A production version of the Toyota FT-Se sports car will reportedly become the brand’s first electric model to be available with a manual transmission.
Japanese car giant Toyota is one step closer to putting its manual transmission for electric cars into production, according to overseas reports.
Revealed during last week’s Tokyo motor show, the Toyota FT-Se features similar proportions to the mid-engined petrol MR2 of the 1980s and 1990s – and is expected to go into production from 2026.
Toyota’s FT-Se concept
As previously reported, it is likely the production version of the FT-Se will be based on Toyota’s next-generation electric-car platform, which Autocar reports is being prepared to work with the manual transmission.
According to the publication, the road-going Toyota FT-Se would likely borrow its clutch pedal and gear shifter assembly from the GR86 sports car, though the actual transmission would be electronically controlled without any physical connections.
Toyota Chairman Akio Toyoda – an amateur racer in his spare time – has previously said he is involved with the electric sports car project, which is being developed by the Japanese auto giant’s in-house performance skunkworks, Gazoo Racing.
“The starting point is not what powertrain the car has, but how fun it is to drive regardless of that powertrain,” Mr Toyoda told Autocar earlier this year.
“I actually had the opportunity to test drive a [battery-electric] GR we are working on recently. I don’t know if that car will make it onto the market yet, but the first priority of making these kinds of cars is that they need to be fun to drive, no matter what powertrain they use.”
Earlier this month, an unsubstantiated report by Japanese magazine Best Car – citing a reliable source – claimed Toyota will bring back the MR2 nameplate in 2026 for a petrol-powered sports car.
However, the FT-Se’s production timing could lead to the electric sports car adopting the MR2 name, either alongside the petrol model or as a battery-only coupe.
Ute buyers are in Isuzu’s crosshairs, as the company’s local arm prepares to launch its new-generation car-licence truck – with an electric model to follow.
Isuzu Trucks has used the Tokyo motor show to debut its new-generation light commercial vehicle – with the promise of an electric version coming to Australia within the next two years.
The new ‘N Series’ truck – which can be driven on a standard car licence – is the first generational change in the line-up since 2007, and brings a number of features normally associated with passenger cars and dual-cab utes.
Isuzu Trucks Australia admitted in a presentation to media the company was actively going after ute customers – targeting approximately 100 to 150 buyers each month who would typically buy a Toyota HiLux, Ford Ranger, or similar.
The company says many drivers – and company fleet managers – are unaware their vehicles are often overloaded with tools and trailers beyond safe and legal limits, and they should instead be upgrading to more capable and heavy-duty trucks.
Expected to help bolster interest is a new lower and narrower truck body – named the NKR – which will allow owners to park their vehicles in underground car parks and home garages, while also having a width of just 1695mm.
Drive understands Isuzu had no intention of offering the body in Australia, but an electric concept at the Brisbane truck show earlier this year fitted with the smaller cabin stirred up considerable public interest, prompting its introduction to the market.
Safety is one of the most important upgrades coming with new-generation N Series – badged as the Elf in Japan – featuring technology including lane-keep assist, radar cruise control, intelligent speed assistance with speed-sign recognition, driver monitoring system, adaptive driving beam, and emergency driving stop system – the last of which will bring the truck to a complete stop if it detects the driver has fallen asleep or is incapacitated in some way.
Those are on top of the features of the current model, which include advanced emergency braking with pedestrian and cyclist recognition, electronic stability control, lane departure warning, distance warning system, traffic movement warning, ABS, traction control, hill-start assist, customisable speed limiter, and dual airbags.
Along with a new but familiar exterior look – thanks to daytime-running LED lights and blacked-out headlights – inside the truck gets a new, smaller steering-wheel with infotainment and cruise-control buttons, an electronic parking brake, and all-new heating and air-conditioning controllers.
The 4.2-inch colour multi-information display located between the two main gauges on the current model is increasing to seven inches, though there’s no word yet on whether the 10.1-inch infotainment screen will carry over.
Perhaps most importantly for the N Series is a new automatic nine-speed dual-clutch gearbox, which the company says delivers a smoother ride and improved fuel-consumption – replacing the slow and much-criticised automated manual six-speed transmission in the outgoing N Series.
The familiar 3.0-litre ‘4J71’ turbo-diesel four-cylinder – which is derived from the same engine family that powers the Isuzu Ute D-Max and MU-X – will also power the new N Series range with 110kW/375Nm.
Overseas model shown.
However, a new higher-power version with up to 129kW and 430Nm will be made available, while a larger 140kW/513Nm engine can also be borrowed from the medium-sized F Series truck for certain N Series models.
But it’s the truck’s new chassis – designed to accommodate a diesel engine, petrol engine (for some overseas markets), an electric motor, or a hydrogen fuel-cell set-up – which the company expects will help steal sales across from traditional ute owners.
The modular platform will allow more customisation for buyers, depending on their needs.
Isuzu says customer trials of the electric N Series will begin in 2024, before the model goes on sale to the public – though there’s no word yet on a hydrogen fuel-cell model at this stage.
The 370Nm electric motor is powered by 20kWh battery packs that replace the diesel tanks mounted to the chassis ahead of the rear wheels, with car-licence drivers able to choose 40kWh or 60kWh options.
While driving range has yet to be confirmed, a five-battery 100kWh option (for truck-licence holders) is expected to offer approximately 200 kilometres.
