The 2023 second-generation Kia Niro gets more of everything to go along with a fuel-sipping work ethic
- The second-generation Niro has sharper looks, a smarter cabin and better handling, but it still enjoys a miserly thirst for fuel. A test-average of 5.1 L/100 km.
- Niro is definitely not a drag racer, but it does feel a lot livelier than the stopwatch suggests.
- The full-zoot Niro SX is a great drive with amenities galore, however, the buyers’ choice is the Niro EX. It has the important stuff minus the price-bolstering fluff.
The restyled body gets the glitz it was lacking. The bright LED daytime running lights and boomerang-shaped taillights bring significantly more road presence. However, the most obvious stylistic flourish is found in the distinctive Aero Blades. These go beyond eye-catching, as they are part of the overall aerodynamic package. The Blade allows air to pass beneath it and exhaust on the inboard side of the taillight. This, says Kia, cuts air resistance, which is good for fuel economy. The fact it’s very Audi-like in look and name (Side Blade) doesn’t hurt matters!
The interior is where the Niro really takes a big step forward. The SX tested features two 10.25-inch screens housed under a single pane of glass. The instrumentation relays all of the information the driver needs in a clean and clear fashion. The second multimedia screen gives easy access to all the vehicle and infotainment functions including Apple CarPlay and Android Auto. Below is another screen that toggles between the climate controls and audio functions. It sounds busy, but it’s actually the opposite — it cuts down the number of physical buttons without making things needlessly complex. This lot is then augmented by a full-feature head-up display.
In keeping with the Niro’s green mandate, the headliner uses fibers from recycled water bottles and the synthetic (faux) leather seating is vegan-friendly. Frankly, I’d take the EX’s predominantly cloth seats. Regardless of what’s covering them, they are now long-distance friendly.
The rear seat is comfortable and has the space for three riders should the need arise. There is lots of head- and legroom in the outboard positions and enough in the middle spot to make it functional. There’s also 646-litres of cargo space with the 60/40-split/folding seats up and 1,805L with them folded down. The problem is the seats do not sit flush with the load floor, which leaves an annoying hump right in the middle. This hampers things, especially when loading a cumbersome item.
For the most part, Eco is the best drive mode, as it balances the need for performance with the best economy. Sport mode adds more spice to the drive, so the Niro is sneaking up on lively. Tromp the gas and the front wheels spin as it launches. Credit goes to the electric motor and its up front torque.
What is odd is the paddle shifters change function according to the drive mode selected. In Eco the paddles alter the amount of regen braking, which is welcome in a city environment — selecting Level 3 regen and holding the left paddle back delivers a near one-pedal experience. Switch to Sport mode and the paddles now shift gears, which is welcome when strafing a twisty back road. The problem is having the same controls do different things in different modes is needlessly confusing. Allowing the driver to pick one function for both driving modes would ease matters.
While the second-gen Niro rides on a derivative of the old platform, it has been strengthened so it provides a better base for the suspension. Here the Niro proved to be a pleasant surprise. The ride in the city or on out the highway is comfortable and compliant. It’s also quiet thanks to the laminated glass in the windshield and front side windows. This, along with the insulation and isolation helps to block extraneous noise and deliver a near Lexus-like level of hush.
Conversely, find a twisty road and the Niro remains unphased. The amount of body roll is controlled and the electrically-assisted steering has a honed feel and decent feedback. The combination, especially in Sport mode, delivers a smile-inducing drive, which is usually not what’s expected of an economy-focused hybrid.
In an ironic twist, the regular hybrid might end up being the best seller for a similar reason. With a starting price of $29,995, it’s more affordable than the PHEV ($37,995) or EV ($44,995) and it manages to return great fuel economy, which is, afterall, the name of the hybrid game. A test average of 5.1 L/100 km without babying the gas pedal came a very pleasant surprise!
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