17 Nov
Blog

2022 Hyundai Kona Electric Review: Everyday EV

Front view of the Hyundai Kona Electric 2022.

Hyundai Kona Electric

RRP $ 43,685.00

"With a range of 258 miles and a lot of technology, the Kona Electric is a great entry point for electric vehicles."

advantages

  • Impressive range

  • Functional interior

  • Intuitive infotainment system

  • Available digital key

disadvantage

  • Charging with low power consumption

  • Poor driving experience

Electric cars based on existing gasoline models can feel half-baked, but the Hyundai Kona Electric 2022 appears to be the exception to that rule. The gasoline Kona was already a good subcompact crossover SUV, and the Kona Electric adds an impressive range of 258 miles. To find out if this electric vehicle was as good in real life as it seems on paper, we spent a week driving one.

The Kona Electric was launched as the 2019 model and is receiving some notable updates for the 2022 model year. Highlights include wireless Apple CarPlay and Android Auto, Digital Key functionality, and the same new touchscreens found in other Hyundai models be used. Hyundai also made some changes to the exterior, but made no changes to the powertrain, so the range stays the same.

Hyundai offers the Kona Electric in the base SEL and our test model Limited, which start at $ 35,185 and $ 43,685, respectively (all prices include a mandatory target fee of $ 1,185). The Kona Electric is also eligible for the full federal tax credit of $ 7,500 and may receive state and local incentives based on where you live.

Close-up view of the headlights and charging port on the 2022 Hyundai Kona Electric.

Design and interior

Hyundai has promised a line of electric cars based on a dedicated platform, but right now the Kona Electric shares its basics with gasoline models. That means it has largely the same exterior design as gasoline Kona models, with stacked headlights and daytime running lights, a plastic trim, and a shape that's somewhere between an SUV and a traditional hatchback. Whether gasoline or electric, the Kona looks like nothing else on the road.

Electric models are characterized by a dimmed grille (which also houses the charging port) and model-specific wheels that, according to Hyundai, optimize aerodynamic efficiency. The styling optimizations for the 2022 model year include functional ventilation openings on the front bumper, revised lighting and a new rear bumper. The changes are pretty subtle, however.

The interior is practically identical to that of the gasoline Kona. The main difference is a series of buttons that replace the shift lever on the gasoline model. The interior design is clean and functional, with a convenient storage compartment under the center console. The only drawback was the quality of the material. Almost everything was plain black plastic, and while that would be fine for the price of a simple gasoline Kona, it didn't seem appropriate given our test car's MSRP of roughly $ 43,000.

Whether gasoline or electric, the Kona looks like nothing else on the road.

The Kona Electric has a little less head and legroom in the rear than the already cramped gasoline Kona. The small size and relatively low seating position of this vehicle doesn't feel particularly SUV-like, but the passenger compartment is similar to that of competing electric vehicles. The Kia Niro EV and Chevrolet Bolt EV / EUV offer similar headroom, although the Chevys offer more legroom in both rows. The Volkswagen ID.4 offers more headroom in the front and rear, as well as more legroom in the rear seats, but long-legged drivers won't notice much of a difference.

At 19.2 cubic feet with the rear seats inserted and 45.8 cubic feet with the rear seats folded, the cargo space is identical to the gasoline Kona models. With the rear seats folded up, the Hyundai offers more cargo space than the Kia Niro EV and Chevy Bolt EV / EUV, but loses that advantage when you fold the rear seats. Conversely, the Nissan Leaf has more cargo space when the rear seats are folded up, but less when the rear seats are folded down. Only the VW ID.4 offers more cargo space in both cases.

The interior of the Hyundai Kona Electric 2022.

Technology, infotainment and driver assistance

The standard 8.0-inch touchscreen infotainment system includes wireless Apple CarPlay and Android Auto. Higher equipment variants receive a 10.25-inch touchscreen with coupling of several devices, but only wired CarPlay and Android Auto.

Our test car had the larger touchscreen that was carried over from other Hyundai models. This is not a problem as we have had positive experiences with the same device in the past. The reasonable layout of the screen, well-designed graphics (including old-fashioned vacuum tubes for the radio menu), and responsiveness have made it one of the best from a mainstream automaker. That's still the case here.

The Kona Electric does an exceptionally good job of displaying charging information. A tab on the right side of the screen shows the battery level, an estimated range, and locations of nearby charging stations. You can also set up the charging station search by station type and even by large networks such as ChargePoint or Electrify America. It's an intuitive setup that first-time EV drivers should put at ease, while also offering the functionality that more experienced drivers are likely to appreciate.

The reasonable layout of the screen, well-designed graphics, and responsiveness make it one of the best from a mainstream automaker.

All Kona Electric models also get a standard 10.25-inch digital instrument with EV-specific gauges for things like state of charge and regenerative braking. Everything was easy to read and the information was well organized, but we found the default white on black a little too bright (there is a night mode too).

The Kona Electric can also be equipped with Hyundai's Digital Key function, which allows the driver to use a smartphone instead of a conventional key fob. Drivers can lock or unlock the doors, start the car and drive with just a connected phone. However, this feature only works with Android phones.

The standard driver assistance technology includes blind spot monitoring, rear cross traffic warning, rear parking sensors, forward collision warning, lane departure warning, lane following assistant, safe exit assistant and a driver attention monitor. The Kona Electric Limited adds adaptive cruise control and automatic high beam. That's a pretty good range of features, but the Kona Electric doesn't have the clever camera-based blind spot surveillance system available in other Hyundai models that shows a camera view in the instrument cluster when a turn signal is activated.

The 10.25-inch touchscreen of the 2022 Hyundai Kona Electric Limited.

Experience at the wheel

The Kona Electric's single engine produces 201 horsepower and 291 pound-feet of torque. That's roughly the same horsepower you get in a base VW ID.4 or Chevy Bolt EV, but the Hyundai has a lot more torque.

