2022 Hyundai Tucson XRT

Hyundai has prepared an expanded Tucson range for the US market in the model year 2022, which includes its new version XRT.

However, it is only a package for tweaking the look, while there are no mechanical changes.

This means that the Tucson XRT got black protective elements, black mirrors and glass frames, roof racks, a black mask and 19-inch alloy wheels (also in black), and the seats are also black.

The Tucson SEL served as the base, so front and all-wheel drive are available, as well as a 2.5-liter gasoline engine with 187 hp and 241 Nm of torque.

The price in the US is $ 32,625 for the front-wheel drive version and $ 34,125 for the all-wheel drive variant.

2022 Hyundai Kona Review: A Cute-Ute Formula That Makes Sense

The verdict: The 2022 Hyundai Kona’s tidy dimensions make it city-friendly, while available all-wheel drive and decent cargo space make it a true SUV.

Versus the competition: The Kona’s engaging road manners make it more fun to drive than many in this class, but a tight backseat and small cargo area make it one of the smallest you can buy.

The 2022 Hyundai Kona was updated with more dramatic exterior styling, additional rear legroom, and an updated multimedia system with larger screens. Hyundai has also added a sport-inspired N Line trim with more aggressive styling that uses the Kona’s upgraded turbocharged engine. 

The Kona competes in the ever-growing subcompact SUV class against the likes of the Honda HR-V, Kia Seltos and Subaru Crosstrek.

The Kona has a comfortable ride for a vehicle with such a short wheelbase. The ride is on the firm side, but it lacks the choppiness that can sometimes impact a tiny SUV’s ride quality. Bumps are decently absorbed and excessive body motions kept in check. Overall, it has a taut, controlled feel and a tight turning radius that helps with maneuverability. It’s engaging to drive but not overly sporty, though popping it into Sport mode helps.

The N Line trim also uses this engine, while a forthcoming performance-oriented Kona N will use a turbo 2.0-liter four-cylinder good for 276 hp, paired with an eight-speed dual-clutch automatic transmission. In the Limited, the 1.6-liter works with a revised version of 2021’s seven-speed dual-clutch automatic. That pair is an upgrade from the base powertrain, a 147-hp, 2.0-liter four-cylinder mated to a new continuously variable automatic transmission.

The powertrain in the Limited sometimes felt a little Jekyll and Hyde: composed one minute and moody the next. It pounced from a stop, and the quick-shifting — though abrupt — transmission kept things rolling nicely. At a stop, however, the engine felt and sounded rough, with a pronounced idle shudder that gave off an unrefined vibe. Against the competition, however, the Kona smokes the loud, slow Crosstrek (with its base engine) and the HR-V.

It does well when it comes to fuel economy, too. The Kona is rated 30/35/32 mpg city/highway/combined in base front-wheel-drive trim with the standard engine. The turbo 1.6-liter I tested has similar ratings with FWD, at 29/35/32 mpg; AWD brings it down a smidge to 27/32/29 mpg. Those numbers were achievable in real-world testing: I averaged 33 mpg during a 310-mile trip that included mostly highway driving.

The Kia Seltos, which is the Kona’s sibling, has the same powertrains and is rated similarly: 29/35/31 mpg in base FWD trim with the standard engine. The turbo 1.6-liter is available with AWD only and is rated lower, at 25/30/27 mpg. The Subaru Crosstrek’s base engine is also rated lower, at a weak 22/29/25 mpg with standard AWD and a standard manual transmission; opting for the CVT brings it up to 28/33/30 mpg. The Crosstrek’s larger engine is rated 27/34/29 mpg. Lastly, the Honda HR-V is rated 28/34/30 mpg in its base FWD trim.

Hyundai also offers an EV version of the Kona, but there’s a catch: The model, which uses a 201-hp electric motor and has a listed range of 258 miles, is only sold in the 12 states that require increasing sales of zero-emissions vehicles. Of the competitors listed here, it’s the only one with an electric-only variant available anywhere, though the Crosstrek is available as a plug-in hybrid.

Clean Controls, Dull Design

The cabin lacks any sense of style or design, with a black-on-black-on-black theme that just drags on. The highlight of the cabin is Hyundai’s refreshingly simple multimedia and control system, which the Kona thankfully still uses (other newer Hyundai models, such as the Tucson, have largely ditched it for a more complicated, touch-sensitive control system that has drawn our ire). For 2022, the previously standard 7-inch and optional 8-inch touchscreens have been replaced by 8- and 10.25-inch units. Both still have Apple CarPlay and Android Auto, but the 8-inch unit adds wireless smartphone integration. As in the new Elantra, however, the 10.25-inch display reverts to wired smartphone connections.

