2024 Hyundai Kona vs. 2024 Subaru Crosstrek: Mission Matters

Not every comparison has a clear winner and loser. When driver engagement and other factors are virtually even, it’s down to intangibles like mission fulfillment to determine which vehicle best represents its future owners’ needs. Even then, as is the case with subcompact SUVs like the 2024 Hyundai Kona and 2024 Subaru Crosstrek, mere hairs can span the gap between first and second place. Their intended audiences might be radically different, but both of these cars are quite good at doing what they set out to.

The Kona nameplate turns seven years old, while Crosstreks have littered REI parking lots for more than a decade. Each enters a new generation for 2024, with the Hyundai becoming bigger and more visually extroverted and the Subaru adding cladding and getting more refined. To compare models from both lineups with the mightiest engine and the closest base prices, we gathered a Crosstrek Limited and Kona N Line. The Hyundai cost $34,145 because of two-tone paint and floor mats, while the Subaru’s $35,030 as-tested price was inflated by $2840 worth of extra-cost paint and a package containing sunroof, stereo, and navigation add-ons.

2nd Place: Hyundai Kona N Line

More than any other small ute, the redesigned Hyundai Kona looks like it fell out of a Ridley Scott fever dream. The outgoing generation was boldly styled, but the new one goes even further—some of us called it good-looking; others said it looks goofy. The N Line guise is purely superficial, mainly replacing the gray fender surrounds with body-colored pieces and adopting an angrier mug.

HIGHS: Sci-fi-movie styling, airy interior with a big back seat, smart storage features.
LOWS: Sci-fi-movie styling, extra size sacrifices driving verve, fuel economy takes a hit.
VERDICT: The new Kona is a better people mover—physically, but not emotionally.

The new Kona is up to 6.6 inches longer overall, and its wheelbase has been stretched 2.3 inches. It now closely mirrors the Crosstrek’s dimensions, but the slightly taller Kona has better interior packaging that makes it feel more spacious, and the back seat is now roomy enough to be considered Uber-grade. Along with superior passenger space, its dash looks more Space Age than the Subie’s, which still has analog gauges. Along with the Hyundai’s slick dual displays and physical switchgear, we admire the cabin’s many clever features, like the dashboard storage shelf and the shapeshifting center console.

Sadly, the Kona’s growth spurt sapped some of its on-road charm. Blame the extra mass and longer wheelbase for its reduced nimbleness. At least it remains a dutiful—albeit comparatively dull—driving partner. Despite 19-inch wheels and narrow sidewalls, the Kona’s taut ride limits body roll without letting too many bumps reach our backsides. The thin-rimmed steering wheel is quick to respond, which is nice when darting around town but darty at highway speeds.

The N Line packs a carryover turbocharged 1.6-liter inline-four making 190 horsepower, but it now bolts to a conventional eight-speed automatic transmission that fixes the clunkiness of the old seven-speed dual-clutch unit. Throwing an extra 200 pounds of curb weight into the equation, the 2024 Kona 1.6T AWD takes 7.5 seconds to hit 60 mph, nearly one second slower than a 2018 example we tested. The new Kona’s powertrain still feels sprightly thanks to eager throttle tip-in, and it outraces the 2.5L Crosstrek in every acceleration metric, but it’s still a bit of a downer to see acceleration take a hit.

While the Kona beat its 29-mpg-highway EPA estimate during our 75-mph real-world test, its 31-mpg result trails both its predecessor by 1 mpg and the Crosstrek by 4 mpg. The Hyundai’s combined rating also drops from 29 to 26 mpg for this new generation. Ouch.

Sure, the new Kona has lots of stretch-out space, but so do other subcompact SUVs like the Chevy Trax and VW Taos. Plus, despite packing more cargo volume than before, the Hyundai held the same seven carry-on suitcases behind its rear seats as the Crosstrek. Fold their seatbacks, and we fit two more suitcases in the Subaru (22 total) than the Kona.

