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Continue reading 2025 Chevy Blazer EV Review: Gremlins cleared, it's a winner once again
2025 Chevy Blazer EV Review: Gremlins cleared, it's a winner once again originally appeared on Autoblog on Wed, 26 Jun 2024 06:00:00 EDT. Please see our terms for use of feeds.
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Zac Palmer
The 2024 Mercedes-Benz E-Class picks up right where the previous generation left off by being a classy, tech powerhouse that also happens to be oh-so-sweet to drive. For now, we get a four-cylinder and inline-six as powertrain options, but future years might see AMG return. Unlike BMW’s strategy in which its EVs and gas-powered sedans share a body, Mercedes continues on with its E-Class being a traditional three-box sedan and its EQE (electric equivalent) adopting the potato-like EQ styling for its EVs. We’re glad the E-Class hangs onto tradition here, as even though its flashy grille and three-pointed star taillights are a little much, it’s still a sleek and beautifully proportioned luxury sedan.
If you were hoping for the latest and greatest of Mercedes’ tech, you’re certainly getting it in the E-Class, perhaps to a fault. The “Superscreen” turns your whole dashboard into an array of bright and colorful touchscreens, although touch controls replace the previous generation’s clicky, satisfying buttons. In some ways, it’s a downgrade, but Mercedes tries to make up for the loss of analog goodness with fancy lights, a trick audio system and innovative features like video calling and artificial intelligence routines, the last effort in hopes you won’t even need to touch any buttons while the car automatically does your bidding. Mercedes isn’t alone in this focus on tech as BMW has similarly out-there features in the 5 Series, but for those who may not care about any of these “innovations,” rest easy that you can ignore them, turn them off or not specify them at all, leaving you to enjoy a new E-Class that still drives and comports itself as an E-Class is meant to do.
The E-Class is completely new for 2024 as it enters its sixth generation. Its look is a familiar one, but Mercedes piled the tech high this time around.
Note that the E 450 All-Terrain wagon is being sold for 2024, but it’s still based on the previous generation and therefore extremely different from the sedan. This review is long enough without also packing it with descriptions of what is effectively a totally different car. You can read our review of it here.
Like most Mercedes these days, the in-car technology dictates the interior design. The E-Class offers an optional “Superscreen” (the lesser sibling to the EQ’s “Hyperscreen”), but it’s really just a questionably useful passenger-side screen added to the standard pair of screens. Frankly, we’d skip it, especially since you’ll be missing out on the beautiful wood trim that’s fitted without the screen.
There’s no avoiding screens, though. The 14.4-inch central touchscreen display is big, vibrant and utilizes the same interface found in other top-shelf Mercedes. You can default to a simple home screen of various icons or the “Zero Layer” that features a vivid navigation map and a preferred selection of tiles running along the bottom (such as audio or phone). There’s a lot to digest, and the learning curve is not surprisingly steep, but once acclimated, we’ve found it quite easy to use. The navigation system is also exceptional (programming it couldn’t be easier thanks to Mercedes’ above-average voice recognition system), limiting the need for Google Maps and possibly even Apple CarPlay and Android Auto that are still included. You can also fit a new dash-top camera that opens the door to video calling or shooting videos on TikTok, but that seems more like gimmickry.
It almost goes without saying, but the E-Class’ seats, materials and general appointments are all befitting of a car its price, and the color/trim choices are abundant. You’ll need some acclimation time to get fully up to speed with the tech, but there’s no debating the E-Class’ interior is state of the art in terms of both new features and luxury.
This E-Class is just a hair bigger than the previous one, meaning it still has plenty of rear seat space for adults, though we’ll note Mercedes mounts its front seats fairly low to the ground, so you could be slightly confined if there’s a taller driver in front of you. Compared to other midsize luxury sedans like the BMW 5 Series or Audi A6, the E-Class is right on par where it needs to be, as all three Germans are plenty large in back.
As for the trunk space, best to direct you to our comprehensive luggage test where we determine the E-Class’ 19 cubic-feet of space is definitely big, but slightly deceiving from a pure numbers perspective. That said, it’ll fit four people’s worth of luggage without protest and still have a little room left over.