I tested the larger screen, which sits high on the dash for good visibility and an easy reach; its large tuning and volume knobs are also handy. The system is easy to use thanks to a straightforward menu structure and a few extra touches, such as a helpful search function. This feature allows you to quickly access settings you’d like to adjust without hunting through menus.

One hiccup, and it’s one I’m used to, is the execution of Android Auto. Apple CarPlay uses the full width of the Kona’s widescreen, but Kona drivers with Android phones (like me!) have to settle for much less. The Android Auto interface displays in a much smaller section of the screen, with a black box taking up the rest of the space to its right.

There’s a setting to enable “split-screen” functionality, but it only displays minimally helpful info, including a compass, time and weather. I hoped it would show something Android Auto-related — like if the map were on the main screen, my audio choice could be on the little extra screen — but this isn’t the case.

Space Constraints

Even with additional rear legroom for 2022, the Kona is still on the smaller side of this class, and it shows when you get inside. With 35.2 inches of rear legroom, it trails the Seltos, HR-V and Crosstrek; the Kona also has a smidge less rear headroom than those competitors.

The backseat is tiny, but that little bit of extra room did help the 2022 Kona do better with car seat accommodation than older versions of the subcompact SUV, though it still didn’t secure top scores in our Car Seat Check.

In terms of cargo space, it again sits at the bottom of the pack. By Cars.com’s measurements, the Kona has 10.89 cubic feet of space, below the Subaru Crosstrek’s 13 cubic feet and well below the Kia Seltos’ 16.3 cubic feet. It’s not all bad, though: The cargo area is nice and tall, and it has a handy little underfloor storage area to contain smaller things. The front seat also has a decent amount of small-item storage space.

Safety and Value

The 2022 Hyundai Kona starts at  $22,375, and AWD adds $1,500 (prices include destination). It’s roughly the same price as a Honda HR-V and about $1,000 less than a base Kia Seltos  or Subaru Crosstrek, both of which come with AWD standard; the Crosstrek’s base model does, however, use a manual transmission.

The Kona I drove was a Limited AWD trim that cost $31,330. The only extra was a floormat package that cost $155.

The Kona’s price is appealing — and so is its safety features list, which has grown for 2022. The standard automatic emergency braking system with pedestrian detection adds optional cyclist detection for 2022. Hyundai’s lane-centering steering system, called Lane Following Assist, is also standard for ’22, along with  a driver attention monitor and a rear occupant reminder system that alerts you to check the backseat after you’ve parked.

Available features include adaptive cruise control (now with stop-and-go functionality), as well as upgraded blind spot warning and rear cross-traffic alert systems that gain braking intervention if they sense danger when you try to change lanes or back up, respectively.

As this crowded class continues to add models, shoppers are faced with an ever-growing list of choices, but if you’re looking for a small, affordable and fun SUV, the Kona stands out.

(https://www.cars.com/articles/2022-hyundai-kona-review-a-cute-ute-formula-that-makes-sense-442477/)

Tested: 2022 Hyundai Santa Cruz 2.5T Shuns Convention

Hyundai's new Santa Cruz compact truck attempts to skirt the rules for traditional pickups.

Breaking into the lucrative truck market isn't for the faint of heart. Subaru's Baja lasted four short years, Honda had to butch up the looks of its Ridgeline to secure a seat at the table, and even Toyota's T100 stumbled until it became the V-8-powered Tundra. And who can forget the Ford Explorer Sport Trac? It would seem that to succeed in this segment, your truck had better look and perform like, well, a truck.

In what may be an attempt to manage expectations, Hyundai isn't using the "t" word to describe its new entry, instead referring to it as a "Sport Adventure Vehicle." Hyundai even goes so far as to claim the Santa Cruz wasn't designed as a mid-size truck competitor, but one look at the package and it's hard to classify it as anything else.

2022 hyundai santa cruz 25t limited awd
Drive it and you're not so quick to use the "t" word. The Santa Cruz rides on an extended version of the Tucson crossover's platform, with struts up front and a multilink suspension with self-leveling dampers out back. Its 118.3-inch wheelbase (nearly 10 inches longer than the Tucson) contributes to a calm and composed ride, with none of the rear-end skittishness sometimes present in a full-size pickup with an empty bed. Maneuverability around town is carlike. At 195.7 inches long and 75.0 inches wide, the Santa Cruz easily slots into parking spots. Driven with haste along two-lane back roads, the Santa Cruz is agile, remaining relatively flat through the corners.
 
