The Kia Niro EV is the wise little brother to the showy, extrovert, headline-stealing EV6.
It’s a extra sober and rational small household SUV boasting respectable cabin house, lengthy electrical vary, quick charging, premium options and good tech.
However as ever extra EVs enter the Australian market, the Niro EV’s price ticket is a sticking level.
Kia asks $66,590 plus on-roads for the entry-level Niro S EV (about $70,600 drive-away), whereas our check Niro GT-Line EV is $72,360 plus prices, or some $76,500 drive away. That’s chunky.
You’re in site visitors within the bigger, extra hanging Kia EV6 Air for about the identical cash as a Niro GT-Line.
Then there are EV rivals such because the Hyundai Ioniq 5 (from $72,000), Tesla Mannequin Y (from $69,300), Polestar 2 (from $67,400) and Volvo XC40 Pure Electrical (from $73,990) to contemplate. A high quality-packed choice.
Cheaper alternate options additionally abound, together with the Hyundai Kona Electrical (from $54,500), MG ZS EV (from $44,990), MG4 (from $38,990), Cupra Born Electrical (from $59,990), and BYD Atto 3 (from $48,011).
We see if the Niro GT-Line’s up for the battle with a seven-day household check.
Day 1 – Meet and greet
To behold, it’s a giant enchancment over the outdated Niro.
Keep in mind it? Kia launched the ageing first-gen Niro right here in 2021 to get the market and its sellers primed for an EV onslaught.
It was on sale for about 5 minutes earlier than this brisker, sharper second era arrived.
“Look, I’m an electrical automobile!” styling vibes are sturdy, regardless of there being combustion engine Niro variations.
An nearly Robocop face mixes with funky black rims and a two-tone flavour, our instance’s white physique adorned with big silver streaks over its arches, sides and up the rear pillar.
Personally, I’d dip into the pockets and discover an additional $520 to choice Kia’s blue, pink or beautiful inexperienced color. Every makes the physique extra hanging, and banishes our white Niro’s rental automobile really feel.
Should say I just like the rear finish design with its boomerang-shaped LED taillights – it seems to be like a retro-inspired Ford Focus with its vast rear hatch and high-mounted lights.
Just like the Hyundai Ioniq 5, the Niro’s categorized an SUV, regardless of my outdated eyes simply reckoning each are giant hatchbacks.
The Niro’s floor clearance is simply 160mm – solely 8mm above one thing like a Mazda2 metropolis automobile – and front-wheel-drive solely. It’s a automobile, isn’t it? Not an SUV.
Anyway, I don’t thoughts the look of it, however its dimension and the very fact it has a Kia badge and never one thing extra premium has me scratching my head on the $76,500 drive-away worth.
It’s quite a bit, proper? However at the least it falls beneath EV rebate thresholds.
With a full battery and 435km vary displaying (with air-con on), the check begins.
Day 2 – Appreciating the fundamentals
Worth apart, the Niro EV’s on-paper expertise are sturdy.
Its 460km vary from a 64.8kWh battery is anxiety-bashing, whereas poking by the automobile it feels large for a small SUV.
Boot’s 475L – greater than a Mazda CX-5’s – whereas rear seat house is cavernous for a automobile this dimension – necessary for us with always-growing children.
Disappointingly, the frunk is just a 20L job, nevertheless it’s useful for storing a charging cable.
I’ll pub argue with anybody that Kia’s cabin presentation, know-how and usefulness is better of all of the ‘everyman’ manufacturers.
The Niro’s is not any totally different – our GT-Line scores a ten.25-inch infotainment display screen integrating into a ten.25-inch driver show instrument cluster behind a single panel. This, and the quality-feeling pretend leather-based trim, give a severe air of status.
Prodding round, most plastics are gentle contact, the centre console buttons and kit selector dial are effectively laid out and there’s a cultured strip panel with digital buttons (plus correct rotary knobs) to manage local weather. Kia nails these items brilliantly.
The drive up to now matches the inside serenity. However do I would like this? Piloting the Niro is a calming pleasure, however fairly darn boring.
A single motor turning simply the entrance wheels affords 150kW and 255Nm – that torque determine approach down on the earlier Niro’s 400Nm.