You can choose between the E 350 4Matic and the E 450 4Matic for 2024, and as the “4Matic” bit indicates, all-wheel drive is standard. The base E 350 4Matic uses a 2.0-liter turbocharged four-cylinder engine that develops 255 horsepower 295 pound-feet of torque. Both engines shift via a nine-speed automatic transmission and feature a mild-hybrid system. The base 2.0-liter is good enough for a 6.1-second 0-60 mph run. It returns an EPA-estimated 24 mpg city, 33 mpg highway and 27 mpg combined.
The E 450 has a 3.0-liter turbocharged inline-six good for 375 hp, 369 lb-ft and a 4.4-second 0-60 sprint. Its fuel economy falls to 22 mpg city, 31 mpg highway and 25 mpg combined.
Mercedes has revealed an AMG E 53 Hybrid (PHEV) for 2025, but we’ve not driven that model yet. You can read all about it in our reveal post here.
We have not tested a 2024 E-Class with the stock suspension and steering system, so we can only comment about the E 350 and E 450 when equipped with the $3,200 Airmatic package. It sure seems worth the money, though, as it cements the E-Class’ status a a dual threat. It can coddle you with a pillowy-soft ride from its supple Airmatic air suspension, but it can also sharpen its responses enough to be both fun and fast on a mountain road. The addition of rear-wheel steering brings a lot to the table, offering 4.5 degrees of rear steering that allows the E-Class to drive smaller on tight city streets but still benefit from greater stability at high speeds.
Both the four-cylinder and inline-six benefit from a super-smooth 48-volt mild-hybrid system that makes starting and stopping the engine seamless in traffic. Neither engine makes much sound in the cabin, though the inline-six’s tuneful song can be heard when you’re hammering it, which is just the way we’d want it. Mercedes has yet again put together one of the best all-around daily driving luxury machines on the planet with the E-Class, from the noise isolation to the effortless way it moves down the road with near S-Class-level comfort. We’re excited for AMG versions to join the lineup to spice things up even further, though.
We go over everything that's new about the next-gen E-Class and provide initial driving impressions.
James Riswick
Here's how much luggage you can fit in the E-Class' trunk.
The E-Class starts at $63,450 for the E 350 4Matic in its base Premium trim. There’s only one other trim available, named Pinnacle, and it starts at $66,000. For the extra coin you get an illuminated grille, the active ambient lighting, heat- and noise-insulating glass, and a head-up display.
If you want the inline-six-equipped E 450, it starts at $69,250, which is a fair price to pay for the extra power and excellent engine you’ll get. The Pinnacle version of the E 450 brings the highest base price up to $71,800.
Of course, you’re going to want options. The snazzy Manufaktur Alpine Grey you see in photos at the top of this post is $1,750, and the accompanying 21-inch AMG wheels are $3,050. Upgrading from MB-Tex to leather is $1,620, and going all the way to the top-shelf Nappa leather is $2,990. The Superscreen is a $1,500 standalone option we could go without, but the $1,950 Driver Assistance Package (brings in all of Mercedes’ stellar active assist systems) and $3,200 Airmatic Package (air suspension, adaptive dampers and rear-wheel steering) are highly recommended. The $990 Digital Lights and $1,030 Burmester 4D sound system make for some excellent nice-to-haves, as well.
The E-Class comes with a massive array of standard (and even more optional) driver assistance features. Standard items include automatic emergency braking, blind-spot warning with exit-warning assist, auto high-beams, driver attention monitoring, and front and rear parking sensors. Notable optional extras include adaptive cruise control, lane-keeping, lane-centering, auto-lane change, auto emergency braking when turning or with cross-traffic, and projections for Digital Lights that can alert you to things like construction zones, following distance and more.
The E-Class had not been third-party crash tested at the time of this writing, but the previous generation 2023 E-Class received a Top Safety Pick+ award from the Insurance Institute for Highway Safety.
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Zac Palmer
The Tesla Model Y is a value-packed compact SUV that has some truly high highs, but its lows could be deal-breakers for lots of potential buyers. As with any Tesla product, you’re buying into the unique ecosystem when you buy the car. It’s almost impossible to oversell the benefit of Tesla’s Supercharger network for road trips and its seamless integration with the car’s software. Speaking of technology, you’ll need to make peace with the lack of buttons or hardware inside the cabin, as virtually every car setting, control and readout is found within the large 15-inch touchscreen that does not support Apple CarPlay or Android Auto. Fans of minimalist style should enjoy the lack of decor in the Model Y, but others may find it barren and boring.
