With regular unleaded soaring over $2.00 per litre in some provinces, and expectations for even higher pump prices in the near future, Canadians are starting to get serious about going electric. This…
Tesla’s Model 3 is the most efficient electric vehicle available in North America, according to the U.S. EPA.
With regular unleaded soaring over $2.00 per litre in some provinces, and expectations for even higher pump prices in the near future, Canadians are starting to get serious about going electric. This brings up the question, which EV is most efficient?
While EVs capable of “going the distance” are impressive, an ability to drive 400 to 500 kilometres on a single charge might not be your best choice unless you plan to travel from Toronto to the Muskokas or Vancouver to the Okanagan on a regular basis. Efficiency, on the other hand, is paramount, because it factors in how much you’ll actually be spending. After learning this, you can compare a given EV to the conventional internal combustion engine (ICE) powered vehicle you’re driving now.
This formula would normally require the comparison of an EV’s Le/100km ranking to an ICE vehicle’s L/100km rating, but in this case, we’re borrowing info compiled by the U.S. Environmental Protection Agency (EPA), so you’ll be seeing MPGe. Either way, it gives us a good indication of the top 5 most efficient vehicles available in a market that’s very similar to Canada, plus, as an added bonus, we’ll also list off how the “losers” fared.
1) Tesla Model 3: Canada’s best-selling electric vehicle for good reason
The Model 3 leads in sales too.
Most popular doesn’t always translate into most practical, but in the world of electric cars, efficiency seems to matter just as much as style, performance, luxury features and premium status. The Model 3 has it all, along with best-selling BEV stats and sales leadership in its compact luxury D-segment, beating such perennial all-stars as BMW’s 3 Series, Mercedes-Benz C-Class and Audi’s A4 (see our Tesla Model 3 sales story here).
At a starting price of $45,099, the all-electric Model 3 is just $109 more expensive than the $44,990 base BMW 330e, which is merely a plug-in hybrid, while last year’s M-B C 300 4Matic Sedan (the redesigned one is not yet available) started at $49,500 with no motive electrification at all. Similarly, the 2022 Audi A4 Komfort 40 TFSI quattro incorporates no electric motivation, but at least its $43,800 window sticker saves $1,299 off the top, but that’s no small comfort when balancing off all of these German challengers’ premium unleaded requirement.
So how do the numbers stack up? As per the EPA, the Model 3 achieves 132 MPGe combined city/highway for a cost of $500 USD per year, or about $635 CAD at the time of writing. After seeing countless social media posts of Canadians filling their tanks well beyond $100 per fill per week, it doesn’t take a genius to figure out how quickly a Model 3 might pay itself off compared to the just-noted ICE vehicles it competes with.
2) Lucid Air: Gorgeous newcomer offers a lot for the luxury sedan crowd
The new Lucid Air is now the most efficient large electric sedan available, coming in second to the Tesla Model S’ sixth.
Lucid what? For many, the name Lucid won’t ring any bells, but those keeping an eye on the EV scene will already be well informed of this Tesla Model S sized competitor. Designed to compete with Tesla’s first practical passenger car (which achieves sixth place on this list), the Air is a much more modern take on luxury, plus its $105,000 entry point is much more advantageous than the Model S’ $120,700 base price.
Still, eclipsing the $100k threshold will make Lucid Motors’ initial model out of reach for the majority of Canadians, even when considering its exceptional 131 MPGe rating and second-place ranking on this list, the latter matching the Model 3 at $500 USD per year, incidentally, or $635 CAD.
3) Tesla Model Y: An even more practical Model 3
Need more space than a Model 3? Try the Tesla Model Y on for size.
For those wanting a Model 3 but requiring more space, the Model Y provides a sporty crossover alternative featuring more cargo space, a handy liftback design and a slight increase in ride height for better overall visibility.
Starting at $75,700, the Model Y brings EV ownership a bit more down to earth than the Lucid, albeit nowhere near as affordable as the Model 3. At 129 MPGe, however, its annual running costs are identical to the aforementioned EVs at about $500 USD ($635 CAD).
4) Chevrolet Bolt EV: Affordable from the get-go
Chevy’s Bolt EV offers a lot of EV efficiency for the money.
General Motors has been building electric cars longer than the majority of its competitors, giving Chevy a competitive edge that’s resulting in strong sales and low running costs.
The Bolt EV achieves a 120 MPGe rating and $550 USD ($700 CAD) per annum running costs, and when including its initial price of just $38,198, becomes one of the more affordable electric vehicles on this list, especially after factoring in any government rebates.
