2022 Kia Niro EV Sport Review

Overview

 

THE KIA Niro is a small SUV that’s about the same size as its Seltos sibling, but additionally available in petrol-electric hybrid, plug-in hybrid or battery-electric guises. The five-seat family SUV is offered in two trim grades per engine type – S or Sport – for a total of six variants all told.

 

The Niro range starts at $39,990 (plus-on road costs) for the Hybrid S through to an eye-watering $65,990 (+ORCs) for the top-of-the-range Niro EV Sport tested here.

 

We say eye-watering because, as good as it is, the BEV version of the Niro is more than double the price of an equivalent petrol-powered Seltos Sport ($32,790, plus on-road costs). Even if you are a staunch environmentalist, that premium equates to many tanks of petrol – enough to drive the Seltos 519,652km based on current petrol prices – or to the moon and most of the way back.

 

But we digress… Kia isn’t on its Pat Malone in charging more for the relatively new and, therefore, expensive technology employed in its EV variants. We are, by no means, singling the brand out.

 

The front-wheel-drive Niro EV twins share their drivetrain with Kia’s sister company Hyundai’s Kona EV. Battery capacity is rated to 64kWh with peak power and torque listed at a healthy 150kW and 395Nm respectively. When using a 100kW DC fast charger, the Niro EV Sport’s battery can be charged up from fully depleted to 80 per cent charge in around 54 minutes. When hooked up to or a domestic power outlet that window increases to all of 29 hours, however.  

 

Kia quotes a WLTP range of 455km for its Niro EV, which is 29km less than the slightly smaller – and marginally lighter – Kona. On test, we averaged 15.2kWh per 100km, which equates to a driving range of approximately 421km.

 

But what it lacks in range (compared with the Kona EV), the Niro makes up for in space. Cabin accommodation, especially in the back seat, is appreciably more generous than the twin-under-the-skin Kona, while luggage capacity also romps ahead with 451 litres over the Kona’s 332 litres. 

 

Equipment levels see inclusions such as regenerative braking, keyless entry, leather-accented seats with eight-way power adjustment for the driver, a leather-bound multifunction steering wheel, automatic LED headlights, as well as LED daytime running- and tail-lights.

 

Infotainment comes courtesy of a 10.25-inch touchscreen with wireless Android Auto and Apple CarPlay compatibility, multi-connection Bluetooth, digital radio, native sat nav, a reversing camera, plus an eight speaker DBL audio system.

 

The Niro EV Sport also offers a choice of four drive modes (Normal, Eco, Eco+ and Sport), paddle shifters for the adjustable regenerative braking system, an electrochromatic rear-view mirror, metallic-finish pedals, single-zone climate control and 18-inch alloys wrapped in Michelin rubber.

 

Safety kit is, likewise, well sorted and, might we add, wonderfully well calibrated. The Niro range includes, as standard, seven airbags, autonomous emergency braking with car-, pedestrian- and cyclist detection, lane-keep assist, lane-follow assist, smart cruise control and driver-attention alert with the Sport grade adding blind-spot detection and rear cross-traffic alert.

 

Service intervals are set at 12 months or 15,000km and capped-price servicing is available. Maintenance pricing tallies $1164 over three-, $1728 over five-, and $2803 over seven years. All Niro EVs are covered by Kia’s seven-year/unlimited-kilometre warranty, but the batteries and motors are only covered up to 150,000km (guess you’re not taking that trip to the moon, eh?).

 

Drive Impressions

 

Okay, all joking aside, the Niro EV Sport is, as a matter of fact, a ripping little thing to drive. It’s a lot more polished than its size might suggest and is carefully packaged to ensure there’s not only enough cabin and cargo space, but also a generous level of oddment storage throughout.

 

It’s a remarkably quiet car to drive – even compared with dearer all-electric rivals – with very little wind or tyre noise to speak of. The interior is screwed together very well; there are no unpleasant rattles or squeaks at all. It really is a tranquil vehicle in which to spend time, and one we found exceptionally easy to manoeuvre, not least because of a tight 10.6-metre turning circle.

 

The Niro isn’t the rocket ship its output figures might suggest, but, for the most part, it doesn’t feel as heavy as its chunky kerb weight (1791kg) may suggest. Acceleration is smooth, completely linear and entirely fuss free. Kia’s offering is a particularly easy vehicle to live with in busy urban traffic – not only does it give you an appreciation of how EVs make sense as commuter cars, but also how noisy (and, frankly, smelly) conventionally powered vehicles can be.

 

The Niro EV hasn’t had the benefit of a localised suspension tuning program, but to be honest, it doesn’t suffer unduly because of it. Considering the vehicle’s intended application as a family hauler or urban commuter, it holds the road very well and rides with a comfortable attitude. It’s only when tasked with quelling larger bumps or hard edges at speed that the Niro’s bulk makes itself known, and you’ll feel the suspension working hard to keep the body’s oscillations in check.

 

The steering feel in the Niro EV Sport is light, but well metered and offers reasonably good communication with the driver. We also found the brake feel of the Niro very natural, which is to say it feels very similar to that of a petrol-powered car. And that’s a good thing... Many electrified models have wooden-feeling brake pedals, which tend to blunt the driving experience (especially in town). Kia seems to have found a way around this and the results are praiseworthy indeed.

 

One of the more interesting EV “tells” is how these oh-so-quiet cars tend to startle unsuspecting pedestrians in car parks. Like other BEV manufacturers, Kia has implemented a warning system that produces a hum at low speeds to alert pedestrians that a moving EV is in their proximity. 

 

Called the Virtual Engine Sound System, which is active at speeds of up to 25km/h, it’s an eerie tone that takes some getting used to – and one, we may add, that does little to project sufficient warning to shoppers as they amble to their cars. People have grown accustomed to listening (and not looking) for vehicles, which is something you really notice when driving an EV in a car park.

 

There’s a lot to like about the Kia Niro – and the new model, which is due in Australia in a few months’ time, is bound to grow the model’s appeal further. This is an entirely practical and liveable five-seater with the driveability and range buyers expect from small, electric SUV. 

 

If money isn’t a ruling factor in your purchase decision – and a battery-electric car is a must-have – then you could do a lot worse than to have the Kia Niro EV Sport parked in your driveway.