Every Photo From Our EV Battle Between the 2019 Chevrolet Bolt EV and 2019 Hyundai Kona Electric

Tesla didn't attract nearly half a million reservations for the Model 3 because electric vehicles are lame. Quite the contrary: Instant torque, one-pedal driving, and minimal running costs mean EVs should appeal to even ardent fans of internal combustion. Yet Tesla hasn't closed a significant number of those sales, with many would-be buyers presumably unwilling or unable to spend $45,000 or more for the Model 3 as it is currently offered. With no sign of the promised $35,000 version and Tesla's federal tax credit winding down, perhaps it's time to consider other options.

Currently there are just two EVs that sticker below $40,000 and boast battery packs large enough to allow driving in excess of 200 miles on a charge, although a third will go on sale soon. The Hyundai Kona Electric arrived early this year and, alongside its gas-powered variants, made our 2019 10Best Trucks and SUVs list. Its starting price of $37,495 matches the Chevrolet Bolt EV's, which was a 10Best car in 2017 before it had any competition.

But wait. Maybe don't cancel that Tesla Model 3 reservation just yet.

But wait. Maybe don't cancel that Tesla Model 3 reservation just yet.

But wait. Maybe don't cancel that Tesla Model 3 reservation just yet.

Although EPA estimates for the Bolt EV and Kona Electric give the latter only a 20-mile advantage, during our 600-mile drive, we consistently saw the Hyundai showing an extra 50 miles in its electron tank. Which meant the Bolt took the blame for more frequent stopping and standing around waiting on charging, which we will now stop complaining about for the rest of this story.

But wait. Maybe don't cancel that Tesla Model 3 reservation just yet.

But wait. Maybe don't cancel that Tesla Model 3 reservation just yet.

The Kona offers the standard Hyundai treatment, which means nice plastic and all, but nothing special, save for a poorly designed array of shifter push-buttons. The buttons themselves look like they were repurposed from the Genesis side of the business, where they were probably used for something that should be controlled by buttons.

The Bolt isn't any better here, relying on GM's new shift-by-wire joystick that tears up 50 years of PRNDL convention for no good reason.

The two vehicles have nearly identical footprints, but the Bolt has a narrower track and a higher roof. It feels less planted in turns, with more body lean, although its steering is so dead that the first sign you're losing grip is the stability-control light flashing in the dashboard.

The Bolt does deliver a more plush ride than the Kona Electric, with a softer suspension tune that's better at absorbing impacts. But overall comfort in the Chevy is limited by front seats that are too narrow; they also force such a high seating position that we can't imagine any driver wanting to raise the manually adjustable seat (the Hyundai's is powered) from its lowest position.

Even our two vertically challenged, sub-six-foot drivers felt like gorillas on bar stools behind the wheel of the Bolt.

It's as if Chevrolet engineers, realizing late in development that their electric car should have been a crossover, decided to give the little car the seating position of one. Maybe this is why our Bolt didn't have a sunroof, either.

The most disappointing thing about the Bolt is that even though it was developed as a dedicated EV that does not share its mechanicals with an internal-combustion vehicle, it still seems compromised compared with the Kona.

But wait. Maybe don't cancel that Tesla Model 3 reservation just yet.

It was a bit quicker at the test track, nipping the Chevy by a tenth in both zero-to-60-mph acceleration and through the quarter-mile. On the skidpad, the Kona Electric pulled 0.83 g against the Bolt's 0.80, although we were unable to hustle the Hyundai through our slalom quite as fast as we could the Chevy.

The Kona was more efficient during our drive, too, returning 112 MPGe overall, while the Bolt managed only 101 MPGe.

But wait. Maybe don't cancel that Tesla Model 3 reservation just yet.

Then when the road gets more interesting, go ahead and dial up the regen level for nearly one-pedal driving that's a decent simulacrum of a Tesla.

The Bolt has a similar system for temporarily increasing the regenerative-braking force by way of a paddle on the left side of the steering wheel, but it proved less effective during the twisty, hilly sections of our route, where it was slow to activate, making the Chevy more difficult to drive smoothly.

The Kona Electric is not just better to drive but easier to live with. It is quieter than the Bolt.

Hyundai's infotainment system is su­peri­or to GM's, with a more logical interface and better EV-specific information and controls. Also credit Hyundai for including DC fast charging as standard on Kona Electrics.

Chevrolet's decision to sell fast charging as an option is puzzling; the last thing a car company truly committed to electrification should be doing is creating such confusion for the customer.

Though the Bolt's back seat is more capacious, the Kona can still accommodate four adults in reasonable comfort.

It has a lower lift-over height to its rear cargo hold, which is also larger than the Chevy's.

But wait. Maybe don't cancel that Tesla Model 3 reservation just yet.