At the Japan Mobility Show this month, Isuzu showed off an automated battery-swapping machine which works in a matter of minutes – however the company hasn’t confirmed whether this technology will be rolled out to dealerships in the future.
In an industry-wide study of 1000 key stakeholders in the Australian truck and transportation industry – due to be released in 2024 – Isuzu Trucks Australia revealed 91 per cent said they would be moving to a ‘Zero Emission Strategy’ within the next 10 years.
The 2024 Isuzu N Series is expected to launch in Australia in the next 12 months, with initial customer trials of the electric version to begin next year.
Footage of a diesel generator running electric-car chargers in the Australian Outback has sparked outrage, but there’s more to the story.
A video of a diesel generator being used to power electric-car chargers has gone viral on social media, but the motoring association behind the chargers insists it’s merely a “backup” solution for the remote solar-powered site.
Footage of the diesel generator running at an NRMA electric charging site in Elrdunda in the Northern Territory was shared to Instagram on 27 October 2023, where it has since received 3.3 million views.
“Look, it’s an electric charger for an electric car – and right there, that is a diesel-powered generator, to run your electric charging point for your car,” the man filming the video can be heard saying.
“That generator runs 24 hours of the day, seven days a week, we’re saving the planet! Does it make a lot of sense to you? Because it doesn’t make a lot of sense to me.”
However, a spokesperson for the National Roads and Motorists’ Association (NRMA) told Drive the site is part of a trial of “unique charging solutions” in remote parts of Australia, and the generator was being briefly tested when the video was filmed.
“It’s a trial for what we might be using in the most regional parts of Australia, in towns not connected to the grid, or between towns, and the generator is a backup diesel generator they were just testing to see that it worked,” the spokesperson said.
“There are solar panels there and battery banks installed that the solar panels will charge, but there is a diesel backup generator because you don’t want somebody stuck in the middle of nowhere.”
The testing was being conducted as part of the 2023 World Solar Challenge, which saw teams of university students travel 3000km across the Outback in self-made solar-powered vehicles.
The off-grid charging trial began in September 2023, with the NRMA sharing a media release claiming it is an “Australian-first [electric vehicle] fast-charging prototype”.
The prototype site features two 75kW chargers, four charging bays and a number of battery banks – plus the backup generator for “enhanced reliability”.
In a release detailing the trial, the NRMA explained: “This backup diesel-powered generator automatically switches on when the solar panels aren’t producing enough power and battery levels are low, typically after several overcast days.
“During the trial, the backup generator may be used when vehicles are not charging as NRMA determines usage cases. NRMA is also considering the use of biodiesel at the site if distribution can be viably pinned down.”
If the trial is successful, this “hybrid” charging solution will be deployed along remote routes such as the Stuart Highway, which runs between the Northern Territory and South Australia, and the Eyre Highway which links Western Australia and South Australia.
The NRMA is currently working with the Federal Government to establish a National Highway of electric vehicle charging consisting of 117 fast-charging sites around Australia.
The project has received almost $100 million in Government funding and will have a “focus on regional communities”.
While the NRMA’s electric car charging network has been free to use since 2017, the motoring body recently announced it would be introducing payment at its charging sites.
As of September 2023, NRMA fast-charging sites will cost between 54c/kW for chargers up to 150kW, up to 59c/kW for sites above 175kW. NRMA members will receive a 10 per cent discount.
Ignore the marketing material and stylish ads, here are the car features that will truly improve your parenting experience.
Becoming a parent is unbelievably overwhelming – the emotions, the highs and lows, the awe-inspiring sense of wonder and earth-shattering sense of responsibility. And that’s before you even consider all the equipment you need.
As any new parent will know, everyone is trying to sell you something for ‘the sake of your child’, but some ‘essentials’ are more essential than others.
Unfortunately, in your exhausted, distracted state, it’s easy to be tricked into thinking you need things you don’t.
If you’re in the fortunate position to be shopping for a new family car, you’ll likely be feeling confused as you read over model brochures and specification sheets, wondering whether going without dual-zone climate control makes you a bad parent.
I know, because three years ago I was in the same position. Since then, I’ve learned a lot of kid-specific car knowledge I wish I knew earlier.
I was told leather seats are easier to clean – but my car’s fabric seats have proven perfectly fine. I was told I needed to pay a professional to fit my child’s car seat – but with a bit of research, I’ve figured out how to do it myself in a matter of minutes.
I was also told to “sleep when the baby sleeps”, but I won’t go into how I feel about that particular piece of advice.
To help other parents wading through jargon and ‘must-have’ lists, I thought I’d spell out the new-car features I have found properly useful so far.
These are things over and above the obvious features like car seats, airbags and autonomous emergency braking – all of which are definitely important.
Of course, everyone is different, so take whatever you like from my advice and ignore the rest. You’ve got this.
Sun blinds
Nothing can prepare you for the panic you’ll feel when the sun’s glare hits your precious child’s face and they scream like they’ve just been plunged into the fires of Hell.
Car sun blinds are an essential in Australian summers – but it’s not a one-size-fits-all solution. I’m a fan of these cheap and cheerful Maxi Cosi ones because they stretch big enough to cover the windows on a large SUV, but I’ve also heard good things about the custom-sized blinds from Snap Shades – they’re just fairly pricey.
