. It did not feel cheap, though Hyundai could do a bit more to make the base Kona contain less hard plastics. The N-Line model and the Limited version have more soft touch materials inside. I strongly suggest that you take a look. It is highly rated by Consumer Reports magazine and the car received a Best Buy award from Kelly Blue Book.
5/5 stars, FUN FUN FUN
Pete,
N 4dr SUV (2.0L 4cyl Turbo 8AM)
Perfect size to enjoy driving and an abundance of power and torque at low end to win stop light Gran Prix against almost anything. The eight speed dual clutch is so superior to that in my Mercedes CLA that Stuttgart should be ashamed. Smooth shifts, rev matching and with a no guess shift selector (hear that BMW). There are multiple adjustments for steering load, shift program, … suspension, turbo boost, a exhaust sound. All real and mix and match with multiple ways to store alternatives beyond the six built in. Red button gets you 16 sec of overboost and when selected counts down 16 to zero. Interior is pretty austere but drivers power seat has power lumbar adjustment. Blue stitching and suede inserts add some color and texture. Info/entertainment system is pretty much intuitive and has touch or steering wheel access. Lane centering is OK with gentle ping-ponging and there is no adaptive cruise control. Back seat is limited on leg room and luggage space with seat up is limited even for a small SUV. Same with fuel tank. On a trip from the Gulf to NYC I averaged about 29 mpg with max range indicated after fill up as about 300 miles. The somewhat short range and stiff ride even in the softest setting are the only meaningful shortcomings for me but the fun factor goes way beyond compensating. I leased the car from an excellent dealer about 200 miles from my home. No markup and delivery to my door two days after my first internet contact. My three local dealers are typical Hyundai-Kia indifferent to customer expectations but at least the car comes with free scheduler maintenance for as long as I have itt.
2/5 stars, Hyundai Downslide
Uncle Mike,
N 4dr SUV (2.0L 4cyl Turbo 8AM)
I owned a Hyundai Veloster non-turbo, and turbo (pre 2018 redesign). The 201 HP turbo is pretty lightweight and fairly quick, has fantastic leather seats, a much better designed interior, and enough interior padding to not be called cheap.
The discontinued Veloster N and the soon to be Kona N (for the exact same reasons) are HUGE disappointments. The entire focus is on the engine, and … at 275 HP, should in no way, shape, or form be priced higher than a 4 cyl 315 HP Mustang, v6 305 HP Challenger or 335 HP Camaro.
Demanding $ 33 to 36,000 dollars for a car with horribly cheap plastic, non-leather seats, stiff ride, useless Summer tires, and not very good MPG is LAUGHABLE. The same attributes are why the Veloster N could not sell well, and there are plenty used online.
* I drove the (hatchback wagon-not SUV) Kona N and was extremely unimpressed for all these reasons. The seats are ridiculously cheap. Hyundai put ZERO EFFORT into improving the interior. The profit built into this car's COVID ERA PRICING is outlandish and will be the downfall.
Remember. THIS IS NOT AN SUV. Auto industry writers mistakenly called it that, but you realize that in the first ten seconds standing in front of it. Spend your money on something else that won't depreciate 5 GRAND in the first year, just like the Veloster N.
1/5 stars, The Kona N is an overpriced clown car
Tom who likes sporty cars,
N 4dr SUV (2.0L 4cyl Turbo 8AM)
Based on all the reviews I read for the Kona N, and the many videos on the you-know-the-site site, I had high expectations for the Kona N. I was expecting something comparable to the VW Golf GTI in performance, but with a less cramped feeling on the inside. I watched the inventory closely and when one showed up at a local dealership in mid February (2022) I went over the next day and … took it for a test drive. My expectations were such that I had already thought through the steps for purchase. It was the white one, and even though I've never much liked white cars, I liked the look of this car a lot. And for me the size was perfect: bigger than the standard hatchback, but not as big as a compact SUV like the Sportage. I knew that the user interface for setting up the custom setting was complicated, so I read up on this beforehand. I wanted to be certain that I had the suspension setting in the softest mode, which is the "normal" mode, because one of my concerns was that the suspension would be too taught.