5) Hyundai Kona Electric:
Hyundai’s Kona Electric managed to achieve a top-5 placement for its impressive efficiency.
For only five thousand or so extra, Hyundai’s $43,899 Kona Electric competes more directly with Chevy’s $40,198 Bolt EUV crossover, but challenges the smaller bowtie model for annual running cost kudos at 120 MPGe, resulting in the same $550 USD ($700 CAD) ranking.
Kia’s EV6 joins Hyundai’s Ioniq 5 in upending the entire EV segment.
If you’re wondering how Hyundai’s $44,999 Ioniq 5 fits into the picture, which incidentally is identical under the skin to the less dominant Korean brand’s just-mentioned EV6, a ninth-place standing is respectable, plus 114 MPGe rating and $600 USD ($764 CAD) yearly running cost estimate laudable, the two new Korean models making me wonder how Kia will be able to sell any more $44,995 Niro EVs, which sits 10th on this list. That practical crossover manages 112 MPGe, however, for the same annual cost of $600 USD ($764 CAD).
Remember the Nissan Leaf? Not too long ago it was the best-selling electric car in the world, and while it’s been knocked from its pedestal it’s still a credible performer with a 111 MPGe rating and identical $600 USD ($764 CAD) running cost estimate. It shares the latter a number with the fun-loving Mini Cooper SE that achieves a 110 MPGe rating, plus the new BMW i4 (see our story here that also covers the new iX) that manages 109 MPGe, and the pricier Polestar 2 (a fancier version of the new Volvo C40 Recharge) that’s good for 107 MPGe.
Mustang Mach-E is a strong seller despite being less efficient than many EV peers
The new VW ID.4 is starting to become a common sight in some Canadian cities.
Considering its success on the sales charts, Ford’s Mustang Mach-E should seemingly be ranked higher on this list, but its 103 MPGe and $650 USD ($827 CAD) annual running cost estimate won’t allow, although it’s more or less matched to its main competitor, Tesla’s Model X that achieves the same yearly electrical costs, albeit just 102 MPGe. The sharp looking new Volkswagen ID.4 ranks the same for running costs too, but with a 99 MPGe fuel economy estimate.
Those able to afford the new Mercedes-Benz EQS probably won’t care that its 97 MPGe rating and $700 USD ($891 CAD) cost per annum ranking put it way down the list, but take note it competes directly with the aforementioned Tesla Model S and Lucid Air that do much better, not to mention the Porsche Taycan and Audi RS E-Tron GT.
Audi’s Q4 E-Tron (not to be confused with the larger E-Tron), which ranked second to last, is good for a 95 MPGe rating and the same $700 USD ($891 CAD) yearly cost in both its regular crossover SUV design and the swoopier Sportback, whereas the last-place Mazda MX-30 achieves a 92 MPGe rating and identical $700 USD ($891 CAD) cost.
Story credits: Trevor Hofmann
Photo credits: various
In the burgeoning subcompact SUV segment, one model stands above them all. Kia’s Kona only arrived on the scene in March of 2018, but in only its first partial year it rose to sales prominence in Canada,…
Hyundai’s Kona is one sweet looking ride, especially as-tested in top-line 1.6T AWD Ultimate trim.
In the burgeoning subcompact SUV segment, one model stands above them all. Kia’s Kona only arrived on the scene in March of 2018, but in only its first partial year it rose to sales prominence in Canada, placing third in its class, and even then, it was a mere 42 units behind the next most popular Subaru Crosstrek.
Nissan’s Qashqai was number one that year, but it would quickly lose this status during the following 12 months when the Kona’s sales increased by a staggering 78-percent to 25,817 examples, dwarfing the next-best-selling Qashqai’s 18,526-unit total. Calendar year 2020 saw another bump up the sales charts to 31,733 deliveries, with the best-of-the-rest Crosstrek managing a very respectable 22,161 units, albeit still about a third, or 9,572 deliveries behind, while today, the impressive little Kona is on its way to approximately the same sales results for 2021, once again leading the pack in popularity with 15,715 examples down the road after six months.
Funky, fun and forward-looking, the Kona is fortunately not too whacky and weird, like some small SUVs that have come before.