While the gasoline versions of the Kona are available with all-wheel drive, the Kona Electric is only front-wheel drive. That's not ideal for a vehicle billed as an SUV, but most of the Kona Electric's competitors don't offer all-wheel drive either. You can buy a four-wheel drive VW ID.4 or spend more money on a Ford Mustang Mach-E, Tesla Model Y, or Volvo XC40 Recharge.

The lush torque provides more kick off the line than the Kona's petrol sibling.

That luscious torque gives you more kick off the line than the Kona's gasoline siblings, or leads to pointless wheelspin if you're not careful. Robust acceleration, however, is a feature of every electric car as electric motors provide instant torque delivery. The driver can choose between different levels of regenerative braking using paddle shifters. The lowest setting allows the car to roll at highway speeds. The highest setting provides a significant delay in lifting the accelerator, but falls a little short of the single-pedal driving that most EVs aim for.

The Kona Electric couldn't differ from other EVs in terms of handling, as it lacked the solidity of the VW ID.4 and the maneuverability of the Chevy Bolt EV and EUV. The sloppy handling of the electric model also felt like a devaluation compared to the last gasoline Kona we tested. The cabin at least kept road noise out (all Kona models get more sound-deadening acoustic glass for 2022) and the ride was pretty comfortable most of the time. However, the suspension couldn't absorb even small bumps and transmit a harsh jolt into the cabin every time.

The instrument cluster of the Hyundai Kona Electric 2022.

Range, charging and security

At 258 miles, the Kona Electric offers significantly more range than most other equally priced electric vehicles, beating the Kia Niro EV, Ford Mustang Mach-E, and Nissan Leaf. The Chevy Bolt EV offers 259 miles of range, but that drops to 247 miles for its Bolt EUV sibling. The Volkswagen ID.4 is rated with a range of 260 miles in the basic rear-wheel drive Pro configuration and achieves this with more SUV-like amounts of passenger and cargo space.

However, when it's time to recharge, you may have to wait a long time. According to Hyundai, it takes the 7.2-kilowatt onboard charger nine hours to fully charge the 64.0-kilowatt-hour battery from a level 2 240-volt AC source. The Kona Electric is also equipped for DC fast charging with 70 kW, with which, according to Hyundai, a charge of 10 to 80% can be achieved in 47 minutes. However, it took us a little over an hour to go from a 25% charge to 80%, and we only got a peak charge of 39 kW. While a single charging session does not allow for a scientific conclusion, that is not encouraging.

Full crash test ratings for the Kona Electric are not available. The gasoline Kona performed well on the Insurance Institute for Highway Safety (IIHS) tests, but these results may not apply directly to the electric version. The National Highway Traffic Safety Administration (NHTSA) also didn't publish any crash test ratings for the Kona Electric, but again, the gasoline Kona did well in the federal agency's tests.

The Kona Electric comes with the same 5-year, 60,000-mile new vehicle warranty and 10-year, 100,000-mile powertrain warranty as gasoline Hyundai models, which are some of the best warranty terms in the business. The electric model also comes with a 10-year battery guarantee for 100,000 miles, which is competitive with other guarantees for EV batteries.

Three quarter rear view of the Hyundai Kona Electric 2022.

How DT would configure this car

As mentioned above, when it comes to tech, you have to make a choice with Hyundai infotainment systems. The basic Kona Electric SEL gets wireless Apple CarPlay and Android Auto, but the Kona Electric Limited gets a bigger touchscreen with better graphics. We'd go for the Limited model with a larger screen, which we think will be more appreciated in everyday use. The Limited also adds other technical features.

This high-end Kona Electric has standard wireless device charging, Hyundai's digital key, and battery heating system. These three features are available as part of a paid convenience package for the Kona Electric SEL, but that adds $ 3,500, bridging the gap on the base price of the Limited. The limited trim also gets adaptive cruise control. With the SEL, that is not possible at any price.

Our opinion

The Kona Electric is bucking the trend of mediocre electric vehicles based on gasoline cars. It offers impressive range for the price while maintaining the well-designed interior and funky styling of the gasoline Kona. However, it is let down by low power charging and a lackluster driving experience.

The Hyundai's cramped interior and cargo area would be a drag compared to traditional crossover SUVs, but it's a similar story with the Nissan Leaf and Chevy Bolt EV / EUV (which are currently undergoing a major recall). Only the recently launched Volkswagen ID.4 offers a true SUV-like experience with more cargo space and an all-wheel drive version on the way.

Marketing categories aside, the Kona Electric stands out as a budget electric vehicle. It offers a lot of tech for the price and sufficient range not to interfere with most drivers, although uneven charging infrastructure deployment could still be inconvenient for some people. The upcoming Hyundai Ioniq 5 will be the automaker's true future tech statement, but anyone ready to venture into EV now won't be disappointed with the Kona Electric.

Should you get one?

Yes sir. The Kona Electric doesn't feel like the car of the future, but it is a great electric vehicle for today.

Editor's recommendations



12 Nov
Blog

2022 Hyundai Kona Electric Review: Everyday EV

Front view of the Hyundai Kona Electric 2022.

Hyundai Kona Electric

RRP $ 43,685.00

"With a range of 258 miles and a lot of technology, the Kona Electric is a great entry point for electric vehicles."

advantages

  • Impressive range

  • Functional interior

  • Intuitive infotainment system

  • Available digital key

disadvantage

  • Charging with low power consumption

  • Poor driving experience

Electric cars based on existing gasoline models can feel half-baked, but the Hyundai Kona Electric 2022 appears to be the exception to that rule. The gasoline Kona was already a good subcompact crossover SUV, and the Kona Electric adds an impressive range of 258 miles. To find out if this electric vehicle was as good in real life as it seems on paper, we spent a week driving one.

