For its second generation, the Kia e-Niro becomes Niro EV. With a range of 460 km and an 11 kW on-board charger, the Korean crossover is aiming for the top of the category. First test at the wheel of a pre-production model.
Car on test: Kia Niro 204 hp EV Premium
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From€45,590
€1,000 bonus
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You already know the final lines of the new Kia Niro EV, but the copy made available to us for this first test is a little made up at the rear bumper. It is indeed a pre-series model, intended for full-scale tests before the production ramp-up. At this point, the exterior style of the Niro 2022 can no longer evolve, but some interior materials of this “prototype” were not final. The software part, which can evolve up to the last minute, also had progress areas.
This second generation of the Kia Niro EV replaces the e-Niro launched in 2018, after the hybrid version in 2016, and the PHEV in 2017. It is this zero-emission version that sold the best in 2021, the Niro even constituting the first sale of Kia on the French market. With a length of 4.42 m, the Niro EV is in the category of crossover more than in that of compact SUVs (Peugeot 3008 or Kia Sportage), which are up to 10 cm higher. They are also often longer or even wider. These dimensions make the new Kia a relatively livable vehicle (significantly improved point on this second generation), but in a more compact and more conventional format too.
Price Kia Niro EV 2022
The prices are between 41,990 and 45,590 € before ecological bonus (see all the prices of the new Niro EV). This first test, at the wheel of a pre-series allowed us to discover that, depending on the country, the equipment of the car would vary. For example, the copy made available to us was equipped with a head-up display, which will not be available on the French market.
The entry-level version in France is displayed at a price of €41,990, giving rise to a bonus of €6,000 (until June 30, €5,000 thereafter). The higher level (Active) also benefits, but the Premium livery exceeds the €45,000 mark and will therefore only receive €2,000 in bonuses (€1,000 from 1er July 2022). Note that the Niro only exists with a 64.8 kWh battery, the 39.2 kWh version not being transposed to this new body, due to lack of commercial success.
Curiosity in the range, the plug-in hybrid engine also entitles you to a bonus of €6,000 on the first two trim levels. This gratification is due to the fact that the Motion and Active liveries are homologated below 20 g/km of CO2. Under these conditions, they have a price close to that of the hybrid version, the cheapest of all.
Autonomy and recharge time
From e-Niro to Niro EV there is only one step. The Korean manufacturer has just unveiled the full WLTP certification of its new 100% electric model. In the combined cycle, autonomy is announced at 460 km. It’s only 5 km more than on the old generation. But this is hardly surprising since the battery displays an almost unchanged capacity of 64.8 kWh, against 64 kWh previously. On the other hand, the vehicle falls back on the “urban cycle” approval figure: 604 km, instead of 615 km.
The newcomer, equipped as standard with an 11 kW AC on-board charger, thus reduces its charging time to 5:45 on a box adapted to go from 0 to 100%. Forget immediately the classic grip, which would require a little more than 28 hours of immobilization for the same exercise. On the fast terminals, its direct current (DC) charging system cannot climb above 72.8 kW, against 77 kW previously.
Kia nevertheless claims potentially lower charging times thanks to advanced software and thermal management of the battery. This puts the cells in a more efficient way at the time of refueling, which makes it possible to go from 10 to 80% on a fast terminal in 43 min in theory. Kia specifies that, in this context, such a charge only costs €12.47 on an Ionity terminal (excluding the monthly subscription of €13). Considering the battery life, it’s pretty cheap.
Driving the Niro EV
The new Kia Niro EV is still dynamic and powerful, thanks to its 204 hp. It has progressed in the field of comfort, even if some trepidation may remain depending on the speed.
Our test starts with a displayed range of 393 km for 100% battery. It is this last figure that interests us, the other data coming from the analysis of the previous course. The digital universe consists of two screens reminiscent of those installed on board the EV6 and Sportage. Displaying good quality and a pleasant graphic resolution, they are standard on the Premium version.
The two-faced control panel located at the base of the right screen, also taken from the Sportage, requires a little getting used to. And the knob used to control the gearbox is also a curiosity, but you get used to it quickly. After just a few hundred meters we notice two things. First, the steering wheel, quite opulent, provides very consistent steering, with significant torque feedback. A point that will potentially evolve on the final version. Second, the brake pedal gives off a very frank feeling on the attack. Thus, it partly gets rid of the artificial side specific to electric vehicles.
On the steering wheel, you also control the driving modes: Eco, Normal and Sport, or even Snow by keeping the button pressed for a long time. In town, Eco is perfect, but this setting becomes unsuitable in terms of responsiveness once out of the urban jungle. For this, the Sport mode can be fun, but it is not necessarily necessary. In most cases, the configuration ” Normal” will best serve the interests of the vehicle. The Niro also offers more than enough power of 204 hp and a slightly lower torque (with an advantageous gear ratio), which makes it still muscular but less restrictive for the front axle. The crossover gains in agility and driving comfort.
The Niro EV now comes with four regeneration programs that vary the power of the engine brake. The Strongest, baptized I-Pedal, allows driving without touching the brakes in urban areas. The different choices are controlled using paddles located on each side of the steering wheel. By keeping the left-hand one pulled out, you immediately benefit from the maximum regeneration, regardless of the mode engaged, and this, until the vehicle stops. When you release, you return to the programming initially chosen. Coach drivers, accustomed to the Telma system, will not be out of place.
Outside the city centre, the first corners approached at a slightly faster pace confirm that the new Niro EV is all about dynamism. It turns almost flat despite its more than 1,800 kg and adds a welcome dose of comfort compared to the previous model. The 17-inch rims of our test model, less impactful than the standard assembly (18-inch in Premium finish) which will be delivered to the French market, may have something to do with it.
If this Premium version is richly endowed, level 2 autonomous driving will require an extension of 1,500 € to obtain a very complete “DriveWise Plus pack” in this area. If it is not essential for lovers of driving, it nevertheless provides important features in terms of safety.
Inside the 2022 Kia Niro
Competetion
It is obviously against the Renault Mégane E-Tech that the match will be interesting with the Niro EV 2022. The French electric crossover is much shorter (4.20 m), but it makes good use of its interior, offers good comfort and offers a great driving experience. Equipped with its 60 kWh battery in the Iconic Super Charge version, it has a WLTP range of 433 km and a price of €45,900 which places it head-on with the Niro EV Premium.
On the lower floor, we find the Chinese MG ZS. If the price is more attractive (€36,990 for the long-range Luxury version), you have to put up with a more restricted space, lower prestige and too high consumption. Considering battery capacity and range, the model that comes closest to Niro EV is the Hyundai Kona. But the latter, although powered by the same electric machine, is smaller (4.21 m) for a fairly high price (from €41,200).
Find the results of the test and the technical sheet on the following page.