It would be an understatement to say that the Kona N fell short of my expectations. Still, there is a lot to like about it, including, to name just one thing, that large bright LCD display where you see the navigation map. But there were two notable things wrong with the car, that nothing else could possibly make up for.
First, the suspension was ridiculously taut. In the past I've driven some cars that were known for having too-stiff suspensions. But the Kona N's suspension was like nothing I've ever experienced before, except possibly for the go-carts I used to race many years ago. The sensation of bouncing was ever-present, except when driving on a perfectly smooth road. With any slight bump or undulation in the road surface, the Kona N felt like it was bouncing. I would swear that if there had been a camera set up to give an image of the contact between the tire under me and the road, there would have been air between the tire and the road a good portion of the time, on a road that I had never previously noticed to have any bumps at all. It was actually very weird. And this was with the suspension set to "normal", the softest setting. I double checked to make certain that the selected driving mode was Custom1, and that the suspension setting for this mode was "normal". I would not enjoy a single trip to the grocery and back in this car, and the idea of having this car for everyday driving is completely out of the question. Bouncy, bouncy, bouncy.
The other thing that I really, really did not like was that it was not the least bit quick. All of the write-ups say that the 0-60 time is in the low 5-second range, but it sure didn't feel like it to me. To me, it didn't feel like it was accelerating hard enough to do 0-60 in under 7 seconds. I don't know how to explain this, because given the claimed power and the claimed mass, it should have been able to do 0-60 in about 5 seconds. But it absolutely did not. I didn't time it, but I know what acceleration feels like in a car that does 0-60 in under 6 seconds, and this car did not feel anything like that. I did not play with the launch control, because I wasn't interested in that. But I had the engine setting set to sport+, and I had it in manual shift mode, and I watched the tachometer, and the rpm range I was using, from about 2500 rpm to about 5000 rpm, this car simply was not quick. In fact, I would call it slow. I was so surprised by this that I made several attempts to see how quickly it would accelerate, pulling away from stop lights and driving on one particular road where there is no traffic so that I could do a couple of runs to see how hard it would accelerate.
The weird thing about it was that in spite of the acceleration being a total disappointment, and in spite of there being a limited slip differential, the front wheels spun and hopped a little bit, not a lot, but a little bit about maybe half a second, each time I tried to get it to accelerate hard. This is something that I would have expected if it had accelerated as hard as I expected it to accelerate. But given that the acceleration was decidedly poor, there shouldn't have been any front wheel spin at all. The limited slip different won't intervene when both tires are losing traction in straight-line acceleration, so this didn't have anything to do with the function of the LSD. What it had mainly to do with was the stiff suspension. Under acceleration the weight of the vehicle shifts to the rear. The front end literally becomes lighter, and because it is lighter, the spring pushes the front of the chassis higher. If the front suspension stiffness is properly matched to the vehicle, the suspension will insure (mostly) that the wheels will remain in contact with the road even as the front end gets light. But this isn't what happened, and I had to think for little bit about the physics and the suspension before it dawned on me what was happening. I realized that there is only one way to explain this. When the front wheels encounter a mild bump in the road, rather than the suspension absorb the bump, the wheels and the chassis get pitched up together, and as soon as the mild bump in the road is history, there is no longer sufficient contact force between the tire and the road surface. The road I was on was a very good road, very flat and level, with no bumps that I ordinarily notice, and with a good surface. The suspension on this car is so excessively stiff that front wheels routinely lose traction when trying to accelerate, on any road surface that isn't absolutely perfect. This is a major, major flaw of this car. The suspension is way, way too stiff. And please don't anyone tell me that this is how it should be because it is a "track car". It isn't a "track car", and even if you want to think of that way, the same problem is going to be an even bigger problem on a track than it was for me on a few very good stretches of ordinary road. And it wouldn't make sense to call it a track car, because it isn't anywhere near as quick as people are claiming that it is.