What isn’t boring is how the Model Y drives, particularly the Performance, which can hit 60 mph in only 3.5 seconds. That’s a shocking amount of performance for its $53,130 starting price, and that’s before you subtract $7,500 for the federal tax credit it qualifies for. The Model Y handles well and accelerates with plenty of verve in every trim, but it’s unfortunately one of the worst-riding and least refined (from a noise perspective) cars in its class. We’ve noticed all sorts of awry sounds from the rear end, and its ride is verging on abysmal for its size. On the flip side, its range figures (spanning from 279-320 miles depending on which version you choose) are plenty competitive, and charge stops are quick thanks to an impressive 250-kilowatt max charge rate.
We recently named the Model Y the best EV you can buy for the price of an average new car – around $45,000 – and while others are hot on its heels, anyone searching for a compact electric SUV should consider the Tesla when shopping. Just make sure you also take a peek at other budget options like the Chevrolet Equinox EV, VW ID.4, Nissan Ariya, entry-level versions of the Hyundai Ioniq 5 and Kia EV6 and so many others in this burgeoning class.
The Model Y’s interior is minimalistic to a fault. The centerpiece is a 15-inch touchscreen that looks more like a tablet mounted horizontally on the dash. Missing are the banks of buttons, switches and knobs found in many of its competitors ... and just about any other car you've ever been in. There's no instrument panel in front of the driver, either, meaning you see your speed and other vitals over on the touchscreen. The seats and interior panels are upholstered with “vegan” synthetic leather, and shoppers can choose between black or, at additional cost, a white interior. The material has the look and feel of real leather, but it can be stifling on hot days and sadly, cooled or ventilated seats are not offered.
The front seats are firm and flat, making them prone to some hard contact points on longer road trips, and the same holds true for the second-row seats. There is a wealth of space for both rows, as 6-footers will have more than enough headroom and legroom. The optional (and extra-cost) third-row seats are notably cramped and barely even suitable for small children. Despite its limiting space, it’s still nice having those seats as an option when the carpool needs to expand.
Since the Model Y lacks instruments and most typical physical buttons, almost all functions are controlled and/or viewed through the touchscreen. There are scroll wheels on the steering wheel and stalks for the wipers/turn signal and gear shifter, but that's it. As a result, the number of on-screen menus and settings can be daunting, with a steep learning curve. The screen can also be distracting for the driver since you have to so frequently take your eyes off the road to use it or see your speed. There are several voice controls that can remedy many of those problems, though, and the steering wheel has two multifunction dials that control a few features such as mirror positioning, audio and cruise control.
A navigation system is standard equipment, and it’s powered by Google. On one hand, it’s a good thing because the maps and information will be up-to-date. On the other, it means you could have limited access if you’re in an area with limited data coverage. Unfortunately, neither Apple CarPlay nor Android Auto phone integration are available. There is also no wired audio link to your phone, forcing you to channel the audio through a lower-quality Bluetooth connection. There are some available streaming services you can login into on the screen, though, and games to play while charging. All of the above makes the Model Y atypical among most other cars.
The Model Y is classified as a compact SUV even though its footprint isn’t much bigger than the Model 3, which in turn is about the size of a BMW 3 Series sedan. The Model Y is only about 1 inch longer and a half inch wider than the Model 3, but the big difference is height. The Model Y stands just over 7 inches taller.
Those larger dimensions translate to a significant gain in interior space. There's enough room that Tesla even offers an optional third row, though it should be noted that you'll be lucky to even squeeze small children into the confining space. The Model Y’s rear hatch allows for quite a bit more cargo capacity, compared to the Model 3’s trunk, and do take note of the capacious under-floor storage in the trunk, too.
The Model Y can accommodate up to 30.2 cubic-feet of cargo behind the second-row seats and up to 72.1 cu-ft with those seats folded. If you opt for the third-row seats, those figures drop by 3 or 4 cu-ft, but even those specs are generous for both the compact SUV class and when compared to other crossover EVs. There’s also an additional 4.1 cu-ft in the frunk (front trunk).
As of this writing in June 2024, there are three choices in the Model Y lineup: the Long Range RWD, Long Range AWD and the Performance. The Long Range RWD is estimated to return 320 miles of range on a full charge, while the AWD drops slightly to 308 miles. Note that both of those figures apply to Model Ys on the standard 19-inch wheels. Upgrade to the 20-inch option and range falls to 295 miles and 287 miles, respectively. Meanwhile, the Performance dips down to just 279 miles, and it comes with 21-inch wheels as standard equipment (no other options available).