The Kona Electric was launched as the 2019 model and is receiving some notable updates for the 2022 model year. Highlights include wireless Apple CarPlay and Android Auto, Digital Key functionality, and the same new touchscreens found in other Hyundai models be used. Hyundai also made some changes to the exterior but made no changes to the powertrain so the range stays the same.

Hyundai offers the Kona Electric in the base SEL and our test model Limited, which start at $ 35,185 and $ 43,685, respectively (all prices include a mandatory target fee of $ 1,185). The Kona Electric is also eligible for the full federal tax credit of $ 7,500 and may receive state and local incentives based on where you live.

Close-up view of the headlights and charging port on the 2022 Hyundai Kona Electric.

Design and interior

Hyundai has promised a line of electric cars based on a dedicated platform, but right now the Kona Electric shares its basics with gasoline models. That means it has largely the same exterior design as gasoline Kona models, with stacked headlights and daytime running lights, a plastic trim, and a shape that's somewhere between an SUV and a traditional hatchback. Whether gasoline or electric, the Kona looks like nothing else on the road.

Electric models are characterized by a dimmed grille (which also houses the charging port) and model-specific wheels that, according to Hyundai, optimize aerodynamic efficiency. The styling optimizations for the 2022 model year include functional ventilation openings on the front bumper, revised lighting and a new rear bumper. The changes are pretty subtle, however.

The interior is practically identical to that of the gasoline Kona. The main difference is a series of buttons that replace the shift lever on the gasoline model. The interior design is clean and functional, with a convenient storage compartment under the center console. The only drawback was the quality of the material. Almost everything was plain black plastic, and while that would be fine for the price of a simple gasoline Kona, it didn't seem appropriate given our test car's MSRP of roughly $ 43,000.

Whether gasoline or electric, the Kona looks like nothing else on the road.

The Kona Electric has a little less head and legroom in the rear than the already cramped gasoline Kona. The small size and relatively low seating position of this vehicle doesn't feel particularly SUV-like, but the passenger compartment is similar to that of competing electric vehicles. The Kia Niro EV and Chevrolet Bolt EV / EUV offer similar headroom, although the Chevys offer more legroom in both rows. The Volkswagen ID.4 offers more headroom in the front and rear, as well as more legroom in the rear seats, but long-legged drivers won't notice much of a difference.

At 19.2 cubic feet with the rear seats in place and 45.8 cubic feet with the rear seats folded down, the cargo space is identical to the gasoline Kona models. With the rear seats folded up, the Hyundai offers more cargo space than the Kia Niro EV and Chevy Bolt EV / EUV, but loses that advantage when you fold the rear seats. Conversely, the Nissan Leaf has more cargo space when the rear seats are folded up, but less when the rear seats are folded down. Only the VW ID.4 offers more cargo space in both cases.

The interior of the Hyundai Kona Electric 2022.

Technology, infotainment and driver assistance

The standard 8.0-inch touchscreen infotainment system includes wireless Apple CarPlay and Android Auto. Higher equipment variants receive a 10.25-inch touchscreen with coupling of several devices, but only wired CarPlay and Android Auto.

Our test car had the larger touchscreen that was carried over from other Hyundai models. This is not a problem as we have had positive experiences with the same device in the past. The reasonable layout of the screen, well-designed graphics (including old-fashioned vacuum tubes for the radio menu), and responsiveness have made it one of the best from a mainstream automaker. That's still the case here.

The Kona Electric does an exceptionally good job of displaying charging information. A tab on the right side of the screen shows the battery level, an estimated range, and locations of nearby charging stations. You can also set up the charging station search by station type and even by large networks such as ChargePoint or Electrify America. It's an intuitive setup that should put first-time EV drivers at ease, while also offering the functionality that more experienced drivers are likely to appreciate.

The reasonable layout of the screen, well-designed graphics, and responsiveness make it one of the best from a mainstream automaker.

All Kona Electric models also get a standard 10.25-inch digital instrument with EV-specific gauges for things like state of charge and regenerative braking. Everything was easy to read and the information was well organized, but we found the default white on black to be a little too bright (there is a night mode too).

The Kona Electric can also be equipped with Hyundai's Digital Key function, which allows the driver to use a smartphone instead of a traditional key fob. Drivers can lock or unlock the doors, start the car and drive with just a connected phone. However, this feature only works with Android phones.

The standard driver assistance technology includes blind spot monitoring, rear cross traffic warning, rear parking sensors, forward collision warning, lane departure warning, lane following assistant, safe exit assistant and a driver attention monitor. The Kona Electric Limited adds adaptive cruise control and automatic high beam. That's a pretty good range of features, but the Kona Electric doesn't have the clever camera-based blind spot monitoring system available in other Hyundai models that shows a camera view in the instrument cluster when a turn signal is activated.

The 10.25-inch touchscreen of the 2022 Hyundai Kona Electric Limited.

Experience at the wheel

The Kona Electric's single engine produces 201 horsepower and 291 pound-feet of torque. That's roughly the same horsepower you get in a base VW ID.4 or Chevy Bolt EV, but the Hyundai has a lot more torque.

While the gasoline versions of the Kona are available with all-wheel drive, the Kona Electric is only front-wheel drive. That's not ideal for a vehicle billed as an SUV, but most of the Kona Electric's competitors don't offer all-wheel drive either. You can buy a four-wheel drive VW ID.4 or spend more money on a Ford Mustang Mach-E, Tesla Model Y, or Volvo XC40 Recharge.

The lush torque provides more kick off the line than the Kona's petrol sibling.

That luscious torque gives you more kick off the line than the Kona's gasoline siblings, or leads to pointless wheelspin if you're not careful. Robust acceleration, however, is a feature of every electric car as electric motors provide instant torque delivery. The driver can choose between different levels of regenerative braking using paddle shifters. The lowest setting allows the car to roll at highway speeds. The highest setting provides a significant delay in lifting the accelerator, but falls a little short of the single-pedal driving that most EVs aim for.