Why? Kia says to enhance drivability and cut back the prospect of wheelspin and torque steer. This it does, and I agree the motor’s calibrated for wise, user-friendly driving.
I simply suppose at this worth I used to be anticipating extra head-pinning efficiency – a less expensive RWD Tesla Mannequin 3 would thump the Niro’s leisurely 7.8-second 0-100km/h time.
The extra I take into account it, I settle for many out there don’t need or want any extra acceleration. The Niro’s nippy sufficient from standstill, and, up to now, a optimistic trade-off is economic system.
My power use over the primary 250km is a good 15kWh per 100km – an excellent chunk down on Kia’s official determine.
Day 3 – Household street journey
The eight- and 11-year-old clamber within the again for the weekend’s actions. Small SUVs are often a problem space-wise for them – they wish to deliver quite a few giant books, an iPad, big drink bottles and snacks for any journey. It will get busy again there.
The Niro GT-Line copes effectively with their tsunami, they usually’re happy with rear air vents (not all small SUVs have these) plus USB-C ports completely positioned within the sides of the entrance seats.
Minds are formally blown once I level out a family socket beneath the rear seats. This Car-to-Load (V2L) socket is just on the GT-Line grade Niro – it appears foolish to not have it on the entry-level too.
For the street journey it’s employed re-charging their iPads, however actually, there’s alternative right here. Subsequent time I’ll deliver a Nespresso machine for correct espresso on the go. Or possibly even a small fridge to maintain drinks and lunch cool?
I joke we might take the enormous widescreen TV from the lounge and have that working within the again for the journey. The children regularly query why we’re not truly doing so.
There’s one other V2L socket on the cost cable, in a position for use exterior the car. Perfect for one thing like an electrical bike or scooter.
If I’m having a grumble, the rear seats don’t slide on runners to up versatility. And from the again seats, the entrance seat headrests are terribly odd. They poke ahead, trying considerably like E.T. coated in gray plastic.
The drive’s serene, however on the freeway, tyre and wind noise are apparent. Nothing uncommon there for an EV. An eight-speaker Harman/Kardon system’s truthful compensation to drown it out.
I’ve a play with the regen braking paddles behind the steering wheel, which have 4 ranges from 0-3.
In its strongest setting it’s nonetheless not too harsh, so it’s my choice utilizing this on the town to reap some power again to the battery.
However actually, the economic system’s proving so good I resolve to change all regen off for many driving – it retains issues a lot smoother and ‘regular’ car-like.
After nearly 380km, I’ve achieved 14.8kWh per 100km economic system. That 450km vary is greater than achievable.
Having finished a couple of hours within the saddle on a single journey, I reckon the seats are a bit too agency. Didn’t discover that earlier than on quick journeys, however the bum was a bit numb after a couple of hundred kilometres.
Day 4 – Public charging
I’m all the way down to 19 per cent battery and 80km vary.
Time to make use of the 50kW public charger closest to my residence, lastly again in service after round six months out of motion whereas awaiting new elements.
The Niro can deal with as much as round 105kW cost speeds – a ways off what its large brother Kia EV6 manages – however that counts for nothing if the DC charger, as right here, can solely dish out 50kW directly.
It’s a Good Cost station hooked up to a lodge and is never used. I plug in and the automobile tells me it’s receiving 43kW fee and it’ll take two hours and 9 minutes to succeed in 100 per cent.
The Niro GT-Line has what Kia calls a Entrance Passenger Premium Leisure Seat, the place you press a button and it initiates full recline electrically. Wanting up by the panoramic roof and it’s a quite lush place to take pleasure in a kip whereas driving out these two hours.
In fact, actual life doesn’t work that approach, so I’m off to run errands and seize lunch with the household.
Utilizing the Good Cost app, I’m in a position to cease the charging every time I fancy. I achieve this from a espresso store after 74 minutes, when the battery has reached 90 per cent.
On returning to the Niro, I see I’ve added 49.5kWh cost and vary is now a really pleasing 392km. Not unhealthy in any respect for the $15.22 I paid for the service.