2022 hyundai santa cruz 25t limited awd
Lesser Santa Cruz models ditch the turbo and the dual-clutch for a 191-hp 2.5-liter and a conventional eight-speed automatic. The base 2.5-liter musters just 181 pound-feet of torque and is something we'd skip. We haven't tested that version yet, but in an all-wheel-drive Tucson, the nonturbo 2.5-liter results in a sluggish 8.8-second time to 60 mph. Front-wheel drive is standard here, with all-wheel drive a $1500 option. There's no hybrid variant, but since the Tucson features both hybrid and plug-in versions, we predict the closely related Santa Cruz will follow suit in the future. In terms of fuel economy, the standard 2.5-liter four holds a slight advantage: an EPA combined estimate of 23 mpg versus the turbo model's 22, although our test car did average 30 mpg on our 75-mph highway test, bettering its highway estimate by 3 mpg.

Despite its Tucson underpinnings, the Santa Cruz is capable of trucklike activities. Turbo all-wheel-drive models are rated to tow 5000 pounds, and even the base front-drive setup can tow 3500 pounds. Trailer sway control, a function of the stability-control system, helps mitigate untoward trailer motions and comes standard on all models. Off-road excursions are also possible, as 8.6 inches of ground clearance is enough to get you into the rough stuff. A decent 23.2-degree departure angle will ensure you'll get out of most moderately difficult situations without leaving the rear bumper on the trail. The journey itself might not be entirely smooth, as we found that the stickiness of the Santa Cruz's floor-mounted throttle pedal can make it difficult to maintain a smooth crawling speed.

2022 hyundai santa cruz 25t limited awd
Duality of purpose notwithstanding, the true make-or-break feature here lies out back. Where most truck beds are a blank canvas, this is more of an artist's toolkit. As the Santa Cruz is designed exclusively for the North American market, the development team worked to bake in the kind of usability and versatility that would appeal to the outdoor-adventure set marketers love to target. Key to this mission is a dent-resistant molded composite bed (as opposed to stamped steel), which allowed the team to utilize every square inch of the space—whether it's in, under, or atop the bed.

Packed with cubbies and hidden compartments, the Santa Cruz's plastic bed is more intricate than a puzzle box. Just as in the Honda Ridgeline, there's a lockable underfloor storage space located close enough to the tailgate that it's easy to retrieve items without straining yourself. Drain plugs make it a perfect place to keep drinks on ice. More storage can be found on the sides of the bed behind the wheel wells, along with an AC power outlet with enough current to run a small refrigerator. There are tie-downs throughout, as well as an adjustable cleat system. The space above the wheel wells is wide enough to accommodate four-foot-wide sheets of plywood.

2022 hyundai santa cruz 25t limited awd
Hyundai also went bonkers on the accessories. Whatever item your hobby requires, the Santa Cruz can likely secure, store, and transport it. With the tailgate down, it can accommodate a couple of dirt bikes or kayaks. A factory tonneau cover retracts to the front of the bed and is a lot easier to use than the folding jobs seen on some pickups. Precut tabs on the top of the bed rails can be punched out to add a canopy system. And when was the last time you saw a truck with roof-mounted crossbars?

Climb in and you'll discover a refined interior largely shared with the Tucson. A reasonably hushed 67 decibels of noise creep into the cabin at 70 mph, with full-throttle pulls registering only 72 decibels on our sound meter. The instrument panel and infotainment screen are neatly tucked into the dash, rather than being mounted on top. The result is a clean, low-profile dashtop, which allows for excellent forward visibility. The Santa Cruz accommodates tall passengers in both rows, with plenty of headroom and decent legroom in the rear. Like many pickups with small sliding rear windows, objects that pass through are limited to things the size of soccer balls and six-packs.

2022 hyundai santa cruz 25t limited awd
The center stack features all of Hyundai's latest tech. Most models feature an 8.0-inch touchscreen, with wireless Apple CarPlay and Android Auto standard. Exclusive to the Limited trim is a 10.3-inch screen with navigation. As with the Tucson, the system with the larger screen can't do wireless phone mirroring; you'll have to plug in your phone like it's 2018. Most controls surrounding the system are of the capacitive-touch variety; they look sleek but attract their fair share of fingerprints and aren't as user-friendly as the physical buttons found in other Hyundai models. In what's a first for the brand, a tiny little Santa Cruz emblem adorns the controls for air recirculation and hill-descent control. The Santa Cruz's interior and exterior is peppered with other Easter eggs.