The Kona Electric couldn't differ from other EVs in handling, as it lacked the solidity of the VW ID.4 and the maneuverability of the Chevy Bolt EV and EUV. The sloppy handling of the electric model also felt like a devaluation compared to the last gasoline Kona we tested. The cab at least kept road noise out (all Kona models get more sound-deadening acoustic glass for 2022) and the ride was pretty comfortable most of the time. However, the suspension couldn't absorb even small bumps and transmit a harsh jolt into the cabin every time.

The instrument cluster of the Hyundai Kona Electric 2022.

Range, charging and security

At 258 miles, the Kona Electric offers significantly more range than most other equally priced electric vehicles, beating the Kia Niro EV, Ford Mustang Mach-E, and Nissan Leaf. The Chevy Bolt EV offers 259 miles of range, but that drops to 247 miles for its Bolt EUV sibling. The Volkswagen ID.4 is rated with a range of 260 miles in the basic configuration with rear-wheel drive Pro and achieves this with more SUV-like amounts of passenger and cargo space.

However, when it's time to recharge, you may have to wait a long time. According to Hyundai, it takes the 7.2-kilowatt onboard charger nine hours to fully charge the 64.0-kilowatt-hour battery from a level 2 240-volt AC power source. The Kona Electric is also equipped for DC fast charging with 70 kW, with which, according to Hyundai, a charge of 10 to 80% can be achieved in 47 minutes. However, it took us a little over an hour to go from a 25% charge to 80% charge, and we only got a peak charge of 39 kW. While a single charging session does not allow for a scientific conclusion, that is not encouraging.

Full crash test ratings for the Kona Electric are not available. The gasoline Kona performed well on the Insurance Institute for Highway Safety (IIHS) tests, but these results may not apply directly to the electric version. The National Highway Traffic Safety Administration (NHTSA) hasn't released any crash test ratings for the Kona Electric either, but again, the gasoline Kona did well in the federal agency's tests.

The Kona Electric comes with the same 5-year, 60,000-mile new vehicle warranty and 10-year, 100,000-mile powertrain warranty as gasoline Hyundai models, which are some of the best warranty terms in the business. The electric model also comes with a 10-year battery guarantee for 100,000 miles, which is competitive with other guarantees for EV batteries.

Rear three quarter view of the Hyundai Kona Electric 2022.

How DT would configure this car

As mentioned above, when it comes to tech, you have to make a choice with Hyundai's infotainment systems. The basic Kona Electric SEL gets wireless Apple CarPlay and Android Auto, but the Kona Electric Limited gets a bigger touchscreen with better graphics. We'd go for the Limited model with a larger screen, which we think will be more appreciated in everyday use. The Limited also adds other technical features.

This high-end Kona Electric has standard wireless device charging, Hyundai's digital key, and battery heating system. These three features are available as part of a paid convenience package for the Kona Electric SEL, but that adds $ 3,500, bridging the gap on the base price of the Limited. The limited trim also gets adaptive cruise control. There is no such thing with the SEL at any price.

Our opinion

The Kona Electric is bucking the trend of mediocre electric vehicles based on gasoline cars. It offers impressive range for the price while maintaining the well-designed interior and funky styling of the gasoline Kona. However, it is let down by low power charging and a lackluster driving experience.

The Hyundai's cramped interior and cargo area would be a drag compared to traditional crossover SUVs, but it's a similar story with the Nissan Leaf and Chevy Bolt EV / EUV (which are currently undergoing a major recall). Only the recently launched Volkswagen ID.4 offers a true SUV-like experience with more cargo space and an all-wheel drive version on the way.

Marketing categories aside, the Kona Electric stands out as a budget electric vehicle. It offers a lot of tech for the price and sufficient range not to interfere with most drivers, although uneven charging infrastructure deployment might still be inconvenient for some people. The upcoming Hyundai Ioniq 5 will be the automaker's true future tech statement, but anyone ready to venture into EV now won't be disappointed with the Kona Electric.

Should you get one?

Yes sir. The Kona Electric doesn't feel like the car of the future, but it's an excellent electric vehicle for today.

Editor's recommendations



31 May
Blog

2020 Mini Cooper SE Review: It’s Electric

2020 Mini Cooper SE

2020 Mini Cooper SE review: it's electric

"The 2020 Mini Cooper SE offers electric car buyers an affordable alternative to the usual suspects."

  • Looks like a petrol mini

  • Lively acceleration

  • Nimble handling

  • Stylish interior

  • Low price

  • Lack of range

  • No Android car

  • Not the most practical

It doesn't happen often that you can choose between gasoline and electric for the same car, but that's the case with the 2020 Mini Cooper SE. This new model has the same retro design as a conventional Mini, but is now emission-free.

Most other automakers have abandoned electric versions of existing cars with internal combustion and opted for specially built models. Did Mini make the wrong call by launching the Cooper SE instead of a clean sheet design, and how is the electric Mini compared to its petrol siblings?

Let's start with the price. With basic Signature equipment starting at $ 30,750, the Cooper SE undercuts most other electric cars. Performance and performance are closest to the Mini Cooper S, which starts at $ 28,250. Cooper SE is, however, also entitled to the full $ 7,500 tax credit, reducing the effective price to $ 23,250. State and local incentives could lower the price even more depending on where you live.

2020 Mini Cooper SE electric car profileStephen Edelstein / Digital Trends

Mini also offers the Signature Plus ($ 34,750) and Iconic ($ 37,750) trim levels. Our test car was the latter to add a head-up display, a larger infotainment screen, mobile phone charging and a parking assistant to the equipment list.

Design and interior

Inside and outside, the 2020 Mini Cooper SE is largely unchanged from the standard Mini from 2014. The only visual changes are a slightly higher ride height (to accommodate the floor-mounted battery), a closed grille for better aerodynamics and (in our test car ) yellow trim and electrics-specific wheels.