Day 5 – Credit score the place it’s due
I’m beginning to actually just like the drive of the Niro GT-Line, even when I stand by my ‘it’s boring’ remark.
The moment throttle response is sensible on the town, and it’s by no means accompanied by a vulgar screech of spinning entrance wheels. This usually occurred once I examined the Hyundai Kona Electrical.
Let’s be trustworthy, 99 per cent of our drives are drab affairs. Commuting, getting children to high school, going to the outlets, cruising on the freeway. The Niro excels right here, as do most EVs. I’d fortunately stay with this automobile for such drives, then hold a correct enjoyable (combustion engine) automobile for these uncommon instances I’d search out enjoyable driving roads.
I just like the motor calibration. Energy builds in a really linear, easy approach – there’s loads of guts, you simply by no means have any ‘wow’ moments.
There’s a Sport mode that provides a splash extra eagerness, however not a lot.
The suspension has Kia’s typical stability of simply sufficient experience consolation matched with spectacular dealing with if you do chuck the automobile right into a nook. Once more, completely suited to the perceived basic use.
The steering has good weight, physique roll’s not a factor and the tyres provide affordable grip. It’s merely a really effectively arrange automobile.
Even with a little bit of again street playtime, my common power use is stubbornly sitting at 14.8kWh per 100km.
I reset the journey pc once I’m on the freeway at 110km/h and nonetheless common the identical. Discuss consistency.
Day 6 – House charging
I’ve a chat with a mate who purchased a Niro GT-Line a couple of months in the past. He accepted it was some huge cash, however has beloved the possession expertise up to now.
His solely grievance? The seats could also be energy, heated and ventilated, however he laments no reminiscence seats. He and his spouse share the automobile and have utterly totally different driving positions.
Whereas I disgrace him for his First World grumble, I chime in with my very own. The Niro GT-Line has an automated tailgate, which closes with the contact of a button. Many vehicles today have a ‘shut and lock’ button on the tailgate too. The Niro doesn’t. One simply makes life that little bit simpler.
As does a 360-degree digital camera, conspicuous by its absence on the Niro GT-Line. At this worth, it actually ought to be included. In any other case, the Niro’s security suite is complete.
Earlier than having to return the automobile tomorrow, I plug it into my storage energy level (easy 10 amp) to provide it a lift.
With 17 per cent battery remaining, I’m advised the two.2kW cost fee means 28 hours and 10 minutes to 100 per cent cost. Yep, I’d get a wall field if I owned a Niro.
As I’d plugged it in at 2.30pm, by the point I depart the subsequent day at 8am, I’ve obtained 67 per cent battery life and a few 300km of vary. All I, and most homeowners, would ever want for a every day drive.
Day 7 – Farewell and conclusion
After 830km in whole, power use sticks at 14.8kWh per 100km. That’s up there with the perfect I’ve seen when it comes to economic system from an EV.
Kia, like Hyundai, are probably the most correct EVs I check with regards to dependable battery use and true vary.
I’d fortunately stay with considered one of these Niro GT-Traces EVs. It’s a bit boring for me, however brilliantly boring.
It’s a stable point-and-press household car, quick on thrills however shining in virtually each space that counts. House, drive consolation, know-how, cabin luxe, economic system and experience high quality – all are commendable.
If it had been $10,000 cheaper, the Niro EV-Line can be up there with the EVs I’d most suggest.
However it’s too carefully priced to the superb Kia EV6 Air, and about line-ball with a 2WD Hyundai Ioniq 5.
The latter stays my decide within the circa $70,000 realm, however I now perceive why Niro EV homeowners are a contented bunch.
Kia Niro EV GT-Line specs
Worth: $72,360 plus on-road prices
Fundamentals: EV, SUV, 5 seats, FWD
Vary: 460km (WLTP)
Battery capability: 64.8kWh
Battery guarantee: 7 years/150,000km
Power consumption: 16.2kWh/100km (14.8kWh/100km on our check)
Motors: 1 entrance 150kW/255Nm
AC charging: 11kW, Sort 2 plug
DC charging: 105kW (estimated), CCS combo plug
0-100km/h: 7.8 seconds (claimed)