Despite what Hyundai claims, those little illustrations indeed resemble the shape of a truck because the Santa Cruz's silhouette says truck. But the exterior lacks the upright and squared-off look that characterizes traditional pickups. The styling is a muscular and bulked-up take on Hyundai's latest design language, and the big, bold grille full of brightwork is handsome. But the Santa Cruz looks like a crossover-turned-pickup. It makes no attempt to hide its roots.

2022 hyundai santa cruz 25t limited awd
Arguing how truckish it is or isn't might be fun for internet arguments (Please comment below—Ed.), but the biggest obstacle for the Santa Cruz could be its price. Base SE versions begin at $25,215 and include a good amount of standard equipment, but opting for the turbo requires an additional $10K. Top-spec Limited models begin at a steep $40,945. This pricing becomes an issue when you consider a world where the similarly sized Ford Maverick exists. A Maverick starts at just a hair over $20,000 and features a standard hybrid powertrain that's good for a 37-mpg combined EPA fuel-economy rating; more powerful turbocharged versions top out at a still-frugal 26 mpg combined. The Maverick also features more conventional truck styling, which might make it more attractive to more conventional truck buyers. But Hyundai is taking another tack—it remains to be seen if its gamble will pay off. So perhaps the question becomes: Do you want a truck, or do you want a Santa Cruz?
 

Hyundai Creta facelift

Hyundai will officially present a restyled version of the current, second-generation Crete crossover on November 11, but the set of images has already leaked to the public.

Like previously published drawings, these images also confirm that this smaller crossover will get a completely redesigned front end, modeled on the new Tucson, with a wider grille and new headlights and bumper.

There will be minor changes in the back as well as in the interior (the 8.0-inch screen of the multimedia system and 10.25-inch digital instruments stand out). Also, a wider list of safety and driver assistance systems is announced (automatic braking system, adaptive cruise control, maintenance of vehicles in the lane).

There will also be a Bose audio system with 8 speakers, a panoramic roof, front seats with ventilation, a compartment with cooling on the passenger side, ambient lighting ...
The renewed Hyundai Creta will first appear in Indonesia (with a 1.5-liter gasoline engine with 115HP and in versions with 5 and 7 seats), and then in China, India, Brazil, Thailand ...

Hyundai Staria Load

Staria Load is the latest, delivery version of Hyundai's MPV model Staria, which in the passenger edition can accommodate up to 11 people.

This Hyundai Staria Load is already available in Australia, in two- or five-seater variants, in Shimmering Silver and Creamy White colors, as well as with a 2.2-liter diesel engine of 174hp and 430Nm (with an 8-speed automatic transmission).

The luggage space has a volume of 4935 liters, and part of the equipment includes seven airbags, electric parking brake, keyless entry system, wireless Apple CarPlay & Android Auto ...

Prices start at 45,740 Australian dollars.

Hyundai Ioniq 6 postponed due to redesign

Hyundai’s new electric car, the Ioniq 6, was first seen on the road but reports from Korea suggest the final design will change significantly.

According to the Korean Economic Diary, the launch of the Ioniq 6 was moved to mid-2022 to allow for a 20mm body extension, the bumpers and headlights restyled, and the battery increased from 72.6 kWh to 77.4 kWh.

The design changes should mean that the electric showroom looks more like the striking Prophecy concept, which had its public appearance at the recent Munich Motor Show. The prototype spotted here has a much more conventional headlights and a more upright silhouette than the concept, although the gaps in the camouflage show a similar design of the pixel-style taillight.

The delayed launch of the EV is also attributed to the delayed overhaul of the Asean factory where it will be produced. That place is currently making the Sonata limousine and it needs to be rearranged to make cars based on the E-GMP platform.

Technically, the Ioniq 6 will be largely identical to the Ioniq 5, with which it shares the new E-GMP architecture. This means that 800 V charging hardware will appear, and the sedan will probably be offered with a choice of single-engine and twin-engine powertrains.

However, the battery capacity of 77.4 kWh would only surpass the 73 kWh 5-pack, which, with a more open focus of the 6 on aerodynamic efficiency, is likely to push the maximum range over 300 miles.

It remains unconfirmed whether a smaller battery of 58 kWh will be an option.

The 77 kWh battery is already available in Kia’s new EV6 crossover, suggesting that the Ioniq 6 could be technically more closely connected to that car. This means that the rear-wheel drive version is likely to use a 226hp engine, while all-wheel drive cars will produce 321hp or — in the premium N variant — a matching 576hp EV6 GT.