The slowest version is the Long Range RWD model that gets to 60 mph in 6.5 seconds. The dual-motor AWD version drops this to a quick-feeling 4.8 seconds, and the Performance is shockingly-quick, getting to 60 in only 3.5 seconds. Unlike virtually every other car company, Tesla does not list official output figures for its various trims, nor does it list official battery or charging specs. That said, we know the max charge rate for the Model Y is 250 kilowatts, making it very competitive versus others in this class.
Whether it’s the Long Range AWD or Performance, the Model Y is quicker than most drivers will ever need (we still haven't driven the Long Range RWD). Stomping the pedal to the floor, acceleration is instantaneous and quiet. Driven more conservatively, the Model Y is well-mannered and seamlessly smooth with a well-tuned one-pedal drive mode. These traits are emblematic of most EVs.
With a curb weight tipping the scale past 4,400 pounds, the Model Y is on the heavy side, but as with every EV, the considerable battery weight is optimally concentrated in the floor. This gives the Model Y a low center of gravity and greatly improves handling. It indeed can be said the Model Y drives like a smaller vehicle, and the Performance version is even more agile thanks to a lowered suspension and upgraded brakes.
Ride quality is firmer than you might expect and tends to unsettle the Model Y on broken pavement. The Performance model’s sport suspension is even stiffer, with sharp jolts regularly transmitted right into the cabin. If comfort is a priority, you may want to look into smaller wheel options, as the 21-inch wheels tend to exacerbate this problem. Consumer Editor Jeremy Korzeniewski (a Tesla Model 3 owner) also notes that the Model 3 is considerably more comfortable and refined than the Model Y.
Since there’s no internal combustion engine, the Model Y is mostly quiet, but that makes other noises more noticeable. Road noise is ever present, and road bumps often emit low thuds – a recent rental with over 40,000 miles on it was especially bad with constant suspension crashing and banging over poor roads. In our experience, after only a few thousand miles, the Model Y’s interior panels begin to creak and squeak with annoying regularity.
We pit the Tesla Model Y against some of its 2024 competition in the $45,000 range.
Back in July 2020, we got our first drive of the Model Y and found that it easily trumped the limited number of EV offerings from luxury manufacturers (Jaguar and Audi in particular). Things have changed since then, including the Model Y's specs.
By the very nature of being a Tesla, the Model Y is different from nearly any other car in purchase and delivery experience. Instead of the traditional purchasing process where you drop by a dealership to purchase a vehicle and drive off, you have to order your Tesla online or from one of its stores. On the website, Tesla also displays pricing with “potential savings” deducted from the actual purchase price. These deductions include likely tax credits, other local incentives, and potential gas savings, so make sure you're looking at the true numbers when calculating if you can afford one or not.
As of June 2024, the "entry-level" Model Y Long Range RWD is listed at $46,630 for purchase, including the $1,390 destination and $250 order fee charges. Factor in the point-of-purchase $7,500 tax credit, and that reduces the price to just $39,130. Every paint option except for Stealth Grey costs extra, with Ultra Red being the priciest at $2,000. The more stylish (but range-sapping) 20-inch wheels are a $2,000 add-on, and the two-tone white and black interior is an extra $1,000. If you want the third-row option, you'll need to step up to the Long-Range AWD and pay the extra $2,000 Tesla charges for those seats.
We don't recommend paying for it outright, but Tesla's "Full-Self Driving" package is $8,000 – if you want to try it out, we'd suggest subscribing to it for a month first to see if it's something you want. We describe why below.
Prices for all three versions of the Model Y are listed below.
Model Y Long-Range RWD: $46,630
Model Y Long-Range AWD: $49,630
Model Y Performance: $53,130
A lot of noise has been made over Tesla’s automated driving systems, causing quite a bit of confusion. As for what comes standard, every Model Y has forward collision warning and automatic emergency braking, lane departure avoidance, adaptive cruise control, "Autosteer" (lane-centering), Lane Assist (a quasi-blind-spot monitoring system with active steering assist), a blind-spot camera and a driver inattentiveness camera.
