2017 Kia Niro the hybrid that doesn’t look like a hybrid
A number of mainstream automakers have at least one gasoline-electric model in their lineups, with Toyota developing the only separate — and successful — hybrid brand. Yes, the Prius. For the 2017 model year, however, Prius has two new direct competitors: the recently launched Kia Niro; and the now-arriving Hyundai Ioniq.
Both share the same platform, but the Niro’s wagon body differs significantly from the Ioniq’s hatchback design. Looking at the two, you would never guess they were spawned from the same Korea-based manufacturing conglomerate.
The pair is arriving at a time of relatively stable fuel costs and will need to rely on practicality and price as well as economy of operation to make a dent in the marketplace.
The Niro’s wagon shape has the practical part of the equation well in hand. Although shorter by nearly 18 centimetres and a bit narrower than a Ford Focus hatchback, the Kia outshines that car by being taller and providing more space between the front and rear wheels.
The Niro’s total cargo area with the split folding rear-seat in the folded-flat position delivers 25 per cent greater volume. With that much available space, you would never guess that the wagon’s compact lithium-ion battery pack is beneath the back seat.
The Niro’s attractive, yet conservative appearance offers no hint to the unique powertrain beneath the hood. From any angle, the smartly shaped Kia runs counter to the Prius’s apart-from-the-crowd design.
The cabin is also a paragon of normalcy, other than a specific gauge for monitoring the hybrid system’s operation, including the system that feeds braking energy to the battery.
At the Niro’s heart is a 1.6-litre four-cylinder engine that by itself makes 104 horsepower and 109 pound-feet of torque. It’s paired with a 43horsepower electric motor producing 125 pound-feet of torque. The combo is rated at a net 139 horsepower and 195 pound-feet of torque.
Directing thrust to the front wheels is a sixspeed automated manual transmission with a manual-shift mode. That’s different than the Prius’s continuously variable unit (CVT) with no set gears.
In standard “eco” mode, the Niro’s six-speed maximizes the electric-only operating range and extracts the maximum fuel economy rating of 4.5 l/100 km in the city, 4.8 on the highway and 4.7 combined.
However, placing the shifter in “Sportmatic” mode increases gas-engine use for better acceleration and adds steering “feel”, but will negatively affect fuel performance.
Niro pricing starts at $26,750 in Canada, including destination charges for the base L trim. That includes the usual accouterments plus dual-zone air conditioning, heated front seats and steering wheel and a 17.5-centimetre touchscreen with integrated backup camera.
The EX adds roof rails plus a rear-centre armrest, push-button start, under-floor storage tray and LED headlights. The EX also has power folding heated outside mirrors, upgraded interior trim and rear parking sensors. Blind-spot detection, lane-keeping assist and cross-traffic alert, (helpful when backing out of parking stalls) can be added to the EX.
Those last items are standard in the Niro SX, along with leather seat covers, power adjustable driver’s seat, heated steering wheel and a premium Harmon Kardon audio package.
As well, the Niro’s standard 16-inch steel wheels are upgraded to 18-inch alloys for the SX.
Later this year a plug-in hybrid Niro with greater electric-mode range will be added, followed by an all-electric model in 2018.
For now, it’s unlikely that die-hard Prius owners will be swayed by the Niro’s marketing pitch, but the car’s subtly efficient shape, thrifty functionality and a base price that undercuts the Prius by about $2,200, just might entice many newbies to embrace the hybrid lifestyle.