Hyundai i20 N First Drive: Hyundai’s Best Driver’s Car

The i20 N is an absolute riot. Unfortunately, we can’t have it.

Americans have a pathological aversion to subcompact hot hatches. Mini's John Cooper Works variant of its Hardtop is the sole stateside representative of a performance car genre that's been highly successful in Europe and Asia. The entertaining Ford Fiesta ST, launched in late 2013, lasted just five years before Dearborn pulled the plug. We never even got Toyota's grin-a-mile GR Yaris, with Toyota ending the importation of even the mainstream Yaris to the U.S. And so our chances of seeing Hyundai's new i20 N on American roads are precisely … zero. 

Which is a shame, because the little i20 N is the best driver's car Hyundai makes, sharper and more focused than the Veloster N, the Elantra N, and the Kona N, cars that have impressed us with their punchy performance and fun-to-drive dynamics. Indeed, the buzz in Europe is the i20 N has what it takes to shake the subcompact hot hatch crown from the current-generation Fiesta ST.

2021 Hyundai i20 N Specifications 10

The i20 N is more than just some extra muscle under the hood, as it combines the engine's extra grunt with bigger wheels and stiffer suspension, and wraps it all in bright paint with a few aero addenda. With N division founder and former BMW M chief Albert Biermann now head of R&D for the entire Hyundai-Kia group, N models are part of the vehicle development process from the get-go, and the i20 N is one of the first fruits of this new system, arriving less than 18 months after the mainstream i20 hatch hit the market in Europe and Asia.

The Dirty Bits

Regular i20s are powered by a 1.0-liter three-cylinder or a 1.2-liter four-cylinder gas engine (a 1.5-liter diesel four is available in some markets), none boasting more than 118 hp and 127 lb-ft of torque. The i20 N gets a tweaked version of the 201-hp 1.6-liter turbo four-banger found in the Elantra N Line sedan. In i20 N-spec, the engine benefits from a new intercooled turbocharger setup that boosts torque output to 203 lb-ft from 1,750 rpm to 4,500 rpm. There's also an overboost function that allows the little four-pot to muster 224 lb-ft of twist from 2,000 rpm to 4,000 rpm for short periods.

The only available transmission is a six-speed manual that's been upgraded to handle the extra torque and the shock of full-throttle launch-control starts. As with all N cars, the i20 N has a limited-slip differential, although it's a mechanical unit with a Torsen gear optimizing the torque flow across the front axle rather than a more expensive electronic diff.

In terms of the chassis setup, the spring, damper, and anti-roll rates have all been substantially stiffened. The i20 N's suspension is simpler than that of its larger N siblings; the shocks are passive, and the rear axle is a torsion-beam unit rather than multilink. The front suspension has reinforced top mounts and knuckles, however, and an additional brace in the rear load space helps keep the torsion-beam rear axle more precisely located. To cope with the increased dynamic loads—and to give the suspension a more rigid foundation—the body shell has been reinforced in 12 different places, particularly around the front subframe.

2021 Hyundai i20 N Specifications 13

The i20 N retains the column-mounted motor for the electronic power steering system (EPS), but the steering rack ratio has been sharpened from 12.4:1 to 12.0:1, while the motor's retuned to improve its response and better counter torque steer. New front disc brakes have rotors 1.6 inches larger in diameter than those of the regular i20, and new hubs mean the i20 N's 18-inch forged wheels, shod with Pirelli P Zero tires specially developed for the car, are located by five lugs rather than the four of the regular i20.

On paper, the i20 N, with its passive shocks, torsion-beam rear axle, column-mounted EPS, and lack of a dual-clutch automatic transmission, doesn't seem as sophisticated as the bigger N cars. On the road, it's a different story.

Getting Down To Business

There's a solidity to the body structure that makes the no-nonsense tautness of the suspension feel engineered into the car, not merely bolted on. And the control weights—the lovely, mechanical throw of the gearshift; the consistent arc of the clutch; the firm, easily modulated brake pedal; and the crisp steering response—all have the smooth, measured heft you'd normally associate with something engineered in Germany, not Korea.

It's not all dour seriousness, though. "The i20 N is more of a rascal than the i30 N," Hyundai-Kia dynamics engineer Alex Eichler, who's based at the company's technical center in Russelsheim, Germany, said. He's absolutely right. This Hyundai is a lively, energetic little machine with a giant-killing personality.