"Full-Self Driving" (again, not an autonomous driving system) comes with additional features that include "Navigate on Autopilot," automatic lane changes, Smart Summon/Summon, Autopark and Traffic Light and Stop Sign Control. Plus, "Autosteer on city streets," that you've likely seen videos of at this point. Most competitors can’t match this, but Mercedes-Benz is notably the first OEM to offer true Level 3 autonomy under specific conditions.
That said, we have serious issues with the way Full-Self Driving functions. The system still requires constant supervision and can lead you into some dangerous situations. For a few examples, in our testing we saw it try to drive into curbs on multiple occasions, come to sudden stops at flashing yellow lights and even tried to cut around folks waiting in a right turn lane by using the paved shoulder to their right.
In crash tests conducted by the National Highway Traffic Safety Administration, the Model Y was awarded five-out-of-five stars across all evaluations. Similarly, it achieved the highest rating of “Good” across the board from the Insurance Institute for Highway Safety, which also names the Model Y a Top Safety Pick+ for 2024, its highest award.
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Continue reading Tesla Model Y Review: Electric SUV pioneer finally has company
Tesla Model Y Review: Electric SUV pioneer finally has company originally appeared on Autoblog on Thu, 20 Jun 2024 08:00:00 EDT. Please see our terms for use of feeds.
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John Beltz Snyder
Cadillac
The 2025 Cadillac XT4 is a handsome small luxury crossover that lands somewhere between the subcompact and compact segments, providing ample passenger room while still offering good maneuverability and parking for tighter city settings. It mostly carries over from last year, which saw updated exterior looks and a new 33-inch curved LED screen inside. Overall, it’s a right-sized SUV for some, with handsome exterior looks, good rear legroom, quality tech and a fairly affordable price for the luxury segment.
That said, the interior is a bit uninspiring; despite that new screen and some interesting touches, it feels more like a Chevy inside than the more high-quality and detailed interiors of recent Cadillacs. That’s not surprising considering the XT4 is far along in its lifecycle, but it’s true nevertheless. Also, there are no engine options other than the 2.0-liter turbo-four, even if that engine is plenty potent for this small crossover.
While there is no longer the base Luxury trim for 2025, what’s left is probably where you’d want to start with a luxury vehicle. Even so, many features we’d consider essential to luxury — heated seats and steering wheel, wireless charger, premium audio, etc. — are still part of options packages in the upper trims. That gives you a little more freedom to pick and choose what you want to pay for, but much of that seems like it ought to be standard in a Cadillac.
Cadillac has eliminated the base Luxury trim, making the Premium Luxury the entry-level XT4. The Active Safety Package is now standard on the remaining trims.
The XT4’s interior improved with a bit of a refresh for the 2024 model year, when it gained a curved 33-inch screen (like the one in the Cadillac Lyriq) across the top of the dash serving as infotainment screen on the right and a digital instrument panel in front of the driver. It runs the Lyriq's same interface with a configurable gauge cluster and Google Built-In services. We also like the physical toggles below a corresponding digital display strip for the HVAC controls lower on the center stack. Wireless Apple CarPlay and Android Auto are standard, and buyers can upgrade with a 14-speaker AKG Studio sound system.
Other than that, the interior isn’t exactly impressive, and perhaps a bit forgettable. There are the occasional design touches, like the patch of interesting stitching design on the dash, but there’s a lot of grainy plastic surface area throughout the cabin without much else to liven things up. At least the XT4 uses soft-touch materials in most of the places it’ll likely come into contact with your skin.
The XT4 is an in-betweener kind of vehicle. It's about 6 inches longer and a few hundred pounds heavier than the smallest luxury crossovers, which include the Volvo XC40 and BMW X1. But it's a bit smaller than "compact" SUVs like the Audi Q5, Mercedes GLC and Acura RDX. The Lexus NX is probably the XT4's closest rival in terms of the exterior dimensions.
The interior is a different story, though, as the XT4's lengthy wheelbase helps grant it rear legroom that actually exceeds many of those SUVs that are larger on the outside. Now, differences in the way interior measurements are done by manufacturers can make such claims tenuous – the XT4 is no limo – but rear occupants should have more space than you'd expect. Unfortunately, the rear seatback is awfully upright and doesn't recline, so overall comfort could still be better.