Besides a bigger back seat, the Hyundai’s peppier performance and prettier interior are its only advantages over the Crosstrek. It might look like a spaceship, bit the Kona now feels more appliance-like, satisfying most people but truly exciting very few—especially at the pump.

1st Place: Subaru Crosstrek Limited

The third-generation Subaru Crosstrek’s styling will invite little conversation. We needed a double take to recognize the new version, but a closer inspection revealed more prominent fenders and a tougher face atop the same 8.7 inches of ground clearance. Subie fans will find it comfortingly familiar, while newcomers can better distinguish it from the Impreza hatchback.

HIGHS: All-day comfortable, great fuel economy, a lifestyle accessory that’s a useful tool too.
LOWS: Far from speedy, shoddier interior fit and finish, archaic infotainment graphics.
VERDICT: The Crosstrek checks all the important boxes without compromising its personality.

Interior fit and finish falls short of the Kona’s quality, but the Subaru’s mix of materials makes it otherwise feel less drab. A portrait-style touchscreen takes center stage, but the brand’s infotainment graphics look 10 years old. Thankfully, you can largely avoid that with the now-standard wireless Apple CarPlay and Android Auto.

The rear seat isn’t a penalty box, but it’s not nearly as roomy as the Kona’s. More importantly, the Crosstrek’s front seats feel forever comfortable. They’re cushier and more supportive than the previous-gen ‘Trek’s—not to mention the current Kona’s—and Subaru now bolts the seat rails to the frame, which is claimed to reduce head toss and fatigue. Consider us awake and appeased.

The Crosstrek’s driving demeanor is relaxed, but the low seating position and snappy steering give a rally-car vibe—albeit a woefully underpowered one. Its softly sprung suspension reinforces that sensation and smoothes rough terrain under our tester’s 18-inch all-season tires. Subaru also stiffened the new Crosstrek’s structure to reduce NVH, and its increased refinement is obvious whether executing highway passes or traversing washboard roads.

The Limited’s 182-hp 2.5-liter flat-four is the larger of the Crosstrek’s two available engines. It pairs with a continuously variable automatic transmission and standard all-wheel drive. Drama-free but far from speedy, the Subie gets to 60 mph in 8.1 seconds and crosses the quarter-mile in 16.3 ticks at 88 mph. While the Crosstrek’s four-pot has little urgency, a lower torque peak helps it feel responsive enough to keep pace with highway traffic, and engine sounds don’t drone into the cabin.

The Crosstrek is more impressive when it’s time to fuel up. Not only is its EPA combined estimate 3 mpg higher than the Kona’s, but its real-world results are even better. The Subaru beat the feds’ highway rating by 2 mpg, averaging 35 mpg on our 75-mph highway fuel-economy loop. As for the Subie’s range advantage, it’s even better than our 75-mph results suggest because its 16.6-gallon tank holds 3.4 gallons more than the Kona’s.

Both the Crosstrek and Kona are well suited for their missions. This new Kona’s backsliding in fuel economy and driving vim diminish its position as an efficient commuter with character. The Crosstrek is no quicker, but it can carry more cargo, it’s more economical, and it’ll take Subaru owners down any road, paved or otherwise, in greater comfort. It wins this close contest by giving its buyers more of what matters.

Senior Editor

Eric Stafford’s automobile addiction began before he could walk, and it has fueled his passion to write news, reviews, and more for Car and Driver since 2016. His aspiration growing up was to become a millionaire with a Jay Leno–like car collection. Apparently, getting rich is harder than social-media influencers make it seem, so he avoided financial success entirely to become an automotive journalist and drive new cars for a living. After earning a journalism degree at Central Michigan University and working at a daily newspaper, the years of basically burning money on failed project cars and lemon-flavored jalopies finally paid off when Car and Driver hired him. His garage currently includes a 2010 Acura RDX, a manual ’97 Chevy Camaro Z/28, and a ’90 Honda CRX Si.