2021 Hyundai i20 N Specifications 20

The i20 N offers six different drive modes: Eco, Normal, Sport, N, and two different configurable N Custom settings that let you mix and match the settings for the engine, steering, stability control, and exhaust sound. In addition to the standard launch control system, the onboard computers will also automatically match revs on downshifts and allow you to left-foot-brake while keeping your right foot on the throttle.

In Normal mode, the i20 N is a fun little commuter car. Yes, the ride is busy—hardly unexpected in a stiffly suspended car that weighs just over 2,600 pounds and has a short wheelbase—but not uncomfortably so. And being a Hyundai, you get a lot of comfort and convenience for your money (in Europe, the i20 N is priced within a few bucks of the Fiesta ST), including a 10.3-inch touchscreen infotainment system, cruise control, and a rear parking camera.

But the real fun starts when you tap the N button and switch everything to maximum attack.

The i20 N's 1.6-liter turbo engine is workmanlike rather than charismatic, and it's happiest muscling around in the midrange. Keep the revs between 3,000 rpm and 5,500 rpm, working that terrific transmission, and the little Hyundai zings down the road, darting from apex to apex like a kart. Hyundai claims a 0-60-mph time of about 6.1 seconds and a top speed of 142 mph, and the i20 N feels every bit that rapid. 

It'll only take a few miles before you thumb the red button under the right spoke of the steering wheel to switch off the rev matching. The beautifully weighted pedals are perfectly placed for neat and quick heel-and-toe downshifts, the exhaust pop-pop-popping joyfully on the overrun as you brake deeper and deeper into corners.

Crisp As A Fresh Potato Chip

The i20 N has the superlatively authoritative front end that's now a hallmark of Hyundai's N cars, reacting instantly to steering inputs and delivering truly impressive levels of grip. The little hatch rotates promptly on corner entry, the inside rear wheel cocked in the air like a dog's leg at a fire hydrant, and the mechanical limited-slip differential allows you to get on the gas much sooner than you can in almost any other front-drive car; and, contrary to what you might expect, it helps tuck the nose tighter in toward the apex.

A fast run along a twisting two-lane will have you grinning from ear to ear at the sheer audacity of it all. This Hyundai feels wonderfully agile and alert but not nervous, and there are few hot hatches that can generate its raw midcorner pace.

2021 Hyundai i20 N Specifications 38

The i20 N is just one more reason Hyundai is the company Toyota should fear most. The mainstream Hyundai lineup is already better styled, better equipped, and, frankly, better to drive than most comparable Toyotas. With the launch of the i20 N, Hyundai now offers enthusiast drivers a wider selection of accomplished and affordable performance machinery than its Japanese rival.

(Motortrend.com)

Hyundai has introduced the concept of a hydrogen-powered supercar

At the global Hydrogen Wave Forum held yesterday, the Hyundai Group presented its plans to popularize hydrogen by 2040 by introducing new technologies in transportation and other sectors, but also by introducing the concept of a hydrogen-powered supercar.

With a maximum power of around 680 hp, the Vision FK concept can accelerate from 0 to 100km / h in less than four seconds. By combining the energy conversion of high-power fuel cells, the Vision FK can be charged in 20 minutes and reach a range of over 600 km.

However, this concept of a supercar is only one part of the Korean company's vision regarding hydrogen. Hyundai Motor Group believes that by 2040, hydrogen energy will be used not only for transportation, but will also be applied to wider areas of various industries and sectors. For example, a drone trailer with fuel cell propulsion was presented, which enables control of lateral movements. The drone trailer can move autonomously through the domains of ports and narrow urban areas.

The H mobile station was also presented, which is actually a vehicle for higher loads, equipped with devices for charging hydrogen-powered vehicles. This portable charging station offers a charging capacity for 25 NEXO models at once, also offering the option of charging in areas with limited hydrogen stations or non-functioning stations.

The Hyundai Group will continue to develop hydrogen mobility, expand the fuel cell production system and establish infrastructure for the hydrogen community. This is evidenced by the fact that they have already started mass production of an improved version of the existing XCIENT model, the first global fuel cell truck.

Hyundai Casper - "good spirit" for Asian customers

Hyundai plans to conquer the unique Indian market with Casper, but also the rest of Asian countries.

"The hard nut is a strange fruit, don't break it but break your teeth," said Bishop Danilo in "Gorski vijenac". This could be perfectly applied to India and the automotive scene there, where numerous European brands were tested and the list ended in serious failure.

Whether Hyundai could succeed where Europeans are not, the new Casper will show. It is a miniature SUV model, in fact, if you believe the South Korean press representatives, it is also the smallest SUV in the world.

