The redesigned Niro EV is a standout offering among lower-priced electric vehicles. Its interior size and hatchback functionality rival that of a small SUV, while its zippy acceleration, agile handling, and decent ride comfort make it a joy to drive. An EPA-estimated 253-mile driving range puts several higher-priced EVs to shame. But, like with the rest of the crop of EVs that cost less than $45,000, all-wheel drive isn’t available in the Niro. Plus, Kia’s new split-use climate/media panel is annoying, and rear three-quarter visibility is hampered by thick back roof pillars.
Acceleration is swift and effortless, thanks to a 201-horsepower electric motor powering the front wheels. Zero to 60 mph arrives in 7.1 seconds, which is nearly 2 seconds quicker than the Niro hybrid we tested. But the cabin is noticeably louder than most EVs because of pronounced road and wind noise. The 11-kilowatt onboard charger allows for relatively quick home charging, gaining about 35 miles of range per hour. But its meager 85-kW max acceptance rate at public DC fast chargers means it will recharge more slowly on a trip than most EVs, which are typically capable of taking in a maximum of 150 kW or more.
We didn’t like the steering’s slightly disconnected, rubbery feel, but handling is responsive, aided by the low-mounted battery pack. The Niro performed admirably when pushed to its limits through our avoidance maneuver—which simulates swerving quickly to avoid a vehicle or an obstacle on the road—achieving a 3- to 4-mphhigher speed than rival EVs. It rides comfortably enough down the road (it’s more compliant than the hybrid version), but there’s a firm edge to the suspension that becomes noticeable on rougher pavement.
For the most part we found the front seats comfortable; they offer a nice pocket to sit in, with adequate levels of lateral support to hold you in place through corners. There’s also lots of headroom and hardly any right-knee intrusion from the plastic center console. The rear seat has a rather flat shape, along with tight foot space under the front seats and less leg support than in the hybrid—both due to the EV’s taller floor. Longer-legged passengers might find themselves a bit short on knee room, but headroom is more than ample.
We appreciate the Niro’s airy forward visibility, which gives a good view of the road ahead. Unfortunately, the new “Aero Blade” rear roof pillars, in place of a third side window, make for huge blind spots back there. Kia says this design element allows air to slip between the pillar and the Niro’s body near the liftgate, aiding aerodynamics and, therefore, efficiency. Practicality is helped by the Niro’s hatchback design, which generously allowed us to fit four large suitcases behind the rear seats, and there’s a competitive 25 cu.-ft. of cargo space with the rear seats folded down.
Many of the Niro’s controls are straightforward and easy to use. But, like other recent Kia models, the split-use climate/audio touchscreen-panel below the infotainment display is frustrating to use while driving. It requires toggling back and forth between the climate and media systems, which is annoying, especially since you have to target a tiny icon on the panel with your finger to do so.
Two other versions of the Niro include a hybrid that achieved an impressive 45 mpg overall in our testing, plus a plug-in hybrid (PHEV) which has an estimated electric range of 33 miles before transitioning to regular hybrid operation. Kia markets its active safety and driver assistance features under the “Kia Drive Wise'' banner. All Niro EVs come standard with automatic emergency braking with pedestrian and cyclist detection, automatic emergency braking which operates at highway speeds, blind spot warning, rear cross traffic warning, reverse automatic emergency braking, lane centering assistance, lane departure warning, lane keeping assistance, adaptive cruise control, and automatic high beams.