The Kona N is a clown car. It isn't anywhere near as quick as it should be, and the suspension is so ridiculously stiff that it ruins any potential for performance by allowing the front wheels to spin at the drop of a hat on any road that isn't absolutely perfect. I don't understand how a manufacturer could release a car like this, although, we are talking about Hyundai. They decided to make an "N" version of the Kona, like they did with the Veloster. They rushed into it and they screwed it up. It is a good-looking subcompact SUV with a lot of things going for it but ruined by some problem with engine performance and by a suspension that is way, way, way stiffer than it should be. Maybe in another year or two they'll figure out what is wrong with the engine and will change the suspension. I won't hold my breath.
MARK TAKAHASHI: Subcompact or extra small SUVs are rapidly gaining popularity among shoppers, and it makes perfect sense. Most drivers aren't willing to give up the elevated ride height and greater view of the road once they've experienced driving one. But not everyone needs something as big as a Suburban or even a CRV.
The newer class of pint-sized SUVs benefit from a sedan-sized footprint that makes them easy to maneuver and park while also returning strong fuel economy. They also provide a much bigger and more flexible cargo area than the typical sedan. They're not the best choice for growing families, but they're great for almost everyone else, from first-time drivers to empty-nesters.
Before we tear through the list, do us a favor. Hit like and subscribe below and head over to edmunds.com/sellmycar to get a cash offer on your vehicle. Here then are the best subcompact crossover SUVs that have made it through Edmunds' exhaustive evaluations that include track testing and real-world driving. Whether you're looking for something basic or luxurious, we've got you covered.
We're starting with the best here. As we're filming this in July, 2021, we rank the Chevy Trailblazer as the best subcompact crossover. Like any of the vehicles in this class, it's easy to drive and packed with features.
The Trailblazer further distinguishes itself with sharp Camero-like styling and positively spacious rear seats. It's not particularly quick, even with a more powerful 1.3-liter engine upgrade. Handling is pretty far from what we consider inspiring, too. But then again, most shoppers aren't really looking for something sporty in this segment. For them, the Trailblazer would be more than adequate. This new Trailblazer easily exceeded expectations, and we're confident you'll be just as pleasantly surprised by how good it is.
In a very close second place is the Mazda CX-30. Not only does it stand out from the rest with its sleek style, but it continues to impress with an interior that rivals some luxury brands. What's better, it's way more fun to drive. The base engine gets the CX-30 to 60 miles an hour in nine seconds, which is a little quicker than average, while the new turbo-charge option gets you there in only 6.4 seconds.
That makes it the quickest in the class. It's also a Mazda, which means it handles the curves better than rivals, yet the ride quality remains calm and comfortable. Drawbacks are few, forgiveable, and includes some big blind spots and below-average fuel economy.
Frankly, it's been a while since Buick has been in a best of list. But it's good to see them back with the Encore GX. Considering it's related to the top Chevy Trailblazer, it makes perfect sense.
It's in a numerical tie with the Mazda, bolstered by similar levels of sporty handling, ride comfort, and appealing style. It further benefits from a slightly larger cargo space, but it's held back by its loud engine, noticeable road noise, and thick roof pillars that make it hard to see out the back. It can also be a little more expensive than others in this class.
The Hyundai Kona is right in there with an equally impressive Edmunds' rating score. Like the CX-30, it has a punchy turbo engine option, and it's perfectly at home on a twisty mountain road. As with most Hyundais, the Kona earns more points for value as you get a lot of features for the money as well as the longest warranty coverage in the industry. It's pretty likely that the Kona could meet or beat the Mazda with a stronger base engine and smoother shifts in the turbo's transmission. It also gets knocked for the abundance of hard plastics inside and smaller rear passenger and cargo space.
And finally the Subaru Crosstrek isn't easy. Is it a wagon, a hatchback, a subcompact crossover? Whatever you call it, it's in a three-way tie for second place with the Buick and Hyundai. The Crosstrek sets itself apart from the rest with taller ground clearance and standard all-wheel drive, giving it greater abilities off-road or in nasty weather.
We also like it for its spacious rear seats and comfortable ride. The base engine is pretty weak, but a new larger and more powerful 182-horsepower engine in the top trends should solve that. There's quite a bit of body roll when taking turns, though, and the cargo capacity is on the small side.
