Another disclaimer:We were in Seoul, and the prototypes we drove were Korea-spec. The Kona is a global car that engineers say will have different suspension, steering, and general dynamics depending on the region where it is sold.

In presentations as part of the global premiere of the vehicle in Seoul, it was described as having nimble driving for Korea, comfort for the U.S., and fun for Europe. Steering effort and dampers will be tweaked for each region.

2018 Hyundai Kona front three quarter in motion

We drove the Kona on the handling course at Hyundai's massive R & D Center in Namyang, about 90 minutes outside Seoul. The first thing we noticed was that the steering had enough heft to suggest this is a more mature entry into a hot segment with quirky offerings such as the Nissan Juke and new entrants such as the Toyota C-HR and the Ford EcoSport due late this year. The steering was surprisingly heavy and solid, and the steering wheel also felt substantial and comfortable to grip. We suspect the steering will be adjusted for the U.S.

Our mini test drive included some uneven surfaces and crowned roadways. The suspension sopped it up fairly well, but again we expect it could change for the U.S., and there was some disagreement as to whether it would get stiffer or softer. Koreans generally prefer a softer ride, and Europeans prefer a stiff suspension, so the U.S. could find itself somewhere in the middle.

The standard engine is the 2.0-liter four-cylinder in the SE and SEL trim levels; it gets 147 hp at 6,000 rpm and 132 lb-ft of torque at 4,500 rpm. It is paired with a six-speed automatic transmission. That puts it in line with competitors such as the Honda HR-V (141 hp) and Toyota C-HR (144 hp).

However, the preproduction models we drove had a 1.6-liter turbocharged engine that will be available in the Limited and Ultimate upper trim levels and is expected to have a 35-40 percent take rate. The engine delivers 175 hp at 5,500 rpm and 195 lb-ft from 1,500 to 4,500 rpm. That would give it the oomph to take on the Jeep Renegade (160 hp).

2018 Hyundai Kona front three quarters 05

The upscale engine is mated to a seven-speed dual-clutch transmission. The power seemed adequate on the straight stretch, courtesy of a pretty fat powerband. Hyundai executives feel their engine lineup is plenty powerful and say there are no current plans for a Kona N performance SUV. We noticed there are no paddle shifters.

All-wheel drive is optional on all trim levels. Executives expect 45 percent of buyers will add the feature.

The Kona was engineered with three driving modes: Sport, Normal and Eco, which change the torque distribution and gearshift settings. Sport was programmed for greater acceleration and, conversely, early downshift on braking, and Eco uses longer gear ratios to optimize fuel efficiency. But Eco will not be offered in the U.S.—to avoid people unwittingly leaving it in that setting and complaining that the vehicle is underpowered.