Despite passenger space being indicative of the segment above, the XT4's cargo capacity is closer to the segment below. That's still OK, as its 22.5 cubic feet of space allowed us to stuff five suitcases into the cargo area. Its maximum cargo capacity of 48.9 cubic feet is very underwhelming, but is likely the result of a rather low roof and not having much "air space" in the cargo area above the back seat line. It's therefore not a great choice for carrying bulky items.
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Every 2025 XT4 comes with a 2.0-liter turbocharged inline-four that produces 235 horsepower and 258 pound-feet of torque. Published 0-60-mph times have been in the low 7-second range, whereas competitors both larger and smaller tend to be in the 6's.
A nine-speed automatic and front-wheel drive are standard, but all-wheel drive is an option on both trim levels. Unusually (for vehicles other than GM’s), the driver must choose to manually turn on the all-wheel-drive system in order for it to be active. Once it is engaged, however, it not only shunts power front and back, but side to side at the rear for improved handling and poor-weather traction.
The EPA hasn’t published 2025 fuel economy estimates as of this writing, but with no powertrain changes, we expect it to remain at 24 mpg city, 29 mpg highway and 26 mpg combined with front-wheel drive. They suffer just a but, at 23/28/25 mpg, with AWD.
The XT4's turbo four-cylinder is perhaps a bit buzzy at start-up, but once underway impresses with its refinement and low-end torque. This is a high-tech engine, as we documented in our XT4 first drive, capable of achieving strong fuel economy and highway passing power. Acceleration should be more than sufficient for most, but know that rival SUVs are a bit quicker.
The throttle pedal that controls the engine could be better, however. It's too mushy and numb in the Tour drive mode, and then just a bit too caffeinated in Sport without an increase in pedal feel. This contrasts with the brake pedal, which has an ultra-firm initial bite that makes it hard to modulate. The steering is another misstep. Effort is inconsistent and unnatural in Tour mode, while Sport increases effort but remains numb. Neither offers anything akin to Cadillac's sharp-steering rear-wheel-drive sedans. At the same time, it doesn't provide a linear, nice-and-easy experience of old-time Cadillacs, either.
The ride, however, is a perfect compromise. Continuously-variable damping is available on Sport models, and we found that it capably sops up nasty bumps. Happily, the standard conventional dampers are well calibrated as well. Both suspensions result in a ride that's comfortable while still maintaining body control and not negating what is otherwise sound handling. Really, the XT4 could be excellent to drive, but it's betrayed by its various control inputs.
Our editors take turns in the XT4 Sport. As is usual for Cadillac, opinions were mixed.
Our first drive of the XT4, including in-depth information about its engineering and design.
We compare the dimensions, engine specs and photos of the Cadillac XT4 with its fellow American small SUV: the new Lincoln Corsair.
As of this writing, the 2025 model isn’t available to configure on Cadillac’s website, but an early order guide puts the MSRP at $41,990 for the Premium Luxury trim and $42,790 for the Sport. All-wheel drive will likely remain a $2,500 option.
With the discontinuation of the base Luxury trim for 2025, the new entry-level XT4 comes fairly well equipped. Standard equipment includes 18-inch wheels, LED lighting, leather seats with perforated inserts, 33-inch LED display with Google Built-In, wireless Apple CarPlay and Android Auto, power liftgate and the Active Safety Package with adaptive cruise control (more below in the safety section). The Sport trim has different aesthetic touches, but most of the same standard equipment. Optional equipment includes heated and ventilated front seats, power lumbar massage, heated steering wheel, heated rear outboard seats, wireless phone charger, digital rear-view camera mirror
The 2025 XT4 comes with the standard Active Safety Package, which includes adaptive cruise control, speed limit assist, lane keep assist with lane departure warning, traffic sign recognition, surround-view parking camera, rear pedestrian alert, side bicyclist alert and forward and reverse automatic emergency braking.
The IIHS hasn’t updated its scores for 2025 yet, but the 2024 XT4 earned its best overall “Good” rating for the front moderate overlap and side crash tests. NHTSA hasn’t rated the 2025 XT4, and didn’t rate the 2024 model, but it gave the 2023 XT4 its best score of five stars for overall safety, with four stars for frontal crash test, five stars for side crash test and four stars for its rollover test.
Zac Palmer
The 2024 Hyundai Kona represents the collective evolution of the subcompact crossover segment. While it shrinks from three models to just two for 2024 (say goodbye to the Kona N), the baby commuter now packs more space, more tech and more diversity of electric powertrains.