Let's say you're looking for something a little nicer than the very fine Mazda. That's where we get into the luxury class of subcompacts. They offer all the same driving and convenience advantages of previous picks but step it up with more refined interiors, newer tech, and added prestige, for a price, of course.
The GLB class is relatively new on the scene, but it made a big impact. It debuted as our top pick in the subcompact luxury SUV class, due in no small part to its spacious interior, decent performance, and high levels of comfort. It's also packed with tech, including the praiseworthy MBUX infotainment system.
We also like the GLB for its rugged boxy shape that reminds us of the big G-class that resides on the other side of the pricing scale. I like to call it the lower case g-wagon. It is still a Mercedes, though, which means the price can easily spiral out of control when you start adding options. The standard GLB-250 is very competent but isn't all that exciting to drive. The good news is there's an AMG version with 302 horsepower that should easily correct that.
If you're seeking a sporty counterpart to the competent GLB without spending another $10,000 for the AMG version, perhaps you should check out the BMW X1. On paper, the X1's 27.1-cubic-foot cargo capacity beats the GLB by about five cubic feet. But that includes the underfloor area that is usually where the spare tire is. With more realistic above-floor usage, the GLB pulls ahead thanks to its boxy shape that can accept bulkier objects.
The X1's sporty handling will keep spirited drivers happy on a twisty mountain pass and the potent turbocharged engine has more than enough power. It'll reach 60 miles an hour in 6.4 seconds, which is only 1/10 ahead of the GLB, but the BMW's sharper responses make it feel quicker. The drawback to that sporty handling is a stiffer ride quality.
Remember the first-generation Mercedes GLA that debuted back in 2015? Well, forget about that one because it was terrible. This new one is great, though. Why? Because it's pretty much the same as a class-leading GLB.
But instead of a boxy throwback silhouette, it has a sleeker, tapered body. That shape results in reduced rear headroom and quite a bit less cargo space, about 1/3 less than the GLB actually. With only 15.4 cubic feet, that capacity is about what we expect from smaller sedans. Otherwise, the GLA delivers the same experience as the GLB, with decent performance, high scores for comfort, a great infotainment system, and a powerful AMG variant with an overly stiff suspension. If boxy isn't your thing, the GLA might be a good compromise.
Rounding out the German luxury trinity is the Audi Q3, which like the others is loaded with all the latest tech and features a refined interior. It's not terribly fun to drive, though, as it takes 7.8 seconds to reach 60 miles an hour, making it one of the slower picks in the class. On top of that, it also misses the mark slightly when it comes to fuel economy. The responsive steering and composed handling allow the Q3 to handle curves with confidence. But if you're hoping for something sporty, let's stick with the BMW X1.
Closing out the luxury subcompacts is one of my favorites, the Volvo XC40. This funky futuristic alternative is big on design and clever features. And since it's a Volvo, safety plays a key role.
I'm particularly a fan of the many storage solutions the designers built into the XC40. There's a hook that flips out from the glove box to hold bags, a handy little waste bin in the center console, and one of the most versatile cargo areas around. It could use some suspension tweaks to improve handling, though, and the infotainment system isn't nearly as intuitive as the ones found in its German rivals.
Well, that's it for our current list of the best subcompact crossover SUVs. During the course of the year, these rankings may change with the introduction of newer models. So remember to check out edmunds.com for all the latest news, reviews, and information. Thanks for watching and don't forget to hit the like and subscribe buttons below.
Top Subcompact SUVs for 2021-2022 | Extra-Small & Easy to Drive – What's Not to Like?
NOTE: This video is about the 2021 Hyundai Kona, but since the 2022 Hyundai Kona is part of the same generation, our earlier analysis still applies.
