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COVER Kia Niro

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PURE ELECTRIC

“The silky-smooth and quiet running around town is typical of an EV, but the upgraded platform gives it more solidity and assurance over rough roads”

YousufAshraf

Yousuf _ Ashraf@autovia.co.uk @ashrafoncars

THE EV6 may be stealing the spotlight as Kia pushes into an all-electric future, but it’s the new Niro EV that’s the bedrock of its battery-powered line-up. The original model – called the e-Niro – was one of the UK’s best-selling EVs, thanks to its blend of space, range and affordability, and this Mk2 version aims to boost its appeal.

The Niro retains a practical bodystyle, but has redefined styling and some extra design flourishes. It’s far more distinctive than before, with textured grille elements, angular headlight units and a two-tone paint finish, while the aerodynamic C-pillars help channel air. Kia has tried to set the Niro EV apart from the competition – and it works.

Inside, similarities with the EV6 are clear. The tech is a marked improvement over the Mk1 Niro, and on higher-spec cars there’s a 10.25-inch digital dash and a 10.25-inch infotainment touchscreen housed beneath a single panel. It’s one of the better systems on the market, with relatively intuitive menus and crisp graphics, although quicker touch responses wouldn’t go amiss.

Kia’s slick multi-mode panel also makes an appearance, allowing users to switch between climate and media controls at the

Kia Niro EV

FIRSTDRIVE Mk2 EV gets more tech and range, plus fresh design

touch of a button. Wireless phone charging, Android Auto, Apple CarPlay, a head-up display and heated rear seats are available, too, along with a three-pin socket to power or charge other gadgets quickly.

The Niro is laden with tech, then, and the cabin itself is mostly attractive. Apart from the gloss black centre console and rougher plastics lower down, the touch points are of a high quality.

Progress has also been made under the skin. Riding on Kia’s latest K3 architecture, the Niro EV delivers more sophistication than its predecessor. The silky smooth and quiet running around town is typical of an EV, but the upgraded platform gives it more solidity and assurance over rough roads.

While it smooths out scarred surfaces and potholes, this EV’s mass makes the body fidget over some bumps, plus a series of larger undulations can introduce some float where the hybrid and PHEV models remain better tied down. Still, the Niro EV’s handling is secure and the steering is well weighted. There’s plenty of performance on tap, too, with the frontmounted electric motor producing 201bhp and 255Nm of torque. Acceleration is brisk up to motorway speeds, and a 0-62mph time of 7.8 seconds is more than fast enough for a compact family SUV. Plus, tyre noise isn’t intrusive while cruising.

Thanks to a 64.8kWh battery, Kia claims the Niro EV has a range of 285 miles. This is a healthy figure in isolation, but given that the old car trails this by just a few miles, we’d have liked to have seen the Niro EV break the 300-mile mark. But we know the car’s range predictions are trustworthy, so there’s still impressive flexibility on offer.

A 10 to 80 per cent charge takes 45 minutes, and the Niro EV boasts a nifty navigation-based battery conditioner. To maximise range it’s best to use the Niro’s one-pedal driving function, which recoups energy when slowing down. It’s a well calibrated system, but you can also cycle through multiple levels of regeneration using the wheel-mounted paddle-shifters.

Despite having the biggest battery of all the Niro variants, the EV also has the largest boot, too, thanks to its underfloor-mounted pack. The 475-litre load capacity grows to 1,392 litres with the rear seats folded, and the EV version also has a 20-litre front boot, which is useful for storing charging cables.

The trade-off for the floor-mounted battery is a slightly compromised rear seating arrangement, with the raised floor forcing tall passengers to lift their thighs from the seat bases. Still, there’s lots of headroom and plenty of kneeroom for one six-footer

“A 0-62mph time of 7.8 seconds is more than fast enough for a compact family SUV”

HYBRID PETROLELECTRIC

“It prioritises pure-electric running at low speeds, making for smooth, near-silent progress in town”

Kia Niro HEV

Performance

0-62mph/top speed 10.8 seconds/101mph

Running costs

59.8mpg (official) £80 fill-up

FIRSTDRIVE Cheapest route into the new Niro range is a value-for-money proposition

YousufAshraf

Yousuf _ Ashraf@autovia.co.uk @ashrafoncars

THE Kia Niro has been a hit for the firm, with more than 70,000 finding homes in the UK since its launch in 2016. Like the EV, this new full-hybrid version is designed to build upon the value, tech and practicality that made the original model so successful.

Priced from £27,745, it’s also the most affordable new Niro, but whichever version you pick, the design is more adventurous than before. It looks broadly the same as the Niro EV and PHEV, while the new shared K3 platform improves safety, dynamics and refinement compared with its predecessor.

It’s also grown in every direction, which means more cabin space than in the Mk1 car; tall passengers will appreciate the roomy rear seats and there’s a decent 451-litre boot in this Niro Hybrid.

But it’s the interior technology that has taken the biggest leap forward. All HEV versions have an eight-inch touchscreen, Android Auto, Apple CarPlay, a DAB radio and a rear parking camera. Higher-spec models have tech derived from the firm’s EV6, including twin 10.25-inch screens that run Kia’s latest intuitive infotainment software. Inside, the same is true as with the Niro EV: overall, quality is good.

The Niro Hybrid uses a development of the 1.6-litre petrol engine from the previous model, assisted by an electric motor for a total output of 139bhp. The car prioritises pure-electric running at low speeds, making for smooth, near-silent progress in town, but eventually the petrol engine cuts in with a distant grumble. But the transition is near-seamless, and the e-motor continues to provide extra punch on the move.

There’s enough performance for most situations and the set-up works well enough under light loads, but ask for more and the Niro kicks down with the engine droning noisily. The six-speed dual-clutch gearbox is relatively smooth, and the steering wheelmounted shift paddle can also adjust the level of brake regeneration. The steering is accurate and the weight consistent, making the Hybrid easy to drive around town.

Kia hasn’t chased sportiness with the new Niro and so the ride is compliant. The Hybrid is more settled than the heavier EV over undulating sections of tarmac, but it doesn’t take the edge off short, sharp imperfections quite as effectively. It’s also relatively refined at motorway speeds when the engine isn’t under stress, because wind and road noise are well suppressed.

The Niro Hybrid has claimed efficiency of 59.8mpg and CO2 emissions of 107g/km, and more than 50mpg should be possible. It won’t be as cheap to run as the EV, but the Hybrid costs £8,500 less to buy. It’s hard to beat as a value proposition, but less so in top-spec 4 guise, priced at £33,245. NEED TO KNOW

An eight-inch touchscreen is standard, but higher-spec Niros (above) get two 10.25-inch digital displays

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