Why such dominance? One look should immediately give it away. This little ute is a knockout, combining plenty of unorthodox styling cues, but doing so in a way that’s appealing to most buyers in the entry-level SUV marketplace. Up front and centre it features Hyundai’s unique hexagonal grille, although its bold, assertive design is surrounded by some rather fun styling features, including a narrow slat just above, two slim bi-functional LED headlamps with active cornering lights positioned high above the front fenders to each side (projectors are standard below Ultimate trim), some beefy blocks of matte grey/black composite just under those, which are integrated with squarish metallic bezels that look like sporty brake vents, and house LED driving lights inside.
The Kona has plenty of interesting design elements arounds its big, open grille.
A sporty lower lip spoiler filled with fog lamps sits below everything, the blackened matte material joining up with thick, meaty grey/black fender extensions that circle each wheel cut-out, while more of the darkened trim spans the rocker panels, other than a thin strip of metal-look trim that sits on top.
Hyundai continues a similar look at back, where a thin trip of black trim on the fourth pillar forms a floating roof design that follows the rear window down to an elegant set of horizontally-positioned LED taillights, all of which sit above another blocky cluster of black-cladding that frames backup and reflector lamps before forming into a big black and grey diffuser-style rear bumper.
Slim bi-functional LED headlamps with active cornering lights, exclusive to Ultimate trim, are positioned high above the front fenders.
It might sound to some as if I’m describing a mix of the more controversially styled fifth-generation Jeep Cherokee, available from 2014 to 2018, and Nissan’s ultimately whacky Juke (that I honestly kind of like), but it all works so well that it’s sparked zero controversy at all.
My top-line Kona Ultimate AWD tester added a set of 18-inch machine-finished alloy rims with gray-painted pockets (shared with lesser Trend trim), wrapped around 235/45 Goodyear Eagle Touring all-season rubber. Its Blue Lagoon paintwork borders on radical, but somehow still comes across as tasteful with the Kona, while all the just-noted dark matte grey body cladding across the bottom actually features a slightly glossed up metallic look in Ultimate trim. Some of the metallic bits mentioned a moment ago are partially exclusive to top-line trim too, while the metallic brightwork edging the front grille can also be found on the Trend model.
Along with the LED headlights, the silver trim and the larger 18-inch machine-finished alloy wheels come standard on Ultimate trim.
Climb inside, and the Kona continues its expressive attitude, albeit with a dose of upscale refinement. Hyundai mixes dark greys on most surfaces with light grey tones that almost border on white, for the mid-section of the dash and door uppers, while the seats are surfaced in more of a medium grey.
The light grey is dimpled for a nice textured effect, and finished in soft-touch synthetic along the dash facing, while Hyundai utilizes a nice soft paint to make the door uppers a bit more appealing, if not more comfortable for those that rest their elbows on the side window sills. The rest of the interior plastics are harder, although they’re comprised of good, solid-feeling composites and seem as if they’re designed to put up with abuse over the long haul, while the cabin’s overall design is very appealing.
These LED taillights are standard across the entire Kona range.
This is especially true of its details, such as the nice leather-wrapped sport steering wheel that includes comfortable thumb spats and elegantly thin spokes dotted with high-quality switchgear, some of the toggles even aluminized. The stalks behind the steering wheel are very high in quality too, while all of the buttons, knobs and toggles throughout the interior are tightly fitted and well damped, despite not being always made from particularly dense composites.
The primary instrument cluster is mostly a backlit analogue design (for now… keep reading), although a narrow, vertical 4.2-inch TFT Supervision multi-information display sits in the middle of the tachometer and speedometer, adding a bit of colour for highlighting key functions. Better yet, a useful head-up display system sits overtop on the dash, projecting key info in the driver’s line of sight where it’s safer to pay attention to.
The Kona Ultimate provides a two-tone grey interior that’s quite upscale for the subcompact SUV class.
Over to the right, the centre stack is nicely laid out, with the usual fixed tablet-style infotainment display on top, seeming to stick up and out of the dash. The 8.0-inch touchscreen (up an inch from lesser trims) is flanked by two rows of buttons and dials, nothing new here, but I like the way Hyundai has design the pod-like controls, which are all backlit for easy use at night.
The user interface itself is not up to Hyundai’s newer standards, with older graphics and a matte screen, but it’s still easy to use and filled with functions. Android Auto and Apple CarPlay smartphone integration come standard, as does an accurate navigation system in Ultimate trim, while the backup camera includes helpful active guidelines. The Infinity audio system offers good sound quality, ideally suited to my favourite SiriusXM satellite radio stations, or alternatively one of the many podcasts I regularly listen too, the latter streamed via Bluetooth (which incidentally includes voice command).
The Kona boasts a well laid out cockpit that’s stock full of features in Ultimate trim.
