The fuel-efficient Kia Niro small station wagon has never captured an audience quite like its corporate cousin the Hyundai Kona has. Still, this complete redesign replete with edgier styling, more interior room, and greater electric range is poised to steal some market share.
2023 Kia Niro Plug-in Hybrid
- 33 Miles Of All-Electric Range
- Also Available In Standard Hybrid And Full-Electric Variants
- More Spacious Than Before
- Model: Niro Plug-in Hybrid SX Touring
- Engine: 1.6-liter Turbocharged 4-Cylinder Plug-In Hybrid
- Power Output: 180 HP
- Torque: 195 LB-FT
- Range: 33 Miles Of Electric
- Transmission: 6-Speed Dual-Clutch Automatic
- Driveline: Front-Wheel Drive
- MSRP: $33,840
- MSRP (As Tested): $42,285
- Stocked With High-End Features And Amenities
- Roomy Dimensions
- Smooth Hybrid Operation
- Noisy Cabin
- Frustrating Cabin Controls
- Not Available With All-Wheel Drive
The 2023 Kia Niro Offers Three Powertrains
Kia is killing it with its EV6 electric car; compiling awards and impressing pundits. But with a starting MSRP of nearly $50,000, it’s financially unattainable for many first-time EV shoppers. That’s where the Niro comes in. Unlike the Kia EV6, it’s available in three powertrains: a gas-electric hybrid, a plug-in hybrid, and full electric. Priced from under $30,000, it not only provides curated choices but it’s not that much smaller than the EV6, so this is the bargain play in Kia’s hybrid/electric lineup.
How To Choose?
As a quick primer, a traditional hybrid utilizes a small battery and electric motor to assist a gas-fueled engine with the result being improved fuel economy. It doesn’t require plugging in because sufficient energy to recharge the battery is generated by the engine itself and through regenerative braking. The next evolution is the plug-in hybrid. It utilizes a larger battery so that the vehicle can be powered by electricity alone – at least for a little while - and thus requires an outside source to recharge.
In the case of the Niro, that means using either a standard household outlet which takes up to nine hours for a full charge or a level 2, 240-volt charger which takes only two and a half to three hours. It does not accept DC fast charging. So plug-in hybrids are an excellent choice for drivers who mostly have short commutes but also, desire the ability to cover great distances when needed without having to stop and charge.
The Skinny On Charging
The Niro comes with the trickle charger required for slow charging and stows in the cargo area when not needed. Charging can also be scheduled during off-peak hours for homes qualified for reduced electricity rates. When fully juiced up, this Niro PHEV will deliver up to 33 miles of all-electric driving at speeds up to 83 MPH – that’s seven miles farther than before.
You don’t need to use it all from the start, however – an EV button near the gear shift allows the driver to select from four different modes including a hybrid mode that forces the gas engine to remain involved. The automatic mode chooses hybrid or electric operation as it sees fit. And this is something new and very cool: a Green Zone Drive Mode automatically switches the Niro to EV mode when entering areas such as schools, hospitals, parks, etc.
The Kia Niro PHEV Lacks The EV Punch
The Niro defaults to ECO mode upon startup which deadens the accelerator, reduces power when climbing a hill, and limits air conditioning performance. A switch on the steering wheel can take the Niro into Sport mode where the engine joins in, keeps RPMs raised and adjusts steering effort accordingly to support sporty, fun driving at the expense of fuel economy.
The non-electrical side of the Niro PHEV’s propulsion remains the same but with greater output. A 1.6-liter four-cylinder engine is mated to a six-speed dual-clutch automatic transmission incorporating an electric motor producing a total of 180 horsepower and 195 pound-feet of torque. That’s 41 more horses than the previous Niro hastening acceleration from 0-to-60 MPH, now requiring 9.5 seconds as opposed to 10 seconds. Quick it is not, and the plug-in also misses out on that rush of torque experienced in a full-fledged EV. As usual with PHEVs, the drive is best when done exclusively on electrons.
This one gets a little noisy, particularly on the highway with the engine running. But by and large, the Niro drives with urban environment competency including excellent, controllable regenerative braking properties. It continues to be front-wheel drive only and so its charge port resides on the left front quarter panel – a preferred location as opposed to the EV6’s rear port door. The total driving range has diminished along with the size of the Niro’s gas tank from 560 to 510 miles – still an impressive distance though.
Bigger, But Not As Big As The Niro Hybrid
With additional passenger and cargo volume, the Niro more convincingly plays the role of a small CUV. There’s a power liftgate now that works like other Kia vehicles in that it smartly opens just by your proximity to it. Do note though that the PHEV’s luggage capacity is reduced by about 20 percent when compared with the Niro Hybrid to accommodate the high-voltage battery. The rear seats are split-fold and lie flat for up to 54 cubic feet of wide, easily accessible hauling space.
There’s also a tiny bit more space under the cargo floor, designed to hold the trickle charger. The floor isn’t completely flat, so fitting three across the rear seats isn’t particularly accommodating but the head- and legroom are adult-friendly. USB-A ports reside on the side of each front seatback and there are vents on the back of the center console to control airflow. There is a sunroof but it doesn’t extend to the rear seats.
Maddening Control Panel
From a design and tech standpoint, the Niro takes on a baby EV6 persona including one of its biggest aggravations: the dual-purpose controls below the touchscreen. A horizontal bank of touch-sensitive operations is flanked by two actual knobs, but you have to be careful about which set is selected – one is for climate controls and the other is for radio and navigation.
So, the volume knob is also the temperature knob depending on which set of controls is active. I’ve made the mistake of cranking the heat when I thought I was cranking the tunes…repeatedly. And I haven’t really become used to it even after experiencing it in a few different Kias models now. Otherwise, Kia’s infotainment system is a perennial winner with easy-to-access info, PHEV-specific graphics and tools, and fun features such as the Sounds of Nature relaxation themes.
It’s also updatable over the air now but STILL requires the use of a cable for Apple CarPlay and Android Auto. Changeable ambient lighting is limited in its usage but is most pronounced in front of the passenger with a splashy, colorful graphic display. Kia’s Harman Kardon Premium audio systems are typically awe-inspiring but not this one – the Niro’s sound is thin.
Loaded And Reasonably Priced
Other tech highlights include the brand’s excellent Highway Driving Assist which is the next best thing to Super Cruise just not completely hands-free, a wireless phone charger, and Digital Key that allows either an Apple or Android phone to replace the fob. And this is the high-end SX Touring trim, so there are heated and ventilated seats, driver’s seat memory, and heated rear seats but no head-up display, at least on the PHEV.
The 2023 Kia Niro Plug-in Hybrid comes in EX and SX Touring and starts at $33,840 while this top-of-the-line model in Mineral Blue with the awesome-looking black Aeroblade, Cold Weather Package, and a handful of smaller options stickers for $42,285 or a lease of $626 per month. The PHEV had qualified for a tax credit of $4,543, but that situation is complex and in flux so check with your Kia dealer.
So, while the Kia Niro Plug-in splits the difference between hybrid and electric in a mostly satisfying way at an attractive price, check out the actual EV for a more harmonious and quicker driving experience.