The electric drive train is only available in the basic version "2 Door Hardtop" so that you cannot get a convertible, or in the more spacious versions "4 Door Hardtop" or "Clubman". According to the Mini, the passenger compartment and the loading capacity are identical to the petrol 2-door hardtop, which means that you won't get much of it either.

Small touches like toggle switches give the interior a bit of character.

The mini of the current generation looks like an SUV compared to the original from 1959 and is a full nine inches longer than the first modern mini that was launched in 2001. However, this is still a small car. The rear seats are not really suitable for people and the trunk is tiny. However, the space in the front seats is decent and the tall windows give the cockpit an airy, open feel. As with other mini models, small details such as toggle switches give the interior a little character.

Like the Petrol Mini, the electric version is a great commuter car for singles in the city. A Chevrolet Bolt EV or Nissan Leaf goes better with everyone else.

Technology, infotainment and driver assistance

The Cooper SE gets a fully digital dashboard that consists of a standard 6.5-inch touchscreen (iconic models get an 8.8-inch screen) and a digital instrument cluster that resembles the track gauges used in racing cars. Apple CarPlay and navigation are standard, but Mini doesn't offer Android Auto.

Stephen Edelstein / Digital Trends

The screen had beautiful graphics and was easy to use thanks to an operating button and key combinations for important functions. However, placing the screen in a round case was a bit strange as it was a literal example of inserting a square pin into a round hole. The head-up display uses a physical plastic screen instead of projecting images onto the windshield. However, this can be expected in this price range. Information was easy to read even in direct sunlight.

The screen had beautiful graphics and was easy to use thanks to an operating button and key combinations.

As with the i3 of the parent BMW, the Mini uses a clip-in device instead of a conventional wireless charging pad, but this is too small for some phones. The only alternative is to put your phone in a cup holder, where it is tossed around like a change in a dryer. These include a forward collision warning, windshield wipers with rain sensors and automatic headlights. Parking distance control and parking assistant are optional.

The Cooper SE's low base price may explain the lack of standard features, but we're still surprised to see so few optional features. The Chevrolet Bolt EV and Nissan Leaf offer more driver assistance technology, although you have to pay extra for it.

Experience driving

In the driving experience, we expected the Mini to stand out, and it didn't disappoint. The small footprint of the car and the immediate torque of the electric motor make a good combination.

This electric motor sends 181 horsepower and 199 pound-feet of torque to the front wheels. Mini quotes zero to 60 mph in 6.9 seconds with a top speed of 93 mph. The performance comes pretty close to a gasoline Mini Cooper S that delivers 189 horsepower and 207 lb-ft. The petrol version reaches zero to 60 miles per hour in 6.5 seconds and reaches 146 miles per hour according to the Mini. Keep in mind that the Cooper S is the middle child when it comes to performance. It sits between the Base Cooper and the sportier John Cooper Works petrol models.

Stephen Edelstein / Digital Trends

At 3,153 pounds, the Cooper SE weighs about 300 pounds more than a Cooper S petrol engine (thanks to its heavy battery). That makes a noticeable difference in handling, but the SE still feels pretty nimble, and the immediate response of its electric motor felt like a fair compromise. The ability to get away from traffic lights quickly and take advantage of traffic gaps is more relevant for daily driving than the slower reactions of the steering and chassis in curves, which result from the additional weight. This lively acceleration is just fun.

In the driving experience, we expected the Mini to stand out, and it didn't disappoint.

Compared to other electric cars, the Cooper SE is a bit more entertaining than the Nissan Leaf due to its smaller size on winding roads, but the Chevrolet Bolt EV is tougher competition. The Chevy weighs a little more than the Mini, but is also more powerful with 200 hp and 266 lb-ft. According to Chevy, the Bolt EV reaches a speed of 0 to 100 km / h in 6.5 seconds and feels almost as nimble in corners as the Mini.

Like most electric cars, the Mini uses aggressive regenerative braking to gain additional energy. This enables driving with a pedal, where the car slows down as soon as you lift the throttle. Electric car fans will appreciate the strong regeneration that increases efficiency. The Mini also included the “Green” and “Green +” driving modes to further increase efficiency, as well as a “Sport” mode for drivers with a lead foot.

Range, charging and security

The main reason why Mini can undercut other electric cars in price is because it uses a smaller battery. At 32.6 kilowatt hours (with a usable output of 28.9 kWh), the Cooper SE battery is about half the size of the Bolt EV. A smaller battery means less range. At 110 miles, the Cooper SE has one of the shortest ranges of all electric cars currently for sale. Most other mass market electric cars have a range of at least 200 miles, although again you have to pay more.

Stephen Edelstein / Digital Trends

The Cooper SE is equipped with a 7.4-kilowatt on-board charger that, according to the Mini, enables a full charge from a 240-volt stage 2 AC source in four hours, although we have found that charging times are significantly longer when the The battery is not warmed up thoroughly first. Standard DC fast charging can be charged to 80% in 40 minutes, with a maximum output of 50 kW. Performance is pretty low, but that's not a big problem in the real world thanks to the car's small battery.

The Cooper SE has an overall efficiency of 108 MPGe, which is not very impressive. The Bolt EV and Hyundai Kona Electric manage 118 MPGe and 120 MPGe with more interior and range.

Mini offers a four-year, 50,000-mile limited warranty and free scheduled maintenance for the first three years or 36,000-mile owned. Mini has a mixed reputation for reliability, but the Cooper SE should at least require less regular maintenance because it is electric.

Petrol versions of the two-door Mini performed quite well in crash tests, but these results may not be transferable to the electric model. The lack of an engine and the bottom-mounted battery can cause Cooper SE to perform differently when the National Highway Traffic Safety Administration (NHTSA) and the Road Safety Insurance Institute (IIHS) begin testing.