Keep in mind you’ll want to get some that allow you to raise and lower the windows if needed.
Helpfully, plenty of car brands are now selling models already equipped with inbuilt sun shades – although they tend to be found on higher model grades.
Cars that offer inbuilt sun blinds in the back seat include: the Nissan X-Trail, Skoda Kodiaq, Mazda CX-9 and Toyota Kluger, to name a few.
The inbuilt sun blinds in the high-spec Nissan X-Trail models will save you shopping for aftermarket versions that might not fit properly.
Petrol apps
Picture this: your child is finally asleep, blissfully unaware of the horrors of the world. But alas, your fuel light is on and you’re running out of petrol.
Once you’ve filled up, you can’t leave your little one in the car while you go to pay, so you have to wake them up and carry them into the fluorescent lights of the petrol station. A rude awakening.
Rather than having to go through the rigmarole of taking them in and out of the car seat, invest in a petrol app that allows you to make a contactless payment from the comfort of your car. Ampol has one, BP has one and Shell has one as well. You’re welcome.
A car seat mirror
No one warns you that for the first year (or more) of your child’s life, they’ll be rear-facing in their child seat or capsule. As a result, you can’t see them from the driver’s seat, which is incredibly unnerving.
On long drives, you’ll want to be able to see whether they’re awake, asleep, tired, hungry or upset without pulling over.
Thankfully, baby stores sell mirrors you can fix to the back of the front-row headrests so you can keep eyes on your child and the road.
This is what they look like. If money is tight, you can also make your own version using a shaving or cosmetic mirror and some tape, ribbons or ratchet straps.
Car seat mirrors usually attach to the headrests in the back seat to give you a clear view of your child in the front seat.
Air vents (and air conditioning that works)
If you have a child, you’re likely spend 80 per cent of your life worrying about the temperature. Living in Australia, where the summers can be scorching and the winters can be brutal, you’re constantly fretting that your child is too hot or too cold.
This temperature anxiety extends to the car, where kids can often be found sweating or shivering.
Given little ones are often facing towards the rear of the car, good air circulation can be hard to achieve. If you’re buying a three-row car, I’d suggest checking there are some roof-mounted and/or side-mounted, air vents for third-row occupants so they don’t overheat.
If you’re buying a two-row car, ensure the climate control is effective enough to quickly heat or cool your car on extreme days and keep your little one comfortable. Vents located on the roof or side pillars of the car tend to make this easier and faster to achieve.
Bonus points if your car be heated or cooled remotely via app connectivity. This means you can start the climate-control system up from inside the house, then bundle your kids straight from the living room into a lovely warm – or cool – vehicle.
Car brands that offer remote climate control functionality via an app include Ford, Volvo, Tesla, BMW and Kia.
Kia has an app that allows you to remotely manage the temperature of your car’s climate-control system.
A proper boot
I’m a staunch minimalist – but when I had my son, this flew out the window. Particularly when it came to my car.
I had grand plans to keep my mum kit streamlined, but before I knew it I was ferrying around a portable cot, pram, picnic blanket, nappy bag, supermarket shopping bags and change mat at all times.
Prams these days aren’t small, so you’d be hard-pressed to fit the whole thing into the boot of a sedan or small hatch.
I also found myself using my car’s boot as a changing station when my son had a nappy incident while out and about.
You can certainly parent successfully without a big boot, but it will make your life just that little bit harder.
If you don’t have room for a large car, don’t fret – there are actually plenty of small SUVs with big boots available (see them all here), plus wagons and hatchbacks with the ability to easily and quickly fold the rear seats will also offer plenty of cargo space.
An actual photo of the most organised my car boot has EVER been.
A spare car key
No matter how vigilant you are, it’s likely your child will at some point figure out how to lock themselves in the car with the keys.
That’s why it pays to have a second set of keys stored in your house, handbag, or with a trusted family member who can rush to the scene.
You may never need to use them, but the peace of mind is priceless.
For more tips on what to do if your kid locks themselves in the car, head here.
Storage options
To my earlier point, even if you don’t currently use your car’s map pockets, drink bottle holders, cupholders and storage trays – you soon will.
Make sure your car has plenty of places to store things like snacks, baby wipes, drink bottles and nappies.
Lots of pockets for all your gear will come in handy.
Child seat tether points
This might sound really obvious, but if you’re new to parent life, it’s not necessarily assumed knowledge.
While having ISOFIX in your car is helpful, it’s not essential. If you need to fit one or more child seats, you’ll need to make sure you’re using your car’s ‘top-tether anchorage points’. You can see a photo of what they look like below.
Under the Australian Design Rules, passenger vehicles are required to have top-tether anchorage points fitted to three rear seating positions.
However, ADRs do not require light commercial vehicles like dual-cab utes to fit top-tether anchorage points – although many manufacturers of popular dual-cab ute models are choosing to at least provide two top-tether anchorage points in the second row.
Even in older cars or commercial vehicles without a top-tether, Australian law requires one to be retrofitted when a child seat is being used.
Whether you install your child’s car seat using ISOFIX points or the seatbelt, you’ll need to secure the top strap to the top-tether point.
“In terms of the anchor points and tether straps, we see a huge range of misuse,” Christine Erskine, Executive Officer at KidSafe NSW, told Drive.
“People don’t attach the top-tether strap to the anchor, or they will attach it to a cargo clip [in the boot] rather than the anchor clip.”
