Sick of supersized EVs? The 2025 Hyundai Kona Electric hits the spot.

If conventional wisdom were to be believed, the car we're reviewing today should not exist. Automakers are only interested in making very big, very expensive electric vehicles, leaving nothing for people with normal-sized budgets and normal-sized needs. While it's true that those oversized EVs are overrepresented among new car launches, they aren't the only game in town. As an alternative, consider the Hyundai Kona Electric, which we last sampled in pre-pandemic times.

In fact, Kona Electric has changed quite a bit since we last drove one. Last year, an all-new model went on sale in North America, and it has carried over unchanged to its model year 2025 version. The range starts at $32,875 for the Kona Electric SE, which makes do with a 133 hp (99 kW) motor driving the front wheels, but the other trims offered—the $36,875 SEL, the $38,275 N Line (tested here), and the $41,050 Limited use a more powerful 201 hp (150 kW) motor. (All four have an identical 188 lb-ft (255 Nm) torque output.)

In terms of size and weight, the Kona Electric really is a refreshing change from EVs that are often approaching three tons. With its rear wing and slightly tweaked front, the N Line is 1.1 inches longer than the other Kona Electrics at 172.6 inches (4,384 mm) long. All Kona Electrics are 71.9 inches (1,826 mm) wide and 62 inches (1,575 mm) tall, with a 104.7-inch (2,659 mm) wheelbase. Curb weight is what counts as featherweight for an EV—3,880 lbs (1,760 kg).

At the front, the N Line treatment brings a unique nose that has some similarities to the Ioniq 5 N.

Jonathan Gitlin

At the front, the N Line treatment brings a unique nose that has some similarities to the Ioniq 5 N. Jonathan Gitlin

That large rear wing cuts the N Line's range compared to the SEL or Limited.

That large rear wing cuts the N Line's range compared to the SEL or Limited.

At the front, the N Line treatment brings a unique nose that has some similarities to the Ioniq 5 N. Jonathan Gitlin

That large rear wing cuts the N Line's range compared to the SEL or Limited.

The SE is a few hundred pounds lighter, but it makes do with a much smaller 48.6 kWh battery and just 200 miles (321 km) of range. The more powerful Kona Electrics use a much larger 64.8 kWh (useable) pack, which gives the SEL and Limited a range of 261 miles (420 km), but the butch-looking body kit on the N Line negatively affects its drag coefficient, so this version falls in the middle, with a range of 230 miles (370 km).

Hyundai quotes 43 minutes to DC fast charge the battery from 10 to 80 percent. I wasn't able to drop the state of charge quite that low before it was time to feed it some more electrons, but a 30–80 percent fast charge took just 36 minutes. A 10–100 percent AC charge, via the car's 11 kW onboard charger, takes just over six hours.

It’s really efficient

Charging was painless.

Jonathan Gitlin

Charging was painless. Jonathan Gitlin

This did not require that much effort.

This did not require that much effort.

Charging was painless. Jonathan Gitlin

This did not require that much effort.

Stick to city driving and I reckon you could easily exceed that. In Eco Mode, which changes the throttle mapping and reduces the energy sent to the heating and air conditioning, and sticking to surface streets with limits of between 20 to 25 mph, I approached 5 miles/kWh (12.4 kWh/100 km). Even in Sport mode, which gives you the most aggressive throttle map, 4 miles/kWh (15.5 kWh/100 km) was easy to achieve. After a bit of experimentation, I found the highest setting (of four) for lift-off regenerative braking to result in the best efficiency, despite my penchant for coasting on the highway.

Both Sport and Comfort modes were pretty peppy, but giving the Kona Electric full throttle in either often leads to a bit of torque steer as the front tires struggle to put down all 188 lb-ft. But even the more relaxed Eco isn't particularly slow. At this price point, there's no mass-defying air suspension even as an option, and the conventional dampers and springs make for quite a hard ride, presumably to control the mass of the battery pack.

The N Line trim means a sporty steering wheel. Note the USB-C ports, although Apple CarPlay will also work wirelessly.

Jonathan Gitlin

The N Line trim means a sporty steering wheel. Note the USB-C ports, although Apple CarPlay will also work wirelessly. Jonathan Gitlin

The rear is not huge, but that's because only Doctor Who has an actual TARDIS; the rest of us must make do with vehicles that are not larger on the inside.

Jonathan Gitlin

The rear is not huge, but that's because only Doctor Who has an actual TARDIS; the rest of us must make do with vehicles that are not larger on the inside. Jonathan Gitlin

There's 25.5 cubic feet (722 L) of storage here with the seats in use or 63.7 cubic feet (1,804 L) if you fold them flat. And there are some handy hooks for shopping bags built into the sides.

Jonathan Gitlin

There's 25.5 cubic feet (722 L) of storage here with the seats in use or 63.7 cubic feet (1,804 L) if you fold them flat. And there are some handy hooks for shopping bags built into the sides. Jonathan Gitlin

The rear is not huge, but that's because only Doctor Who has an actual TARDIS; the rest of us must make do with vehicles that are not larger on the inside. Jonathan Gitlin

There's 25.5 cubic feet (722 L) of storage here with the seats in use or 63.7 cubic feet (1,804 L) if you fold them flat. And there are some handy hooks for shopping bags built into the sides. Jonathan Gitlin

Even in Sport mode, it's not particularly sporty, despite the N Line accouterments, which include a rather pleasant-to-hold leather-wrapped sporty steering wheel. But this EV is just an N Line—for a full-fat Hyundai N EV, you'll need to save up for the Ioniq 5 N and its giggle-inducing virtual eight-speed gearbox. In addition to the aforementioned torque steer, there's not a vast amount of grip on offer from the tires for cornering, so it's best to ignore the hot hatch-like styling elements when it comes to driving—you can grab this car by the scruff of its neck and hurl it down a windy back road if necessary, but it's not really the Kona Electric's natural habitat.

Downsides to the Kona Electric are few. For some, the limited range will be a stumbling block, particularly since Chevrolet's (significantly larger) Equinox EV is in a comparable price bracket and can go up to 319 miles (513 km) on a single charge. And since the Kona Electric is not assembled in North America, it's not eligible for the IRS clean vehicle tax credit, although Hyundai is offering up to $7,500 in incentives on MY25 Kona EVs until the end of the year. For such an efficient compact crossover, that feels like a steal.