2020 Mini Cooper SE electric car badge

How DT would configure this car

It may spoil the Mini's value proposition, but the best option for technology is Iconic's top trim level. This adds a head-up display, mobile phone charging, and a larger touchscreen. It also receives the improved Harman / Kardon audio system from the Signature Plus medium version.

Mini did not have a full online configurator for Cooper SE at the time of publication. However, when it comes to other mini models, the Cooper SE should also get numerous customization options. It will be interesting to see if the aftermarket takes the Cooper SE like petrol mini models.

Our opinion

The 2020 Mini Cooper SE doesn't look very impressive on paper. In fact, the Mini's lack of range and inability to comfortably carry more than two people seem to disadvantage other mass-market electric cars.

However, lack of practicality is also a problem with the two-door petrol mini, and the car sells pretty well. People don't buy a Mini for the loading capacity, but for its style and driving dynamics – which are transferred to the electric Cooper SE.

The range is also reasonable given the price of the Mini. Other cars may offer more range, but they also cost significantly more. The base Nissan Leaf and Hyundai Ioniq Electric offer a range of 149 miles and 170 miles, respectively, at prices closer to the Mini, and offer more interior space. However, none of the cars have the personality of the Mini, and while all three small cars are suitable for commuting in the city, the Mini is the smallest.

As with previous gasoline minis, the Cooper SE offers something unique that may not be suitable for everyone. With so few choices for electric car buyers, that's a big deal.

Should you get one?

Yes, if you're a city rider looking for an affordable, nimble commuter.

Editor's recommendations




08 Mar
Blog

2020 Zero S Electric Motorcycle Review: A Naked Bike

2020 Zero Motorcycles Zero S.

2020 Zero Motorcycles Zero S Review: A bare electric bike

"The 2020 Zero S is the most developed version of a vehicle with the longest production history in a product class that most people don't know exists."

  • A mature e-motorcycle design

  • Excellent driving per loading area

  • No gears, no clutch, no shifting

  • Powerful brakes and suspension

  • Inexpensive to fill up and maintain

  • Driver posture leaning forward

  • Driver and passenger pegs high

  • Expensive for an entry-level bike

Zero Motorcycles & # 39; 2020 Zero S is the most developed version of a vehicle with the longest production history in a product class that most people do not know existed. Most people would be surprised to learn that electric motorcycles are on the street today. You are even more surprised to hear that the first arrived over 12 years ago.

Zero Motorcycles' first production model was founded in 2006 by a former NASA engineer and was the Zero S in 2009, making 2020 the 12th model year. Depending on the buyer's installed power supply, the Zero S price varies between $ 10,995 and $ 18,390. The most powerful (and most expensive) Zero S has a maximum range of 223 miles in the city.

Design and performance

I asked Zero Motorcycles to suggest which model in its Nine Model 2020 range is the best choice for an e-bike rider who wants to choose the Zero as their first motorcycle. After discussing the lighter, bigger, more off-road looking bike Zero FXSI chose the Zero S with the lowest battery. I tested the 7.2 kWh Zero S base at a price of $ 10,995, which the company described as "ideal for the first rider looking for an entry-level road motorcycle."

The 2020 Zero S basic model is a must for e-motos. Acceleration takes place immediately with the full torque of the S from a standing start. Apart from tire noises and a slight whirring of the carbon drive belt, the bike is quiet. There is no clutch and no shifting because there is only one gear. As with most electric motorcycles, you don't need to know how to use a manual transmission to drive it.

To drive the Zero, simply turn the key and wait a few seconds for the indicators on the display to settle. Zero includes two throttle sections to protect the driver from accidental acceleration from a stationary stop. An engine stop switch on the right handle cuts power to the engine and the bike does not move when the stand is down.

The zero stays silent when it is on and ready to move.

The zero stays silent when it is on and ready to move. If you are only familiar with vehicles with gas or diesel engines, the lack of noise can lead you to believe that they are not switched on. Oh, but it is. It is definitely so.

I was careful with the gas at first. Electric motors can deliver the full torque from a stationary stop. It is therefore a good idea to be careful. However, I am happy to inform you that you can comfortably drive at slow speeds on the Zero S. The throttle is not overly sensitive, with excellent "feel" and granularity.

2020 Zero Motorcycles Zero S.

The regenerative braking of the Zero S charges the battery easily when you release the throttle. If you're familiar with engine braking in a manual transmission car, regenerative braking feels about the same, just quieter.

If you have to stop quickly, the Zero S brakes have more braking power than ever before. I found the learning curve for modulating the powerful braking system steeper than getting used to the gas. The Zero S has ABS disc brakes from Bosch with two 320 mm brake calipers at the front and one 240 mm brake caliper at the rear.

The Zero S brakes have more braking power than you will ever need.

This almost bare sports bike has no fairing and little body that covers the functional components. The driver geometry (the relative positions of the driver's handlebar, seat and footrests) requires a moderately forward-inclined posture. Leaning forward is great for driving fast and carving bends and canyons. Beginners with previous knowledge on a more upright bike have to adapt, but not as dramatically as with more aggressive bikes.

Speed ​​and range

Motorcycle manufacturers are usually cautious when specifying acceleration figures. I haven't timed my runs, but I've heard from other Zero riders that 60 mph can be reached in less than 4 seconds. My butt says that is about right and as someone who is not an experienced driver it was exhilarating.

My test bike with the basic 7.2 kWh power pack has a maximum top speed of 98 mph with a sustained top speed of 80 mph. The nominal ranges for the Zero S with the basic power pack are 89 miles in city traffic, 45 miles at 70 mph on the highway and 60 miles combined.

2020 Zero Motorcycles Zero S.

When you're ready to pay for more range, the Zero SR, which is essentially the same bike, has a 14.4 kWh battery. The SR starts at $ 15,495 and increases the range to 179 miles for city trips, 90 miles on the freeway, or 120 miles together. For the maximum possible driving distance with Zero S models, you can also add the 3.3 kWh power tank for $ 2,895. The Zero SR with the Power Tank is designed for a maximum of 223 miles in the city, 112 miles on the highway or 150 miles together.