Kathy Taylor, child car restraint manager at KidSafe Victoria, added that, in her experience, top-tether straps are often “not used at all”.
This is what a top-tether anchorage looks like – make sure you use it!
… and the nice-to-have features
Then there are the features that won’t necessarily change your life, but could certainly prove useful if you can afford them.
Wireless Apple CarPlay or Android Auto: When you’re carrying a million different things, finding your phone and a corresponding USB cable in your bag can feel impossible. I love wireless CarPlay because it means I can lose my phone in my handbag and still access music, maps and phone contacts through my car’s infotainment screen without having to dig it out.
An aftermarket phone or tablet holder: On long car trips, your kids will likely want to watch TV or movies on your smartphone or tablet. To avoid giving them access to your phone (where they might accidentally call your boss), attach an aftermarket phone or tablet holder to the back of the front seats so it’s like a mini cinema for your kids. Skoda sells one as part of its genuine accessories, but you can find them on Amazon, Kogan and even Kmart.
A smartphone or tablet holder attaches to the back of the front seats and makes long road trips bearable. Image: Skoda
Keyless entry: If your car key is buried at the bottom of a nappy bag, keyless entry means you can still lock and unlock your car. Genius.
Wide-opening doors: If you’re regularly taking small children in and out of child seats, you’ll likely crave better ingress or egress to your car’s back seat. The doors on the Nissan X-Trail and Nissan Qashqai open up to almost 90 degrees, providing plenty of space for you to load and unload your family without obstructions.
Mutable or customisable engine noises: A loud exhaust note isn’t exactly your best friend during nap time. Cars like the Skoda Kodiaq RS offer the ability to turn engine noises on or off, while electric cars like the Hyundai Ioniq 5 N allow you to customise your car’s sound effects. Clever!
Tilt and slide seats: If you’re buying a three-row car, having easy access to the third row is paramount. Cars like the Hyundai Santa Fe allow you to tilt the middle row forward, rather than folding it, so you can still access the third row while keeping your child seat installed.
A US man has discovered why it’s important to make sure any do-it-yourself car modifications don’t resemble explosives.
A Lexus owner in the US has been released without charge by Tennessee police officers after causing a two-hour-long bomb scare – due to his car’s homemade ‘dent protectors’ which onlookers believed were explosive devices.
In a post uploaded to social media platform Facebook, the Murfreesboro Police Department detailed the ordeal which led to local, state and federal law enforcement agencies descending on an unsuspecting owner’s Lexus IS.
On Tuesday 24 October, police received calls of a car with suspicious-looking round pipes, wires and duct-tape mounted to its passenger side doors.
Fearing the devices were a pair of homemade bombs, the nearby shopping centre was evacuated while a school was placed into lock-down as Murfreesboro Police Department, Tennessee Highway Patrol, and members of the Bureau of Alcohol, Tobacco, Firearms and Explosives agency investigated the scene.
According to police, the contact details for the car’s owner were obtained and he was contacted – only for police to find he was among the shoppers who had been evacuated, unaware his Lexus was believed to be carrying explosives.
After telling the police the devices were nothing more than door protectors which he had made to stop the car being scratched and scraped in car parks, the Tennessee Highway Patrol Special Operations Unit further examined the car and gave the all-clear.
Because the owner did not intend to cause any harm, he was released without charge by the police – though he may want to consider buying a purpose-made door protector to prevent the situation from occurring again.
Car dealers have a specific formula for appraising a car someone wants to trade in. We find out what you can expect.
Ever wondered how car dealers determine the value of your car when you’re trading it in?
We wanted to understand the process, and quickly discovered that determining the best price to offer a seller as a trade-in is much more science than art.
The availability of online research has made the process of valuing your car far more complex than simply publishing a few photos and words about your pride and joy, said CJ Jayasinghe, chief executive officer of major Western Australian used car dealership, Westside Auto Wholesale.
Mr Jayasinghe explained that buyers are more well-versed on cars than ever before and, to be competitive in the market, car dealers access a huge amount of data points to be able to determine the current value of a car.
For Westside Auto Wholesale, being yard-ready means making a used car look and feel like new.
What’s the trade-in value for my car?
When determining the trade-in value of your car, the dealer wants to know just how much demand there is for the make and model of the car you’re selling.
“We want to know if the characteristics of the vehicle are on par, better or worse than its competitors on the market,” he told Drive.
“We also look at how many of this particular model are selling, and even which colours move the fastest.”
Car dealers are also able to refine the data from national to state-specific data to give a clear picture of the worth of a vehicle based on location.
Other considerations include:
How many of those cars from the same model-year and with the same specifications are currently advertised online?
What is the average odometer reading on those advertised cars?
What is the average price of those advertised cars?
How many days’ supply exists?
On average, how many days is a listing online before selling?
How many opportunities to sell will the car attract?
The other factors taken into account when pricing a used car are reconditioning spending and statutory warranty.
“When valuing a vehicle, any damage or defects need to be taken into account,” Mr Jayasinghe said.
For example, Mr Jayasinghe said if the alloy wheels are scratched, it could cost roughly $250 per rim to fix. And if the windscreen has a crack, a new one will cost another $1000.
Statutory warranty also needs to be offered on used vehicles, which needs to be factored into the price. For example, some cars commonly leak oil or might have transmission issues. The dealership is liable for these costs, whereas a private seller is not, he explained.
