Halfway between urban and family SUV, with a varied range of engines and still having an interesting 7-year warranty, the new Kia Niro has something to appeal to small families. To be sure, we tried it in its “simple” hybrid version.
After the success of the first Niro launched in 2016, Kia continues its momentum with a second generation in the same vein.
The new Niro reaches 4.42 m (+ 6 cm) and offers an even more original style: V-shaped light signature, boomerang lights and optional contrasting black or light gray rear pillar.
The range of engines is identical to the previous one: no diesel, but a 204 hp electric variant, a plug-in hybrid (boosted to 183 hp and performing up to 65 km in all-electric mode) and the simple hybrid of 141 hp here for testing.
This entry-level Niro is equipped with a 105 hp 1.6 four-cylinder engine associated with a 43 hp electric motor and a small 1.32 kWh battery. The set is mated to a dual-clutch, six-speed automatic transmission.
Benjamin Defay’s opinion: life on board
On board, the cabin is modeled on the EV6 electric crossover and the big brother Sportage.
The 10.25-inch dual screen fits perfectly into the dashboard, which has a shortcut bar under the air vents that switch from the air conditioning setting to that of the radio using a button. A clever way to keep physical keys and wheels more efficient than touch cursors, without turning the center console into a calculator.
The materials chosen are pleasant, and certain details such as the gearshift knob or the nicely designed headrests even evoke premium.
At the rear, passengers gain legroom thanks to a 2cm longer wheelbase, while the boot fluctuates between 451 and 1,445 liters in this version.
Julien Azoura’s opinion: in town
On board this new Kia Niro, we move around town in a peaceful environment. The rather generous glass surfaces and the sleek and fairly low dashboard contribute to the feeling of space that predominates in this passenger compartment. Indeed, the SUV offers a good habitability to its occupants thanks to its wheelbase lengthened compared to the previous generation (+ 2 cm), but also with the opening of its doors, wide and practical. Something to delight families with two children (tested and approved), or even three young children since the easement tunnel is not too imposing. If navigation in the menus of the infotainment system can confuse neophytes, I contented myself with the controls on the steering wheel which allow, without pitfall, to use the main functions of the vehicle.
In working order, this hybrid Niro shines with its all-electric mode which reinforces the feeling of tranquility on board. I do not recommend adopting dynamic driving, which is sometimes necessary to get out of the flow of traffic in town, which tends to cause the internal combustion engine to run wild and confusion for its gearbox, which is nevertheless alert and convincing in driving. casting.
Another grievance in urban areas, braking, controlled by a sticky pedal and difficult to dose. A defect common to many hybrid vehicles with energy recovery. In reality, for mainly city use, the 100% electric EV version of the Niro seems to be a better alternative to enjoy the serene use offered by this Korean SUV.
Romain Vannier’s opinion: on the road
Even at its minimum level of electrification, ie in this “just” entry-level hybrid engine, the Korean crossover is doing its best to reap the rewards. In town, once on the run-up or even during a smooth take-off, its evolution using synchronous machine power alone can regularly extend over several hectometres in a row. This fluid operation makes it easy to lower the average consumption below 6 l/100 km according to the on-board computer, without monitoring your driving too much. To preserve this good impression, however, it is better to avoid opting, via the paddles on the steering wheel in Eco mode, for the two highest levels of regeneration (out of three possible). Because otherwise, the deceleration frankly lacks progressiveness and gives the unpleasant sensation of finding your nose in the windshield with less foot lift.
It is finally when escaping to the countryside that this Niro makes the difference with many of its rivals equipped with an equivalent engine. Here, little or no feeling of racing mechanics when restarting. And this despite a maximum torque accumulated by the relatively modest traction chain with regard to a total weight which is around 1,500 kg depending on the equipment. A pitfall avoided by the presence of a fairly classic robotic double-clutch gearbox, preserving a certain consistency between the acceleration felt and the revving of the 4-cylinder. In any case more blatant than in the company of the Toyota Hybrid system with planetary gear train or the e: HEV from Honda relegating the thermal block to the role of generator, noisy under the hood of the HR-V in particular.