Note that larger power supplies don't just increase the price. You weigh more. The 7.2 kWh Zero S weighs 313 pounds. The Zero SR with the 14.4 kWh power pack weighs 408 pounds, and if you add the 3.3 kWh fuel tank for a total of 18 kWh, the weight increases to 452 pounds.

Your choice will balance cost, reach and weight. You cannot change the power supplies or add the fuel tank later. It is therefore important to buy the right combination of services right from the start.

Charge the battery

The Zero S has an integrated 1.3 kW battery charger and a thick power cord that connects to a standard 110/220 power plug. Charging the Zero S requires 4.7 hours for a 95% charge or 5.2 hours for a 100% charge. With an optional $ 600 fast charger, a 100% charge will take 3.1 hours or a 95% charge will take 2.6 hours.

2020 Zero Motorcycles Zero S.

A third option is to purchase an optional cargo tank ($ 2,495). With the charging tank you can connect a standard level 2 charging station for 95% charging in one hour or 100% in 1.5 hours. Note that you cannot order a Zero S or SR with the Power Tank and Charge Tank options.

Driving modes and app

The Zero S has two preset performance profiles: Eco and Sport. The profiles control the maximum speed, torque and regeneration values.

As set at the factory, the Eco mode lowers the top speed to 100 km / h, limits the torque and selects the engine braking effect in the regeneration style. Sport mode unlocks the top speed of 98 mph, full torque and little or no regenerative braking. You can customize both profiles with the Zero mobile app.

The Zero S is well balanced so slow driving is easy.

I spent most of my time in Eco Mode with the Zero S through suburban neighborhoods, in small towns, as well as on country roads and highways. The Zero S is well balanced so slow driving is easy. I quickly got used to the gentle throttle to roll at speed as desired. The selected regeneration setting in Eco mode meant that I rarely had to use the brakes until I stopped.

It is quiet. Too quiet?

Electric bikes are quiet, and that can be a mixed blessing. Motorcyclists are used to warning pedestrians and other drivers of noise, but you won't get that with an electric drivetrain. It's a good idea to place the horn button on the left handle so that you can notify anyone who needs it.

The advantage of running silently is that you are less likely to bother your neighbors with the Zero S, and certainly not with the noise. On one of my first rides, when I checked the operation of the bike, a neighbor who had seen me on e-bikes came over to check the Zero S.

"This is a real motorcycle?" he asked. I was able to answer without raising my voice over the Zero S engine because of course it was silent. I wouldn't have heard it on a normal motorcycle if I hadn't stopped and turned off the engine.

Our opinion

I really enjoyed the Zero S and was particularly impressed by its smooth, calm ride. Experienced sports cyclists would probably switch directly to sport mode and fly with it. The power, the brakes and the handling are definitely there.

The ease of use makes the Zero S accessible to beginners. I only hesitate that new drivers have to get used to the forward leaning driving position.

Is there a better alternative?

In a few years, there will be a lot more options for people who buy electric motorcycles, but Zero is already 12 years ahead. No other company has the experience and range of current Zero electric models.

The Harley-Davidson Livewire makes fans of most who ride it, and Harley has shown other concept electric bikes, but the $ 30,000 price for the Livewire limits its appeal. The Lightning Motorcycles LS-218 is the fastest production motorcycle, but starts at $ 38,888. Both motorcycles are aimed at experienced riders who can spend money.

Some companies make much smaller electric motorcycles, like the Ubco 2 × 2 and the Cake Kalk OR. They are cheaper, but often focus on off-road driving or on multiple surfaces with a lower top speed and a shorter range.

How long it will take?

Zero Motorcycles offer a two-year general warranty and a five-year warranty on the power supply. Zero is an established company with distributors in the United States. Parts and service should therefore not matter.

Should you buy one?

Yes. If you are looking for an electric motorcycle for leisure riding or commuting, the Zero S is a good choice.

Editor's recommendations




06 Mar
Blog

Cake Kalk OR Review: Radical, Responsible Electric Dirt Bike

Cake lime OR

  • Outstanding workmanship

  • So much strength

  • Light

  • Environmentally friendly

  • Expensive

  • No app

  • Limited tire selection

If Ikea and Tesla had a baby, it would be the Cake Kalk OR. Simple, but equipped with the latest technology and flush with design elements.

Aside from the analogies, I had the opportunity to rip the Cake Kalk OR through an humid Oregon landscape for an afternoon, and found that this little electric dirt bike had its own personality.

Cake may not be a name you've heard of. Cake comes from Sweden and entered the motorcycle scene with a completely different ethos. It wants to accelerate the path to an emission-free society with excitement and responsibility.

Excitement is a must for everything related to motorsport, but responsibility? In addition to Cakes, four bikes with Kalk OR, Kalk & and the upcoming Osa + and Osa Lite offer Cake Solar panels by working with Solar power. Offering solar panels is certainly responsible, but most of all it's different. Building a new category of super-light electric motorcycles is one thing, but the logistics of offering a fuel source is a completely different can that is reminiscent of another fully electric brand, Tesla.

design

The off-road bike that Cake launched onto the market, the Kalk OR, is a cross between a downhill mountain bike and a motocross dirt bike. It defines a new motorcycle segment, the Cake Light Electric Offroad or L.E.O.s.

It attracts a lot of attention. Within minutes of putting my butt on the bike, passers-by stopped to chat about specs and take a closer look at a bike that is so obviously different.

Cake lime OR

Cake has thought about every element of the Calk OR. It would have been easier to get a tire that's already in production, but Cake wanted the only part of that bike that touches the earth to be one of the most thoughtful. Cake has designed the Trail Saver tires so that they offer grip in the dirt and the trail remains intact.