“All these things are taken into account, where the potential seller may not be aware of the costs to get the car yard-ready and saleable.”
And while you might get less money for your car than selling privately, the benefit of selling to a dealer is that they sort all the formalities.
“The good thing is the dealer handles all the paperwork. When selling privately, the two buyers need to trust each other that the paperwork, ownership and funds transfer are done currently and quickly,” he explained.
“You also need to be comfortable about sharing contact details and organising a safe place to meet someone if you have communicated with them via email or text.”
A novice driver will lose their car for at least six months and is charged with a range of road penalties after being caught recklessly speeding and avoiding police along a Tassie highway.
A heavy-footed Tasmanian P-Plate driver has been caught driving their vehicle at 185km/h in a 110km/h zone.
According to a report in The Mercury newspaper, Tasmania Police clocked the novice driver excessively speeding along the Midlands Highway.
When authorities attempted to stop the suspected offender, the young motorist allegedly ignored the warnings and tried to evade police.
The 17-year-old teenager will face charges relating to hooning, exceeding the speed limit by 75km/h, aggravated police evasion, and negligent driving – with the juvenile driver having their car seized by authorities following the incident.
“Later the same day, the police seized the offending vehicle for an initial period of six months.
“Hooning, speeding, illegal or dangerous driving would not be tolerated,” Tasmania Police said in a media statement.
In Tasmania, police evasion can result in a maximum penalty of 10 penalty units ($19,500) or three years of prison time for first-time offences. Negligent driving incurs a $975 fine, while exceeding the speed limit by 45km/h or more in Tassie can result in a $1121 fine and the loss of six demerit points.
Earlier this month, a NSW P-plater was busted driving 170km/h in a Holden hatchback and was fined $2616 along with a license suspension of at least six months.
The second-generation Hyundai Kona is bigger, better equipped and more advanced – but it’s also more expensive. Is the Premium model with the regular, non-turbo petrol engine the pick of the range?
The Hyundai Kona has grown up for its second outing.
Based on all-new underpinnings – with futuristic bodywork, a more advanced interior and new technology – the second-generation Kona is significantly bigger than its 2017 predecessor, and closer in size to the Toyota Corolla Cross, Subaru Crosstrek, Mazda CX-30, Kia Seltos and other, newer rivals.
The 2.0-litre front-wheel-drive and 1.6-litre turbo all-wheel-drive versions arrived in June 2023, due to be joined imminently by a hybrid, as well as an electric version – which Hyundai says it designed first, rather than turning the styling of a petrol car into an electric vehicle.
How much does the Hyundai Kona cost in Australia?
The petrol and hybrid Hyundai Kona range is priced from $32,000 to $46,500 plus on-road costs – or about $36,000 to $52,000 drive-away according to Hyundai’s online calculator – across three engines, two trim grades, and an optional N Line sports pack.
The model tested here is the Kona Premium – the top-of-the-range equipment level, without the N Line package – with the 2.0-litre non-turbo petrol engine, CVT automatic and front-wheel drive, priced from $39,500 plus on-road costs.
Our test vehicle is finished in no-cost Mirage Green paint, and optioned with a power-operated sunroof for $1500, and a Light Shale Grey interior for $295 in place of the standard black.
The optional extras bring the price to $41,295 plus on-road costs, or $45,359 drive-away in New South Wales, according to the Hyundai Australia website at the time of publishing.
The price – with or without the sunroof – is competitive with middle to top-of-the-range versions of rivals from Japan, South Korea and Europe.
These include the Kia Seltos GT-Line 2.0-litre petrol ($41,500 plus on-road costs), Mazda CX-30 G25 Touring SP ($40,510 plus on-roads), Skoda Kamiq Monte Carlo ($43,490 drive-away), Subaru Crosstrek 2.0S ($41,490 plus on-roads), Toyota Corolla Cross GXL petrol ($37,730 plus on-roads), Volkswagen T-Roc 110TSI Style ($38,890 plus on-roads), and the reigning Drive Car of the Year Best Small SUV, the Nissan Qashqai, in ST-L trim ($42,190 plus on-roads).
All vehicles above are powered by 1.5-litre to 2.5-litre petrol engines with comparable power to the 2.0-litre Kona, and are front-wheel drive with the exception of the Subaru.
Within the Hyundai Kona range, buyers may also consider the lesser equipped but more frugal Hybrid N Line, or more potent 1.6-litre turbo all-wheel-drive N Line, both priced from $40,000 plus on-road costs.
Standard equipment in the Kona Premium includes 18-inch alloy wheels, dusk-sensing projector LED headlights, dual 12.3-inch interior screens, wired Apple CarPlay and Android Auto, power-adjustable heated and ventilated front seats, leather upholstery, an eight-speaker Bose stereo, front and rear parking sensors, surround-view cameras, and a full suite of advanced safety technology.
The larger exterior dimensions of the new Hyundai Kona – 15cm longer, 2.5cm wider and 6cm taller – have translated to increased interior space.
It is the rear seats where the biggest improvements have been made. At 183cm tall, I can sit behind my long-legged driving position with plenty of head room, knee room and toe room, though I found my ankles quickly hitting the bottom of the front seats when sliding my toes forward, which could hamper comfort on a longer drive.