USB ports for smartphone integration and/or charging can be found at the base of the centre stack, along with dual 12-volt chargers, although you might find the Ultimate’s exclusive wireless charging pad more to your liking, a real bonus in this entry-level segment.
Separating the two-shelf phone storage/charging area from the infotainment display is a simple, straightforward single-zone automatic climate control interface comprised of two dials and a digital display, the left knob for temperature settings and the right one for fan speeds, this non-manual system only found on the Kona’s Ultimate trim, while a row of quick-access HVAC buttons sits just below.
The mostly analogue gauge cluster is bright and attractive for the class.
The three-way front seat heater controls are located on the lower console, right in front of a separate button for turning the heatable steering wheel rim on and off, and not far away from two separate buttons for hill descent control and rear parking sensors (this last item exclusive to Ultimate trim), not to mention the gear lever at centre, complete with a leather-clad knob and boot.
Now that we’re talking mechanicals, the shifter sends commands down to a sporty seven-speed Dual Clutch Transmission (DCT), standard in all AWD models. Right next to the shifter in these three trims, that include Trend, Luxury and as-tested Ultimate, is another button for four-wheel drive lock, which really helps when trying to get unstuck from the snow, mud or out of any other type of slippery situation, while a Drive Mode button on the opposite side of the console lets you swap between default, Eco and Sport settings, the latter really increasing the fun factor.
A bit old school yet still totally functional and filled with all the most important features, the Kona’s top-line 8.0-inch display does the job.
To that end, Hyundai gives its AWD models a little more oomph from a 1.6-litre turbocharged four-cylinder, this engine making 175 horsepower and 195 lb-ft torque compared to the base 2.0-litre mill’s 146 horsepower and 132 lb-ft. The former powerplant is sporty for this tiny tyke class, but I won’t go so far to say that it sounds sporty, at least not all the time due to a slightly anemic exhaust note when driven slowly, but put your foot into the throttle and a nice growly tone accompanies its brisk acceleration.
In this way, the Kona 1.6T AWD kind of fills the shoes of the aforementioned Juke, which in Nismo AWD-form, or better yet the even more potent Nismo RS, was one seriously zippy performer thanks to 215 horsepower and 210 lb-ft of torque driving a reasonably sophisticated AWD system via a six-speed manual gearbox. That little screamer was killed off five years ago, however, leaving this top-line Kona as one of the segment’s most aggressive performers.
A wireless device charger was a pleasant surprise, Hyundai having long been ahead of the curve when it comes to adopting new technologies.
It moves off the line with plenty of chutzpa, although strangely Hyundai forgot to fit a set of paddles to the sporty steering wheel in order to provide any hands-on entertainment. It’s certainly shiftable via the gear lever, which merely takes a leftward flick of the wrist to actuate, but folks these days, myself included, would rather flick away in the upper regions of the cockpit. We’ll see if Hyundai addresses this in the model’s forthcoming refresh, or for that matter updates this model’s handbrake with an electromechanical one, although this last point isn’t an issue for me.
At least the gearbox allows the engine to rev right up to redline before it automatically shifts, this working best in Sport mode, of course, but shifts are truly quicker than most in this class no matter the mode you’re in, due to its dual-clutch design. It’s smooth when doing so too, thus a best-of-both-worlds scenario, while its claimed fuel economy rating is about the same as the less powerful engine when optimized with AWD, at 9.0 L/100km in the city, 8.0 on the highway and 8.6 combined, compared to 9.2, 7.8 and 8.6 respectively for the 2.0 AWD. The base 2.0 FWD Kona, incidentally, gets an estimated 8.6 L/100km city, 7.0 highway and 7.9 combined rating.
The leather-wrapped shift knob controls a very advanced 7-speed dual-clutch automated gearbox.
Possibly most important in this class is ride quality and overall comfort, which the Kona provides in spades. Of course, this is a small SUV, so don’t expect Palisade levels of poshness or quietude, but within this class it’s a refinement superstar, and therefore ideal for everything from inner-city commutes to fast-paced highway road trips, with a little serpentine action thrown in the middle just for fun. Yes, this little ute provides good grip around such circuitous corners for an overall fun experience, which made it my go-to vehicle during its test week.
The Kona Ultimate’s seats are excellent, and driving position very good too.