My first impression was that these eco tires wouldn't cut it in the muddy winter in Oregon that I wanted to put them on. After massaging the air pressure lightly and getting used to the enormous torque, I found that the tires were suitable in very slippery conditions.

The tires are supported by the minimal weight of the Kalk OR. With aluminum wheels, swingarm and frame, and carbon fiber body parts, the Kalk OR has a hair of over 152 pounds. To put this into context, a 250cc dirt bike usually weighs between 240 and 270 pounds, while most downhill mountain bikes weigh 30 to 40 pounds.

performance

The Kalk OR feels like a dirt bike that should be thrown around like a rag doll. Even when I pounded this Swedish fish through mud, the stakes never felt too high. Even if you swing the rear end around and try to achieve your longest drift so far, thanks to the low weight and lack of swing of the bike, you can build muscle through a typical high-side misstep.

That said, finding problems and the fun associated with them is still easy when you have so much strength. The Kalk OR contains an 11 kW electric motor. This corresponds to approximately 14 hp, which is not much compared to 250 cc motocross machines with around 45 to 50 hp.

However, electric motors are not about performance. It's about torque. The Kalk OR engine has a dazzling torque of 280 Nm, which is 206 lb-ft. A typical 250cc bike offers 30-35 lb-ft. The Kalk OR makes optimum use of its 14 hp and brings you to a maximum speed of 50 miles per hour with torque.

With all the mud and slipping on my trip, I would have been overwhelmed if the different power and braking modes of the Kalk OR had not existed. The control panel in front of the driver is more accessible and easier to understand.

The Kalk OR has three performance modes:

  1. Explore mode, which limits the top speed to 45 km / h, dampens throttle response and limits overall performance.
  2. Excite mode that removes the speed limiter while increasing throttle response and performance.
  3. Excel mode, which offers you everything that the lime surgery can distribute.

These modes give you very different experiences, almost like getting three bikes in one. However, if you increase the performance, the range of your battery will inevitably decrease from 3-4 hours in Explore to 1 hour in Excel.

Fortunately, these numbers seem to be conservative estimates. I saw over 3 hours when I switched between Excite and Excel modes. However, keep in mind that the range will vary based on driver weight, driving style and terrain.

The bike's three braking modes may not be as intuitive for an inexperienced rider. This is because they have nothing to do with the physical brakes that work great and deserve an honorable mention, but rather how much the engine slows you down when you depress the throttle.

Level three offers the highest level of motor-assisted braking, while level one completely eliminates it, making the Kalk OR feel more like a mountain bike. Motor brake modes 2 and 3 also help extend battery life. It's like a two-on-one deal for helpful engine management.

When you stop charging the Kalk OR, charging from a standard outlet is surprisingly quick. 0-80% take 1.5 hours and 0-100% take 2.5 hours. That means a good trail run in the morning, a relaxed lunch, and another 4-6 hours of riding in a day, which should be enough to keep even the most hearty enthusiasts thin.

When I saw that the lime surgery was only delivered with a complete Öhlins setup, my jaw dropped. Öhlins, known for its first-class components, is usually reserved for the highest quality fairings of the highest quality motorcycles.

As expected, the suspension is smooth and fully adjustable, so you can choose any ride you want to throw on it. This is an aspect of lime OR OR I am absolutely confident that if you are not a professional driver you will never miss it.

It's great, but it's expensive

The Kalk OR is a movement in a very friendly direction for the two-wheeled world. The ability to slow down performance makes the Kalk OR viable for riders with different abilities, and while the lack of weight makes it easier for experienced riders to throw around, it's much less intimidating for newbies.

So is the Kalk OR dirt bike perfect? Not quite, although my problems are minor.

Cake built a 24-inch wheel for the Calk OR, an unusual size in the motorcycle world. This means that you won't get ahead with Cake's proprietary Trail Saver tire, whether you like it or not. At $ 90 a piece, they're not the cheapest options and are only available from the manufacturer.

The custom components are not cheap either. At $ 13,000, the cost of the ride is quite high due to the cute Swedish technology and premium parts. On the other hand, you can think of Kalk OR as three motorcycles in one – and maybe that's enough to make the difference for you.

My final problem is the lack of an app. I want telemetry and statistics and I want it now. The Cake people have assured me that this is planned, but at the moment your battery life is limited to four small LED indicators, and firmware upgrades must be done via a wired connection.

Warranty information

The Cake Kalk OR is covered by two years parts and labor, except normal wear and tear.

Our opinion

The Kalk OR is a super light bike with melting amounts of fully electric torque and the highest quality parts. All from a company that underpins its claims to be environmentally conscious with actionable steps you can take to make a difference. Is this the most guilt-free off-road fun you can have? Possibly.

Is there a better alternative?

The first alternative is lime &. The & is the OP's street sibling, which has a slightly smaller sprocket, a standard 19-inch wheel, lights, and a dashboard.

Another option is the newly announced Ubco FRX1which will be available later this year. The FRX1 costs $ 3,000 less than the OR and might be as fast, but doesn't have the incredible suspension of the Cake Kalk OR. I will know more about the FRX1 when I get the chance to drive one later this year.

Because I know that if I don't mention Zero Motorcycles, someone will be angry, None of the Zero models apply to this category of super-light electric trail bikes. Cake's lineup, compared to Zero's, is made up of apples and oranges. End of the story.

How long it will take?

The quality of this bike is top notch. Even the ridiculously white seat got cleaned with minimal effort after being whipped with mud all day. I assume that you can work with such a well-designed and simple machine without any problems in the coming years. The solid build is then secured by the ability of the Kalk OR to update the firmware and replace the batteries.

Should you buy it

Yes. For my money, however, I would spend the additional $ 1,000 and upgrade to Lime & Street. The Cake Kalk OR is a fun bike on and off the trail.

Editor's recommendations