While the Kona may be new, it hasn’t lost the key attributes that made us like the first generation so much. It’s still pleasant to drive, even fun if you spring for one of the punchier models. It’s still packed with usable, well-thought-out tech. And it’s still small — albeit a lot less so than previously. Its position at the lower end of Hyundai’s lineup also helps the value proposition stick. Put another way: It’s still a bargain.
The Kona Electric also returns, now with a choice between ultimate range and a smaller, cheaper battery. Unfortunately, the loss of federal tax credits means its price won’t be as competitive as it used to be. But with other cheap EV options taking a break (looking at you, Chevrolet Bolt EUV), the Kona is positioned to make a splash in its second performance.
The Kona was redesigned for 2024 and now boasts significantly more cargo space along with a roomier rear seat. While both of the standard gasoline engines carried over largely unchanged, the high-output N performance model is discontinued, but don't count out a return at some point. The Kona Electric also returns, this time with two BEV powertrains to choose from, but the tire-burning torque of the last-gen electric model has been dialed back.
The new Kona also gets an overhauled interior featuring a host of new tech to go with its new skin. The new 12.3-inch infotainment system supports over-the-air updates and comes with USB-C ports front and rear. Wireless Android Auto and Apple CarPlay support is finally coming to navigation-equipped models, though it’ll come as an over-the-air update later in 2024.
(Kona Limited interior (light gray); Kona N-Line interior (black with red accents); Kona Electric interior (gray with yellow accents)
For the money — and for this humble segment — the Kona interior is quite decent. The 2024 redesign brightens things up a bit in the front cabin, especially on the Limited and N-Line. Those trims get a column-mounted gear selector, freeing up space between the seats. Hyundai also borrowed the Palisade’s multi-function center console with cupholders that collapse out of the way to make room for storing larger items.
Kona has always been equipped with decent tech and infotainment; the new model is no exception. SE and SEL get a 12.3-inch center screen alongside a smaller 4.2-inch color cluster. This combo gets you wireless smartphone integration standard (Apple or Android). The Limited and N-Line get a navigation-equipped system with Bose audio and wired Android Auto and Apple CarPlay, but as is the case with Hyundai’s other current offerings, the high-end infotainment lacks wireless capability. For now. Hyundai is on track to offer an over-the-air update (another new feature) to add it to navigation-equipped models by the end of 2024.
The Kona offers USB-C charging front and rear, and can be equipped with a wireless device charger for phones or (very) small tablets.
The Kona is a subcompact SUV. Put another way: It’s small. If you’re planning on using the back seat and cargo area a lot, take note. That said, it got significantly bigger and more functional for 2024. The previous model trailed virtually every competitor in headroom, legroom and cargo space, but the overhaul’s three additional inches of front headroom and rear legroom brings the Kona in line with the Honda HR-V, Toyota Corolla Cross and Kia Seltos. Its back seat is now solidly competitive with the heart of the subcompact class.
The same can now be said of cargo space. The Kona’s redesign also brought a significant 6.3 more cubic feet of cargo space behind the rear bench (our cargo test showed the previous version to be one of the smallest in the subcompact segment), for a total of 25.5 cubes with the seats up. That’s better than the HR-V (24.4), Crosstrek (20.8) and Buick Envista (20.9), but trails the Corolla Cross (26.5), Seltos (26.6) and Volkswagen Taos (24.9 or 27.9). With that extra cargo space comes a taller, wider opening with a lower lift height.
The Kona makes this usually brief section a bit complicated. Including the Electric model, it is offered in six different powertrain combinations, with everything from frugality to a bit of performance mixed in.
The base engine (SE, SEL models) is a 2.0-liter four-cylinder that makes 147 horsepower and 132 pound-feet of torque. It’s paired with a continuously variable transmission and can be had in front- or all-wheel-drive configurations. The front-drive SE is rated at 28 mpg city, 35 mpg highway and 31 mpg combined. With AWD, those drop to 26/29/27, respectively. The SEL is inconsequentially less efficient.
Meanwhile, the N Line and Limited trims get a 1.6-liter turbocharged four-cylinder that makes 190 horsepower and 195 pound-feet of torque. This motor is paired to an eight-speed automatic transmission and again can be had in both FWD and AWD layouts. FWD models are rated at 26 mpg city, 32 mpg highway and 28 mpg combined; AWD models return 24/26/29.