Casper is only 3,595 mm long, 1,595 wide, 1,575 high with a wheelbase of 2,400 mm. So, it is clear that this crossover belongs to the A segment, and in Europe its rival would be Fiat's Panda Cross or, say, Dacia Spring.

What about design? Striking appearance, with the application of some of the stylistic features used by other Hyundai models. First of all, a two-part light group on the front of the vehicle, while at the rear we see a similar look as with the Ioniq 5.

A side view indicates some interesting design solutions, such as a hidden rear door handle, but also very small overhangs and a cubic shape. Still, judging by the looks, the trunk will be extremely modest, but let’s wait for Hyundai’s final data before reaching a verdict on the matter.

The Koreans did not provide information about the appearance of the cabin, although it was announced that the Casper will be a four-seater, and that it will offer a "modern interior". What we do know is what the engine range will look like, and it will consist of two units.

Both powertrains have three cylinders and a displacement of one liter. The introductory engine is atmospheric with 76 hp, while the latter has the right to a turbocharger and has 100 "heads". These are aggregates available in the home, Korean market.

For India, there is a serious chance that a completely different choice will appear, several media outlets state that Indians will be able to buy a Casper with a 1.2-liter atmospheric block, well known to us from the i20 and i10 models for the European market.

The tiny SUV is positioned on the K1 platform, making it a close relative with vehicles like the aforementioned Hyundai i10 and Kia Picanto.

According to unofficial data, Hyundai should start production of the Casper in mid-September. From unnamed sources, news is coming that the Koreans are also working on a fully electric version of this SUV. The EV edition could reportedly be on the market in 2023.

As far as is known, Hyundai does not intend to offer Casper in Europe. But if the public interest in the Old Continent shows for such a four-wheeler, there is no doubt that Hyundai could easily change its position.

Hyundai Kona N SUV review

“In the Kona N, Hyundai has created another fantastic performance model - one that makes a great alternative to a Volkswagen T-Roc R”

Pros

  • Very quick
  • Lots of standard equipment
  • Cheaper than nearest rivals

Cons

  • Automatic only
  • Too many drive settings
  • i30 N is bigger and costs less

The standard Hyundai Kona isn’t our favourite car in its class but the Kona Electric is one of the best electric cars on sale. The Kona range is now even broader and better with the introduction of the Hyundai Kona N, a high-power, performance-focused model. Despite the car industry moving towards electrification, Hyundai still sees a place for fast and loud petrol cars for enthusiasts to enjoy.

The world of fast small SUVs wasn’t very heavily populated until relatively recently but now the Volkswagen T-Roc R, BMW X2 M35i, Audi SQ2 and MINI Countryman JCW are all fighting it out for supremacy. There’s also the more affordable and less powerful (but no less fun) Ford Puma ST. Hyundai has found a gap in the market directly between these cars, making the Kona N more powerful than the Ford but less expensive than all its other rivals.

The car’s 276bhp 2.0-litre turbo petrol engine is shared with the Hyundai i30 N, as is most of the rest of the running gear. The i30 N is one of our favourite hot hatchbacks, so the recipe is a good one and sets the Kona N up well. A 0-62mph sprint can be done in 6.4 seconds, unless you engage launch control, in which case it’s just 5.5 seconds. This makes the car easily quick enough to mix with its rivals, despite the Kona N only coming with front-wheel drive.

But the Kona N allows you to dial back the performance with a slightly bewildering range of driving modes (even ones for mud and snow). Sticking it in Eco or Normal will make the car feel little different to a standard Kona and the ability to calm things down suits the car’s slightly raised driving position.

The Kona N has joined the range as part of the model’s facelift, so it feels fresh and modern inside. Digital dials are standard, as is a new 10.25-inch touchscreen, while a smattering of specific badges and stitching choices elevate it above the regular Kona. The price of the N may look high compared to entry-level versions of the Kona but you get a huge amount of kit as well as the performance, such as a head-up display, a premium sound system and heated and cooled electrically adjustable seats.

While the Kona N does share its running gear with the i30 N, it’s slightly more expensive, slightly less practical and doesn’t come with the option of a manual gearbox like the i30 N does. We can’t imagine any of these will be major issues if you like the Kona’s driving position and styling, however.

MPG, running costs & CO2

The Hyundai Kona N is thirsty, just like its rivals

More often than not, the trade-off for a powerful petrol engine is poor fuel economy - and that’s exactly the case here. While the Kona Electric and hybrid models are focused on efficiency, the Kona N certainly isn’t. It’ll achieve up to 33.2mpg at a steady cruise and much less if you drive it enthusiastically. In fact, use all of the car’s performance all of the time and you could end up travelling fewer miles on a tank than you’d get from a full charge in the electric model.