Subcompact SUVs have been gaining in popularity over the last few years. For people who don't need or want the space of a midsize SUV or for those who just want to save a few bucks, a subcompact SUV is a smart and economical choice. These extra-small SUVs maintain that elevated ride… height and utility of their larger counterparts, but their smaller size means easier parking and better gas mileage. What's not to like? In this video, Mark Takahashi runs down our choices for the best subcompact SUVs for 2021-2022. From the Subaru Crosstrek, the new Chevy Trailblazer and Hyundai Kona to the more luxurious BMW X1, Audi Q3 and Volvo XC40, Mark gives a breakdown of each pint-sized SUV. What do we like and dislike about each? What should you know about them? How do they rank in each category? Mark explains all. So whether you're a first-time driver, you have a small family or you're just looking for something fun to drive, we've got you covered in this video of the 2021 Top Subcompact SUVs.
The Hyundai Ioniq is a compact hatchback that comes as a hybrid, plug-in hybrid or fully electric vehicle. The Ioniq Hybrid is the least expensive configuration, and it offers much better fuel economy than the Kona. However, the Kona is a bit more pleasant to drive every day, giving the small crossover the nudge in a direct comparison.
The new Volkswagen Taos takes the blocky styling of the Atlas three-row SUV and matches it to a pint-sized crossover perfect for maneuvering around crowded urban areas. The Taos is comfortable, roomy and loaded with tech features. Its standard turbocharged engine is also surprisingly quick. Though we like the Kona, the Taos is the superior choice.
Mazda's CX-30 isn't as spacious as the Kona, and the CX-30's starting price is a bit higher. However, Mazda blesses its smallest SUV with a world-class interior that wouldn't look out of place in a BMW or Audi. It's also fun to drive, especially if you opt for the turbocharged engine. Which of these vehicles you prefer really comes down to what you expect from a subcompact crossover.
Warns if a front collision is imminent and applies the brakes if the driver doesn't react in time.
Driver Attention Warning
Uses sensors to determine if the driver is becoming fatigued, then triggers an alert with a suggestion to stop for a rest.
Blind-Spot Collision Warning
Alerts the driver if another vehicle is lurking in or approaching the blind spot. If the turn signal is activated in that direction, a warning is triggered
NHTSA Overall Rating 5 out of 5 stars
The National Highway Transportation Safety Administration offers independent analysis.
The 2022 Hyundai Kona is a subcompact SUV that offers a lot for its accessible price. For the 2022 model year, the Kona receives its first major makeover since its 2018 debut. From the outside, it's sharper and sleeker than its predecessors, and a new N Line trim adds a distinctly sporty look. The interior changes are more subtle, with a reworked center stack (where the dashboard meets the center console) and new materials and ambient lighting.
Changes to the core lineup are all well and good — after all, those enhancements are what the majority of buyers will enjoy. But what if you want better performance to go along with the sportier look? During a short first-drive experience, we were able to get behind the wheel of the new high-performance Kona N, and it was seriously impressive. Ultra-swift changes in direction, a highly strung turbocharged engine and excellent overall handling had us wanting much, much more. In an automotive world where hot hatches are slowly disappearing, Hyundai may have a seriously hot commodity on its hands.
What's under the Kona's hood?
The base Kona trims continue to come with a 2.0-liter four-cylinder engine with 147 horsepower. The Kona Limited trim and the new N Line use a turbocharged 1.6-liter four-cylinder engine. Power is up from 175 hp last year to 195 hp for 2022. This engine is paired to a quick-shifting seven-speed dual-clutch automatic and helps the Kona be one of the quickest extra-small crossover SUVs.
The all-new Kona N promises performance that is even more exhilarating, courtesy of a turbocharged 2.0-liter four-cylinder engine that cranks out 276 hp and 289 lb-ft of torque. Press the button for the N Grin Shift driving mode, and power rises to 286 hp for a short period of time. Further equipped to an eight-speed dual-clutch transmission and an electronic limited-slip differential, the Kona N can accelerate from 0 to 62 mph in just 5.5 seconds using the included launch control mode, Hyundai says.
How's the Kona's interior?
The Kona will accommodate four adults without occupants feeling cramped. There's respectable headroom front and back. And while legroom is at a premium behind a tall driver, the generous amount of toe room underneath the front seats helps you make the most of it. There is a preponderance of hard plastics throughout the cabin, which can give the Kona a downmarket vibe.