Another reason the Kona sells well is overall practicality, this a critical factor that even mighty Toyota is only starting to figure out with its upcoming Corolla Sport Cross (the CH-R’s cargo capacity is miniscule). Settling into the Kona Ultimate’s perforated leather-covered eight-way power-adjustable driver’s seat, which includes two-way powered lumbar and hides that have a particularly upscale feel, I couldn’t help but be impressed by its substantive bolsters that ideally enveloped my backside. All around, it provided the ideal amount of comfort, plus good, firm support, almost Germanic in its design. The tilt and telescopic steering column’s reach and rake was superb too, easily finding a good driving position for my short-torso, long-legged frame, which is not always possible in this class or others.
A powered glass sunroof is always nice.
No one should feel claustrophobic up front either, thanks to lofty headroom and plenty of shoulder space, while the same can also be said for rear occupants that offer no shortage of room for legs and feet. The Kona seats three abreast, although two adults in back is best, with the centre armrest folded down to maximize comfort and provide a place for drinks. The outboard seatbacks offer decent lower back support, but other than that, rear creature comforts are nowhere near up to the levels of Ultimate trims in Hyundai’s larger SUV lineup—although the netted magazine holders on the backsides of the front seats are nice.
The rear seating area is roomy and the outboard seatbacks very comfortable with good lower support.
Features in mind, Ultimate trim does come well-equipped for this class, with items like solar front glass, rear privacy glass, rain-sensing wipers, powered and timer-heated exterior mirrors, proximity-sensing keyless access with pushbutton start/stop, a multifunctional auto-dimming centre mirror, a HomeLink universal transceiver, an overhead console integrating a nice padded sunglasses holder and reading lights, plus controls for the powered glass sunroof, lidded and lit vanity mirrors in the front sun visors, plus more.
Advanced safety technologies found in top-tier Ultimate trim include Forward Collision-Avoidance Assist with Pedestrian Detection, Blind-Spot Collision Warning, Lane Change Assist, Lane Keeping Assist, Rear Cross-Traffic Collision Warning, and Driver Attention Warning, while High Beam Assist and Adaptive Cruise Control make the Kona much easier to live with on long commutes and trips.
The Kona’s dedicated cargo area measures a generous 544 litres.
My tester included a handy cargo net attached to all four chromed tie-down hooks at each corner, while the substantive cargo floor is both removable and capable of being raised to match the same level as the seatbacks when folded. Hyundai provides a shallow divided container just below, made from a solid-feeling foam, which is also removable, and when lifted exposes the spare tire below. Likewise, the hard-shell tonneau cover can be removed easily. Expanding on the 544-litre dedicated luggage area are rear seatbacks that fold in the usual 60/40 configuration, which when laid flat via latches on the seat tops makes a sizeable 1,296 litres.
This shallow tray sits atop the spare tire under the cargo floor.
To be honest, due to styling alone the Kona has long been a personal favourite in this class, but after a week behind the wheel I can truly say the rest of the package attests to its popularity. It does everything a subcompact SUV should and more, so it will likely remain on top until some other manufacturer comes up with something that checks off more boxes for similar pricing.
Money in mind, the most basic Kona in Essential trim starts at $21,299 plus freight and fees, while Preferred trim can be had for $23,049, and AWD adds $2,000 to either. The Kona Trend, which comes standard with AWD, starts at $26,899, while Luxury trim does likewise for $27,999. The special Urban Edition, which gets upgraded to the 1.6-litre turbo-four AWD powertrain, is available from $28,049, while the Limited Edition also features the upgraded engine for $28,049. Finally, the as-tested Ultimate can be had from $32,299. On a side note, Hyundai makes the FWD-only Kona Electric, which ranges from $43,699 in Preferred trim to $49,199 for the Ultimate, less government rebates, depending where you live. I’ll be covering this one in a separate review soon.
With a sizeable 1,296 litres to its credit when both 60/40-split rear seatbacks are lowered, the Kona is quite accommodating for gear.
Before signing off, it’s important for you to know the 2022 Kona will see a fairly dramatic styling refresh from the outside in, including a wider, shallower grille, new headlamps and driving lights, a deeper front fascia, plus changes to the rear lighting elements, bumper, and more. Inside, a new dash design offers an optional digital gauge cluster, while available heated rear seats will give rear passengers more to celebrate on cold mornings. Atop the centre stack, an 8.0-inch infotainment touchscreen will be standard, with the upgraded version stretching to 10.3 inches. Lastly, a sportier N Line trim will soon vie for most entertaining subcompact performance SUV credentials, thanks to a 195-horsepower version of the same 1.6-litre turbo-four used in today’s top-line Kona. Details on this last upgrade are not yet available, so we’ll keep you posted.
