Kia plugs the market with Niro SUV
Don’t get hung up on the electric thing with Kia’s new SUV, writes David Linklater.
Todd McDonald, general manager of Kia Motors New Zealand, reckons there’s far too much press given to electrified vehicles given their sales volume in the local market.
According to McDonald’s number-crunching, if you take out rental, government and demonstration models, the top 10 (non-plug-in) hybrid vehicles in NZ for 2017 accounted for fewer than 500 sales: a mixture of Toyota Prius (in its many forms), Corolla, Camry and Hyundai Ioniq.
‘‘Think about how much coverage there is versus the 120,000 cars we’re selling as an industry. It’s weighted the wrong way.’’
Ummm, sorry. Perhaps we should stop here, then. This is an odd way to open for a man who’s launching the world’s first bespoke SUV-hybrid, the Niro.
But that’s kind of the point about the Niro: Kia NZ wants you to think of it as an SUV first, hybrid second (or not at all if you like). In the context of our new-car market, hardly anybody buys hybrids. But just about everybody buys SUVs: 40 per cent of newvehicle sales for 2017.
What’s hot? Medium is still the big segment at 43 per cent of SUV registrations, but compact is on the rise and currently on 31 per cent share.
The compact SUVs that are really growing in popularity are those under $40,000 mark.
So you can see what’s coming next.
Kia NZ has introduced Niro in three models: two with hybrid electric vehicle (HEV) powertrains and a flagship plug-in hybrid electric vehicle (PHEV) that can cover 55km on zero-emissions power.
All models have lithium-ion battery packs. The vehicle is based on the same battery-friendly platform as the Hyundai Ioniq.
The Niro PHEV is the technology leader but the HEVs are where the volume will be, says Kia. The EX has been launched at a special price of $34,990 (regular retail is $39,990) and is pretty wellstocked right out of the box: adaptive cruise control, autonomous emergency braking and lane-keep assist.
The higher-specification $43,990 LTD has blind-spot warning, lanechange assist, rear cross traffic alert, front parking sensors and leather upholstery.
The PHEV model is also in LTD specification and costs $55,990.
There’s no pure-EV version to match Hyundai’s Ioniq (or forthcoming plug-in Kona) as yet. But it’ll come: Kia showed just that as a concept at this year’s highprofile Consumer Electronics Show (CES) in Las Vegas.
All models have a 1.6-litre direct-injection petrol engine and separate electric motor, with a sixspeed dual-clutch gearbox. A Transmission Mounted Electronic Device (TMED) allows both petrol and electric motors to transfer their power to the driven wheels with minimal loss in efficiency.
Both powertrains have a combined output of 104kW/265Nm. The point of the hybrid tech is the simple customer-benefit of fuel economy: on 16-inch wheels (which are alloy, but with flush aerodynamic plastic covers), the HEV EX achieves 3.8 litres per 100km in the Combined cycle. The HEV LTD rides on 18in rims, but fashion costs: fuel consumption rises to 4.4 litres.
The flagship Niro PHEV LTD steps down to 16-inchers again to cement its super-economy status: it returns 1.3 litres per 100kmh in the Combined cycle (which includes a full charge of electricity, of course). You can charge the PHEV in around four hours on a household socket, at a cost of about $3 per 100km.
On the outside, the Niro is handsome and nicely detailed, but low-key. It’s 125mm shorter and 50mm narrower than the Sportage, but the wheelbase is actually 30mm longer, ensuring good rear seat space.
On the inside, Niro is also a celebration of normalcy. You could easily be in a Soul or Sportage - expect that both of those are a lot more interesting design-wise. While it’s possible that Kia has taken the mainstreaming of the Niro hybrid a bit too far (compact SUVs can be fun, people), the layout is undeniably elegant. There’s a single instrument cluster that combines a fuel gauge, battery charge meter and eco-driving assistant without being in the least bit flashy or overbearing.
The driving position is more car than SUV-like. You don’t exactly feel like you’re towering over other traffic (it’s 110mm lower than a Sportage).
Weirdly, the more expensive PHEV gets a smaller touch-screen that lacks the phone-projection functionality of the HEV - which means no sat-nav, among other things. Apparently the electronic architecture is different for the plug-in model and the factory can’t yet supply the better head unit for the flagship model.
Niro is no ball of fire: the HEV gets to 100kmh in 11.5 seconds, the PHEV in 10.8. But it’s a pleasing thing to drive in both a small-SUV and hybrid context because it has a proper gearbox. No continuously variable transmission for this family wagon, thanks: the dualclutch gearbox gets on with the business of being eco-friendly and engaging at the same time.
Dynamically, the HEV and PHEV models are not too different to drive. There are limited reserves of grip from the Michelin Energy Saver tyres fitted to the 16in models, which means it’s quite easy to provoke understeer or lift-off oversteer on demanding backroads. But the suspension is quite firm and it never gives the impression of rolling out of control.
The brakes also avoid the hybrid-regenerative trap of being dead to the touch and twitchy: they’re reasonably progressive and allow you to apply stopping power smoothly.
Kia says Niro has the secondbest towing capability in its class with a braked rating of 1300kg. The Kiwi-spec model has larger rear disc brakes than factory-standard (up from 262 to 284mm) and a bigger fan for better cooling (raised from a 280w unit to 600w). The HEV has a bigger boot than the PHEV: 401 litres versus 324.
McDonald accepts it might take Niro a year or so to get rolling in the market because it’s an unfamiliar brand. He says rivals for the new model are not hybrid vehicles but the usual compactSUV suspects: in order of sales success, Mitsubishi ASX, Nissan Qashqai, Mazda CX-3, Suzuki Vitara and Honda HR-V.
Niro comes with the usual Kia ‘‘wow’’, care package: three years free servicing (up to 45,000km), five years warranty/roadside assistance and seven years cover for the battery.