Whether you pick the Kona or another fast SUV like the Volkswagen T-Roc R or BMW X2 M35i, that’s about as efficient as a performance SUV gets. However, because the Kona doesn’t breach £40,000 like many of its rivals, private buyers will only pay the standard rate of tax per year. It almost goes without saying that the Kona N will be costly to run for company-car drivers, as its 194g/km CO2 output puts it firmly in the top Benefit-in-Kind band.

Engines, drive & performance

 The Kona N is one of the best hot SUVs on the market

The Hyundai i30 N was the brand’s first hot hatchback but Hyundai’s relative lack of performance-car experience meant nothing; the i30 N shot to near the top of the hot hatch class. The smaller, Ford Fiesta ST-rivalling Hyundai i20 N is also excellent, and the Korean company has done it again with the much-anticipated Kona N.

Just like the i30 N, the Kona N uses a 2.0-litre turbo petrol engine that produces 276bhp. That enables a 0-62mph time of 6.4 seconds, or just 5.5 seconds if you engage launch control. In the past, launch control was reserved for supercars and sports cars but now you’ll be able to surprise people with a perfect launch in your small SUV. The Kona is only available with an eight-speed dual clutch automatic transmission, whereas the i30 N is also available with a manual gearbox. We’d like the option of the six-speed manual here too, as the auto gearbox sometimes struggles to find the right gear.

The Kona N comes with electronically controlled dampers and a differential as standard in the UK, which, again, would previously have been reserved for the very best performance cars. You can feel the differential working if you press the throttle down mid-corner, as the car tightens its line and doesn’t stray wide. It makes the car’s performance feel accessible and gives you confidence to drive faster.

There are also a wide range of driving modes, from Eco and Normal to Sport and even mud/snow settings but the sportiest setup is accessed by pressing one of the N buttons on the steering wheel. With N mode engaged, the suspension firms up and makes the Kona more agile through corners. A wider track (the distance between left and right wheels) helps reduce body roll to almost zero.

Another Kona N-specific feature is the NGS button on the steering wheel. Press this and you’ll get a hit of extra power (the full 286bhp) for 20 seconds. We can see it being useful for quick overtakes, where you want all the power without having to resort to scrolling through all the driver modes.

Interior & comfort

 The Hyundai Kona N has a sporty feel inside and lots of equipment

Joining the range as part of the Kona’s facelift, the N benefits from Hyundai’s very latest interior design. There’s a new 10.25-inch touchscreen on top of the dashboard and a large digital instrument cluster instead of traditional dials. The N gets a sports steering wheel with the aforementioned N buttons, plus seats trimmed partly in leather and partly in Alcantara suede.

You’ll pay less for the Kona N than its main rivals but you’ll get more equipment as standard. The front seats are electrically adjustable, heated and cooled, while the outer rear seats and the steering wheel both have heating too. There’s also automatic climate control, wireless phone charging, a head-up display and a reversing camera.

Practicality & boot space

 The Kona isn’t the biggest inside and the i30 N has a bigger boot

One of our bugbears with the standard Hyundai Kona is that it is far from the most spacious small SUV on sale and the N is the same in this respect. A Volkswagen T-Roc R or a MINI Countryman JCW will be more comfortable for adults in the rear seats but then you might find it’s fine if you’re not regularly bringing mates along for the ride. We’d recommend sitting in the rear seats with the driver’s seat in your position before you buy.

Many small SUVs have a surprisingly large boot - the Renault Captur offers more space than some cars in the class above - but the Kona has one of the smallest boots in the class. The N’s 361 litres isn’t terrible but the i30 N offers more rear-seat and luggage space for a lower price.

Reliability and safety

 A five-star safety score and glowing customer satisfaction are both impressive

The standard Kona was the best-rated car on sale in our 2021 Driver Power owner satisfaction survey, with top scores for everything except practicality. Although the Kona N wasn’t specifically mentioned in the result, it should be absolutely excellent to live with. Kona owners love the fit-and-finish, the technology and the driving experience - and the N provides tech and performance in spades. Hyundai’s five-year warranty is more generous than its rivals too.

Euro NCAP tested the Hyundai Kona in 2017 and awarded it a five-star score, with 89% protection for adult occupants. The range-topping Kona N features a host of driver assistance technology including adaptive cruise control, lane keeping and following, front and rear collision avoidance and a head-up display.

(carbuyer.co.uk)

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