The wider cabin creates more space when travelling three abreast in the rear, though it remains a squeeze compared to a Hyundai Tucson or Santa Fe in the classes above. The floor is not completely flat – there is a hump in the centre, albeit a small one – and the seat base feels quite flat, and could do with more support.
Back-seat passengers are well catered for, with a fold-down centre armrest with two cupholders, rear air vents, map pockets on both front seatbacks, two USB-C charging ports, two ISOFIX anchor points, three top-tether child-seat points, and heating for the two outboard seats.
The door pockets are large enough for a 600mL drink bottle, but it is a tight squeeze and larger drink containers will struggle to fit.
Up front there is plenty of space for taller drivers, and comfortable leather-trimmed seats offering great under-thigh support and ample lateral support in tight corners. In this Premium model, the seats are fitted with heating, ventilation, power adjustment, two-position memory, and adjustable lumbar support.
The power-adjustable seats – and a leather-trimmed steering wheel with tilt and reach adjustment – make it relatively easy to find a comfortable driving position.
However, taller drivers may wish the steering wheel came out further from the dashboard – so the seat can be moved back while remaining at the optimal distance from the steering wheel – and we wish the driver’s seat went a touch lower.
One neat trick: the seats move back automatically when the door is opened to make it easier to enter or exit the vehicle, before moving back to their last position when the door is closed.
The 2.0-litre petrol Kona Premium swaps the base model’s traditional floor-mounted shifter for a stalk on the bottom right of the steering column. It seems unusual at first, particularly when attempting quick three-point turns, but we got used to it in our week with the car.
The wand-like shifter allows for a large, open centre console with plenty of free space for keys, wallets, phones and other loose items, as well as two cupholders, which are better suited to a larger drink bottle than a 600mL plastic bottle that tends to wobble around.
The glovebox and door bins are a moderate size – not small but also not cavernous – while there is a small storage tray on the passenger side of the dashboard.
Hyundai has persisted with cheap-feeling hard plastic throughout the Kona’s cabin, from the top of the door panels to the dashboard and the centre console – and the armrests are not very soft. Other similarly priced cars in this class include leather-like surfaces in these areas for a more premium feel worthy of the $45,000 drive-away price.
Amenities up front include a wireless phone charging pad, two USB-C ports, a 12-volt socket, dual-zone automatic climate control, and keyless entry and start. There is no sunglasses holder in the roof, but the sun visors extend to block sun glare hitting the side of your head.
Hyundai quotes 407 litres of boot space with the rear seats up – 33L more than the old model, and bigger than a Mazda CX-30 or Subaru Crosstrek, but still smaller than a petrol Toyota Corolla Cross, Mitsubishi ASX and Kia Seltos.
A full-sized suitcase is a touch too long to fit with its wheels facing inwards, but rotate it 90 degrees and there is enough room for it and a few backpacks.
Amenities in the boot, which is accessed by a power-operated tailgate, include a storage pocket on the left side, bag hooks, a luggage net on the floor, and underneath it is a space-saver spare wheel. The rear seats fold 60:40 to house longer items.
2024 Hyundai Kona Premium 2.0
Seats
Five
Boot volume
407L seats up
1241L seats folded
Length
4350mm
Width
1825mm
Height
1585mm
Wheelbase
2660mm
Does the Hyundai Kona have Apple CarPlay and Android Auto?
The Hyundai Kona is the manufacturer’s first model in Australia with its new-generation infotainment software, known as ‘ccNC’, which promises sharper graphics, quicker responses, and support for ‘over-the-air’ downloadable software updates.
It runs on a pair of 12.3-inch screens – one for the instruments, and a touchscreen for the infotainment functions and AM/FM/DAB radio – which are bright, easy to use, snappy, and look more contemporary than the system in Hyundai and Kia cars until now.
For now Apple CarPlay and Android Auto in this Kona Premium model are delivered through a wired connection, but Hyundai says an update is planned to eventually add wireless technology on later models.
Wireless Apple CarPlay and Android Auto are already available on the base-model Hyundai Kona, but it goes without the embedded satellite navigation included in the Premium.
We experienced no drop-outs with the wired CarPlay connection in our test vehicle, and it was quick to connect every time the phone was plugged in. Here’s hoping this wired function is retained as a backup when wireless phone connectivity is introduced, as Drive has experienced random disconnections with these wireless systems in earlier Hyundai models.
There is support for Bluelink connected services, including a companion smartphone app that can lock or unlock the car remotely, locate it in a car park, call emergency services, and an array of other functions.
The 12.3-inch digital instrument cluster has newer, cleaner graphics than other Hyundai models, but the functionality remains the same. That also means it’s not very customisable; the positions and sizes of the dials can’t be changed, nor can a full-size navigation map be displayed.
The eight-speaker Bose sound system delivers above-average audio quality, with ample bass and clarity for the price, but it won’t blow audiophiles away.
Is the Hyundai Kona a safe car?
The new Hyundai Kona is yet to be tested by ANCAP or its European counterpart, Euro NCAP, at the time of publication.
2024 Hyundai Kona Premium2.0
ANCAP rating
Untested
What safety technology does the Hyundai Kona have?