And then there’s the Kona Electric. Again, it’s offered with two drivelines, but neither can be had with AWD, simplifying the math a bit. The Electric SE has a 133-horsepower motor mated to a 48.6 kWh battery with 197 miles of range. The Electric SEL and Limited get a larger, 201-horsepower motor paired to a 64.8 kWh battery, which Hyundai says is good for 260 miles. The smaller battery needs roughly 5 hours to charge on a level II home setup, while the larger will take about 6:15. Both batteries can be charged from 10-80% on a DC fast charger in 43 minutes.
Considering all those powertrain choices up there, the answer is “it really depends.” Front-wheel-drive models are fitted with a torsion beam suspension; AWD models get an independent multilink out back. If you want the better Kona to drive, you’ll want all-wheel drive. In general, though, every Kona impresses with a surprisingly fun driving experience highlighted by tidy body control and well-calibrated steering. It’s not quite as firmly sprung or as responsive as the first-gen Kona was, but considering its 200-pound weight gain and lack of corresponding power increase, we’re not surprised the Kona’s a little less playful than it used to be.
We’ve not yet been able to try out Hyundai’s continuously variable transmission (IVT in Hyundai parlance) on the standard 2.0-liter engine, but the new eight-speed (that replaced the old Kona’s DCT) paired to the turbo engine is more than adequate to the task. We’d like to see a bit less hesitation to downshift in around-town driving, as the Kona’s 1.6 can drone a bit with low load, but when you ask it for power (either via one of the paddle shifters or with a shove of your right foot), it’s there.
Hyundai’s mission to civilize the Kona clearly paid dividends. While it’s not whisper-quiet, the cabin is more serene than the outgoing model’s. This really shines through in the Kona Electric, which we’ve only briefly sampled so far. Without a gasoline engine to mask outside noise, it would be the most vulnerable to intrusive sound.
The updated Kona Electric loses a whopping 103 pound-feet of torque with its calibration for the new generation, but it still feels more than punchy enough to do the job. While the tire-roast torque of the last-gen Kona Electric may have been good for a grin, it didn’t add much else to the experience. The Electric is arguably the most composed of the Konas now, too, as its battery pack keeps the center of gravity low. We compared it to other similarly-priced EVs in our most recent EV Comparison Test where it came in third place, just besting its Kia Niro EV twin.
Our first and most complete review of what it's like to drive the new Kona, plus details about its design, engineering and all that's new.
We didn't get as much time behind the wheel of the new Electric, but here you'll find our initial impressions plus all of the details about its new electric motor and battery lineup.
We pit four electric crossovers against each other, all priced at about the average price of a new car, approximately $45,000.
Pricing for the 2024 Kona SE starts at $25,435. For that, you get front-wheel drive, the 147-horsepower 2.0-liter engine and the standard 12.3-inch infotainment unit with wireless Android Auto and Apple CarPlay.
The SEL ups the interior materials (leather on the shift knob and wheel, for example) and adds second-row climate controls. It can also be equipped with a $2,200 Convenience Package that also adds a power driver's seat, heated front seats, and wireless charging.
The N-Line and Limited come with the turbo 1.6-liter engine and the 12.3-inch digital cluster replaces the 4.2-inch unit from the SE and SEL. The N-Line gets you a sporty look, including flashy wheels and a gnarly spoiler, but no actual performance upgrades. The Limited model focuses more on creature comforts and a toned-down, more elegant looking exterior.
No matter what trim you choose, AWD works out to a $1,500 option. You can find a full rundown of added features for the other trims here on Autoblog.
For the most part, the Kona Electric's equipment offerings follow the standard Kona's pricing structure, but with a higher starting price and no sporty N-Line model. 2024 Hyundai Kona Electric pricing breaks down as follows:
Every Kona comes standard with forward collision warning with pedestrian detection and automatic emergency braking, lane-keeping assist, blind-spot and rear cross-traffic warning, and a driver inattention warning system. Adaptive cruise control with stop-and-go capability is standard on the Limited. These systems are some of the best-executed on the market.
The 2024 Kona received a Top Safety Pick+ award from the IIHS where it scored a "Good" rating in every crash test. The single headlight option received an "Acceptable" rating, and its LATCH ease of use scored the same. The updated Kona still hasn't been rated by the NHTSA.
Filed under: Hyundai,Buying Guide,New Car Reviews,Crossover,SUV,Electric
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