Both the N Line and Kona N combat the plasticky feel with interior upgrades. The N Line dresses up the interior with red stitching on the seats, steering wheel and shifter and red trim on the air vents. Those accents are pastel blue in the Kona N, which also benefits from grippy sport front seats designed to keep you in place during hard cornering.
How's the Kona's tech?
For 2022, a larger 8-inch touchscreen comes standard as does wireless connectivity for Apple CarPlay and Android Auto smartphone integration. Other technology upgrades for the new model year include an available digital instrument panel and a larger 10.25-inch infotainment screen and additional connectivity features for the Hyundai Blue Link system. Advanced safety and driver assistant features have also been updated, with the most notable being adaptive cruise control that can bring the Kona to a complete stop, lane keeping assist and rear automatic braking.
Edmunds says
The Hyundai Kona remains one of the best subcompact SUVs on sale today. The new N Line appearance trim and sporty Kona N bolster its already impressive performance attributes. Check back in the coming months for additional Kona coverage and Edmunds' in-depth testing.
The Hyundai Kona is a subcompact SUV that offers a lot for its accessible price. For the 2022 model year, the Kona receives its first major makeover since its 2018 debut. From the outside, it's sharper and sleeker than its predecessors, and a new N Line trim adds a distinctly sporty look but no performance-related enhancements. Interior changes are more subtle, with a reworked center stack (where the dashboard meets the center console) and new materials and ambient lighting.
For 2022, a larger 8-inch touchscreen comes standard as do wireless versions of Apple CarPlay and Android Auto. Other technology upgrades for the new model year include an available digital instrument panel and larger 10.25-inch infotainment screen and additional connectivity features for the Blue Link system. Advanced safety and driver assistant features have also been updated, with adaptive cruise control that can bring the Kona to a complete stop, lane keeping assist, and rear automatic braking being the most notable. A retuned suspension further promises a smoother and more comfortable ride.
FAQ
Is the Hyundai Kona a good car?
The Edmunds experts tested the 2022 Kona both on the road and at the track, giving it a 7.9 out of 10. What about cargo capacity? When you're thinking about carrying stuff in your new car, keep in mind that the Kona has 19.2 cubic feet of trunk space. And then there's safety and reliability. Edmunds has all the latest NHTSA and IIHS crash-test scores, plus industry-leading expert and consumer reviews to help you understand what it's like to own and maintain a Hyundai Kona. Learn more
What's new in the 2022 Hyundai Kona?
According to Edmunds’ car experts, here’s what’s new for the 2022 Hyundai Kona:
Standard Kona lineup features a restyled exterior, added power for the turbocharged engine and a sport-themed N Line trim
New Kona N debuts with 276 horsepower
Revised trim level lineup and new features
Part of the first Kona generation introduced for 2018
To determine whether the Hyundai Kona is reliable, read Edmunds' authentic consumer reviews, which come from real owners and reveal what it's like to live with the Kona. Look for specific complaints that keep popping up in the reviews, and be sure to compare the Kona's average consumer rating to that of competing vehicles. Learn more
Is the 2022 Hyundai Kona a good car?
There's a lot to consider if you're wondering whether the 2022 Hyundai Kona is a good car. Edmunds' expert testing team reviewed the 2022 Kona and gave it a 7.9 out of 10. Safety scores, fuel economy, cargo capacity and feature availability should all be factors in determining whether the 2022 Kona is a good car for you. Learn more
How much should I pay for a 2022 Hyundai Kona?
The least-expensive 2022 Hyundai Kona is the 2022 Hyundai Kona N 4dr SUV (2.0L 4cyl Turbo 8AM). Including destination charge, it arrives with a Manufacturer's Suggested Retail Price (MSRP) of about $34,200.
Other versions include:
N 4dr SUV (2.0L 4cyl Turbo 8AM) which starts at $34,200
If you're interested in the Hyundai Kona, the next question is, which Kona model is right for you? Kona variants include N 4dr SUV (2.0L 4cyl Turbo 8AM). For a full list of Kona models, check out Edmunds’ Features & Specs page. Learn more