Standard advanced safety technology in the Kona Premium includes autonomous emergency braking with pedestrian/cyclist/motorcycle detection and intersection support, lane-keep assist, lane-centring assist, adaptive cruise control with stop-and-go, blind-spot warning (with ability to brake for obstacles), blind-spot cameras, rear cross-traffic alert with braking, traffic sign recognition, and a driver monitoring system with a camera facing the driver.
There is also a rear-view camera, 360-degree camera with 3D view, front, side and rear parking sensors, safe exit warning, tyre pressure monitoring (rotation type, not valve type), Remote Smart Park Assist, automatic high beams, and seven airbags (including one between the front seats).
There were no glitches or false activations of the autonomous emergency braking, blind-spot monitoring or rear cross-traffic alert systems in our testing.
However, the other safety systems would benefit from further improvements.
Compared to other recent Hyundai cars we’ve tested, the lane-keep assist system was more overzealous, and the lane-centring assistance had a tendency to zig-zag between the lane markings, rather than keep the car in the centre of the lane.
The pull on the steering wheel was not as bad as some vehicles from other manufacturers – including emerging Chinese brands – and on the whole, Hyundai’s lane-centring assist system remains one of the better examples in the industry. However, it did not feel as well calibrated in our test vehicle as other recent Hyundais we’ve driven, including the Ioniq 6 electric car.
The adaptive cruise control would often wander up to 4km/h over the set speed, even on a flat surface – an issue given the frequency of speed cameras in Australia’s capital cities – and was painfully slow to accelerate from a standstill when the car in front moves off.
New for the latest Kona is a more advanced driver monitoring system designed to meet the latest ANCAP safety test requirements, which places a small driver-facing camera on top of the steering column.
In ideal conditions – in perfect lighting conditions, with the driver’s gaze fixed on the road – it works fine, but within 15 seconds of putting on a pair of sunglasses an error message will appear.
The system felt too keen at times to remind the driver to focus on the road, such as when looking at the navigation map or entering a new destination – with the driver’s eyes and head at a specific angle that trips up the system.
But the biggest issue of all was the beeping of the traffic sign recognition function – which was more distracting than helpful, especially given it would also beep for speed signs on buses, off-ramps and out-of-hours school zones – even over the double demerits weekend in NSW when we had this car in the Drive garage.
In addition to reading speed signs and displaying a visual warning when you eclipse the speed limit, the Kona’s traffic-sign tech – shared with other new Hyundai and Kia models, including the Kia Seltos small SUV – will beep when you exceed the speed sign the car has detected.
It is a useful feature when the car reads the sign correctly. However, it often does not do this, detecting the lower speed on a motorway off-ramp, misreading variable (electronic) speed signs, or holding onto a 10km/h limit from a car park when you have driven back onto a public road.
The system in the Kona is better tuned than other recent Hyundais we’ve tested. It seemed to detect school zone hours – reading the times on the sign and only flashing the lower 40km/h school-zone speed limit when it was applicable – however it worked intermittently.
Most other new cars with speed sign recognition helpfully only have a visual warning, and do not beep at you when if you exceed the speed limit. Hyundai says this is its interpretation of the latest ANCAP safety requirements; we urge it to go back and read the rulebook again.
The system can be turned off, but it requires multiple taps through menus in the touchscreen to do so (though you can set a physical button shortcut that cuts the number of taps needed from four to two). Switching the audio warning off also deactivates the visual alert, and the feature automatically enables again the next time you start the car.
How much does the Hyundai Kona cost to maintain?
The Hyundai Kona is covered by a five-year/unlimited-kilometre warranty, with routine maintenance scheduled every 12 months or 15,000km, whichever comes first. (Note: turbo versions of the Hyundai Kona have service intervals of 12 months/10,000km).
Servicing is quoted at $1197 over three years/45,000km, or $2550 over five years/75,000km, placing the Kona at the expensive end of the small-SUV class for routine maintenance costs.
It is cheaper than a Nissan Qashqai ($2916 for five years/75,000km) and Volkswagen T-Roc 110TSI ($3091), but more expensive than a Honda HR-V ($995), Toyota Corolla Cross 2.0-litre petrol ($1250), Kia Seltos 2.0-litre petrol ($2082), Subaru Crosstrek ($2373) and Mazda CX-30 ($1766 for five years/50,000km).
A year of comprehensive insurance coverage according to our preferred online calculator is listed at $1222, based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
At a glance
2024 Hyundai Kona Premium 2.0
Warranty
Five years, unlimited km
Service intervals
12 months or 15,000km
Servicing costs
$1197 (3 years)
$2550 (5 years)
Is the Hyundai Kona fuel efficient?
Hyundai claims fuel consumption of 5.5 litres per 100 kilometres in highway driving, 8.8L/100km in urban driving, and 6.6L/100km in mixed conditions.
Over a week of testing, the trip computer displayed fuel consumption of 9.3L/100km, with a skew towards stop-start city commutes and 60km/h to 80km/h suburban roads.
However, after cross-checking it with the petrol bowser – brimming the tank, covering a known distance, and brimming the tank again – we found the trip computer to be optimistic by 10 to 15 per cent.
Why does this matter? It means the car will show frugal fuel consumption numbers on the dashboard that may impress you, but will cost more to refill than anticipated.
The actual fuel economy over our week of testing based on our calculations rather than the car’s assessment was therefore about 10 to 10.5L/100km – more than 50 per cent higher than the combined claim.
