Crossover EV proves to be as mean as it is green
SEOUL The Kia Niro hybrid crossover will be joined by an all-electric version that promises to banish range anxiety. With a 64-kWh lithium-ion battery sitting under the rear floor, it’s officially rated to deliver a driving range of 385 kilometres. That, by almost any standard, is very good — yet as the drive proved, it’s a conservative estimate.
The other tidbit is it takes the Niro EV just 7.8 seconds to scoot from rest to 100 km/ h, so it’s as mean as it is green.
To differentiate it from the hybrid, the Niro EV gets a redesigned front fascia with a closed grille and built-in charging port, a new rear bumper and some blue accents to speak to the fact it’s a zero-local-emission vehicle. Inside, a new rotary shifter and electric parking brake replace the traditional shifter, and the reworked instrumentation gives the pertinent electric data — range and what the powertrain is doing — in a clean and uncluttered manner.
The seven-inch infotainment screen has some added functions, including the ability to find nearby charging points, monitor the state of charge and view the driving range using the navigation system. It’s a slick affair and eases information overload.
As for utility, the cargo area remains virtually unaffected, rated at 629 litres, versus the Niro Hybrid’s 635. The Niro EV mirrors the Niro SX in terms of content, arriving with automatic emergency braking, blind-spot monitoring and more.
The single biggest difference between the hybrid and EV is found in the rear floor area; in the back it sits flush with the side sill, so there’s not much of a footwell, meaning you step onto the floor rather than down to it.
The big news is the new powertrain. The large 64 kWh lithium-ion battery works with an electric motor that puts 201 horsepower and 291 pound-feet of torque at the driver’s disposal. Peak torque enters the picture from rev one, so the Niro is very quick off the line and on through the mid-range; the 80-to-120 km/ h passing time comes in at around 5.8 seconds.
For the record, there will be a smaller 39.2-kWh battery matched to a 134-hp electric motor, good for a 246-km driving range. Hopefully Canada will only see the larger battery.
How the powertrain dishes out the goods can be tweaked through the Niro’s Eco, Normal and Sport driving modes. Sport really sharpens the throttle response and puts some extra weight in the steering.
Drivers can also tailor the amount of regenerative braking in four stages through steering wheel-mounted paddles. The first level is more or less a coast function, as there was very little braking action felt. At the other end of the scale, driving the Niro EV became an almost one-pedal drive, such was the strength of regenerative braking the instant the throttle is lifted.
The proof of how well the Niro EV comes together is in the numbers. The drive started with a range of 445 km displayed. At the end of the 101-km test route, the range was showing 363 km to “empty.” This was thanks to the amount of otherwise wasted energy being recaptured and fed back to the battery. The 19 km of bonus driving range is significant, and speaks to the fact the driver is wise to use the top level of regeneration.
The Niro EV also cedes very little in terms of handling. It does feel appreciably heavier, but the battery’s position brings a low centre of gravity, meaning it was a nimble drive through the twisty sections of the route.
The suspension does a good job of both limiting body roll and taking the sting out of a rough road.
The Kia Niro EV makes its debut at the Paris Motor Show, Oct. 4-14, before hitting Canadian dealers in the first half of 2019. Pricing and final specs will be available closer to launch date.