New Niro’s a hero
KIA’S CROSSOVER GETS BIGGER BATTERY TO BOOST RANGE
OF all the different modes of electrification, plug-in hybrids are the most controversial. Many environmentalists think they’re a dreadful combination of evils and that they don’t do what they’re supposed to do.
Part of the problem is the ridiculous testing procedure that’s used to come up with their fuel consumption.
How many miles per gallon a PHEV does is entirely down to how often it is charged.
If you never charge the car and run it as a petrol car then the mpg is often very poor because the car is heavy (due to carrying a relatively large battery). But if you religiously charge your car and use it for short journeys the mpg will be unlimited.
I’ve recommended PHEVS to two friends and both have found them perfect for their lifestyles – with one using a car mainly for short journeys but also a drive to Italy once a year.
Both my friends’ cars are Kia Sportages and it’s a new Kia, a Niro PHEV, that we’re testing this week. Like the old Niro, it comes with hybrid, PHEV or pure electric drivetrains. The original Niro was a bland looking thing but the newcomer is far more distinctive. Since the MK1 was a big hit it can be assumed the MK2, with its more appealing styling, will be similarly successful.
The headline news, apart from a prettier body, is a larger battery. The last-generation Niro PHEV was fitted with a 8.9kwh unit; this latest one has a 11.1kwh pack which increases the maximum electric range to 36 miles. This puts the car nicely into the 12% BIK tax band.
The rest of the powertrain is as before, which means a 1.6-litre fourcylinder direct injection petrol engine that produces 180bhp. Electric drive comes from a 83bhp motor, with both it and the petrol engine moving the front wheels via a sixspeed dual clutch automatic transmission.
The Niro PHEV is most pleasant to drive when it’s in EV mode. The petrol engine is reasonably quiet but becomes coarse when you rev it.
There’s not a lot of point in doing so with a 0-62mph time in a relaxed 9.6 seconds.
Achieving the 36-mile electric range will require experienced town driving, but a realistic range of 30 miles shouldn’t be difficult. There’s a pretty pointless Sport mode that makes steering slightly heavier and turns the steering wheel paddles, which usually control the level of regenerative braking, into gearchange paddles.
This Niro is bigger than the previous one and has impressive space inside, particularly in rear legroom. As is common with most PHEVS, boot space is lost to the battery which means 348 litres compared to 475 litres in the EV version. The car will also tow up to 1,200kg which could be useful for many owners.
Kia is sticking with its simple trim level names, with ‘2’ as the entry level, ‘3’ as next up and ‘4’ as the flagship. We’re driving a ‘3’ at £36,870. That’s around £2,000 less than the Niro BEV.
Kia reckons more than 50% of buyers will pick the electric, with less than 10% going for the PHEV.
Back to the inside of the Niro. The ‘2’ trim brings with it an 8in infotainment screen, whereas in the ‘3’ and ‘4’ you get a larger 10.25in one.
Kia still favours buttons and knobs but there’s still a lot of touchscreen action to change cabin temperatures.
There’s a large rotary knob to change between Drive, Park and Reverse. Talking of going backwards, all Niros, regardless of powertrain, use their electric motor for reversing. Not having gears for the job saves 2.3kg.
The new Niro looks appealing, more like an SUV than before, and is comfortable and spacious.
As Kia admits, the PHEV will be the least popular variant, but it’s a powertrain with advantages – particularly for those who tow boats and small caravans for whom a pure EV is impractical.