Based on our observations at the petrol bowser – and the percentage difference between the actual fuel use, and what was listed on the trip computer – we experienced fuel use of about 6.5L/100km on a 110km/h highway cruise, 10.5L/100km in suburban commuting, and close to 13L/100km in stop-start traffic.
All petrol and hybrid Hyundai Kona models can run on 91-octane regular unleaded fuel and are compatible with E10.
The Hyundai Kona Premium on test uses a 2.0-litre non-turbo four-cylinder petrol engine with 110kW and 180Nm powering the front wheels through a continuously variable automatic transmission (CVT).
It is largely a carryover from the previous model, with no more power or torque despite a larger and heavier body.
There is more than enough performance for city use – and keeping up with rush-hour traffic – but as the speed climbs it runs out of breath, either when accelerating to highway speed or completing an overtake on a country road.
The CVT in this car is a good example of the breed. While it will groan under heavy acceleration or up a steep hill – when it keeps the engine near its optimal RPM for the best performance – it is generally unobtrusive around town and feels perky off the mark.
However, it can be slow to respond to a request for rapid acceleration in Normal mode, and too sensitive and touchy in Sport mode.
Despite the CVT not having any traditional gears, there are shift paddles behind the steering wheel. They are surprisingly satisfying to use, and we found ourselves needing them when preparing for an overtake to overcome the transmission’s slow responses.
Hyundai appears to have elected for a sporty feel in its tuning of the suspension.
It is not overly firm or brittle over bumps, but it does not smooth out all sharp edges or imperfections in the road surface, and it is not as plush or soft as a Subaru Crosstrek or Toyota Corolla Cross.
Despite the firmer feel around town, at higher speeds the Kona does not feel as tied down over undulations in the road as we’d like, or some others in the small SUV class, including a Volkswagen T-Roc.
Visibility is good, but the windows are not as expansive as a Toyota Corolla Cross.
On a winding road, body roll is very well controlled, and there is a solid and sure-footed feel to the handling that makes the Kona feel more like a traditional hatchback than some of its rivals.
However, any fun there is to be had in this model is spoilt by the engine, which seems to produce a lot more noise than meaningful performance when it is called upon for more than basic city duties. The Kumho tyres run out of grip quickly too.
The steering is well-weighted and accurate through most of its 2.5 turns from lock to lock, but it is not particularly feel-some, and near full lock – such as in roundabouts or tight low-speed turns – it seems to become unusually light, and suddenly turn much faster and more easily. You can get used to it, but it caught us by surprise at first.
The brakes feel confident in an emergency stop and are not grabby in traffic, but there was some side-to-side wobble of the brake pedal in our test vehicle that did not exude the same assurance.
Tyre roar and wind noise are well managed at low speeds, but once you hit freeway speeds there is a surprising amount of wind rustle around the mirrors.
Around town, the less advanced torsion-beam rear suspension in this Kona model – compared to hybrid and turbo variants that have more complex independent rear suspension – generates a fair amount of noise. Often you hear bumps more than you feel them, which is an achievement given this is not the softest or most comfortable car in this class.
Key details
2024 Hyundai Kona Premium 2.0
Engine
2.0-litre four-cylinder petrol
Power
110kW @ 6200rpm
Torque
180Nm @ 4500rpm
Drive type
Front-wheel drive
Transmission
Continuously variable automatic (CVT)
Power to weight ratio
75.6kW/t
Weight (kerb)
1455kg
Spare tyre type
Space-saver
Tow rating
1300kg braked
600kg unbraked
Turning circle
10.6m
Should I buy a Hyundai Kona?
The Hyundai Kona is worth adding to your shopping list if you’re in the market in the booming small-SUV class, and in the Premium specification tested it is roomy, competitively priced, brimming with technology, and easy to drive.
However, the same compliments can be levelled at most of its key competitors – the Nissan Qashqai, Toyota Corolla Cross, Kia Seltos, Subaru Crosstrek and more – and the new Kona is no cheaper to buy, and similarly priced if not more expensive to service than its peers.
Our biggest frustrations are levelled at the advanced safety systems, which are in need of more calibration and refinement. The speed-sign recognition technology is infuriating, the driver monitoring system is too sensitive, and the lane-keep assist and adaptive cruise control lack that final layer of polish.
This 2.0-litre model is also not as efficient as it should be in the real world given its performance.
Overall, the new Hyundai Kona is a solid option in the small SUV category, and it should be on your consideration list. We’d recommend taking one for a test drive on roads you frequent to see if our gripes pose an issue for you.
How do I buy a Hyundai Kona – next steps?
If the budget stretches this far, and you are interested in the nice-to-have features it brings, the Premium model grade is a good option.
However, the $7500 price premium for this model is steep, and we think better value is found in the base model – with or without the N Line option pack ($4000).
We will reserve our judgement on which engine is best until we drive the Kona Hybrid later this year to determine if its fuel savings are substantial enough to justify its $4000 higher price.
Wait times on new factory orders are less than three months, Hyundai Australia says, but there may be stock in showrooms for buyers not picky on colour or trim.
To find your nearest Hyundai dealer, who can provide more information on stock levels and wait times, click here. You can also search for Hyundais for sale at Drive.com.au/cars-for-sale.
To read the latest news on the Hyundai Kona since this review was published, click here.
(If you get the chance to see it in the NT, be sure to give a shout out to our friend Molly the camel!! ????) 
