In Europe, hybrids don't have an easy life. The little expression in the European market comes from the strong competition from Diesels, despite the number of hybrid proposals having grown considerably in recent years.
The scenario, however, will change. Diesel's rising costs associated with complying with emission regulations could make them economically unfeasible for manufacturers in the more affordable segments. Hybrid and, above all, semi-hybrid cars are expected to take their place at the beginning of the next decade.
It is in this context that we come across the Kia Niro 1.6 GDI HEV . This is a new crossover by the Korean brand that is positioned between the smallest Soul and the biggest and most successful Sportage. It will not have diesel engines, it will only be available with a hybrid engine and, at the end of the year, it will be complemented with a plug-in hybrid version. At the moment, it effectively has only one competitor, the tough Toyota C-HR 1.8 HSD.
The world seems to be really upside down when Toyota has the most striking and original style crossover in the CH-R, even if it's not to everyone's taste. Kia Niro, on the other hand, given what Peter Schreyer (the design director of the entire Hyundai group) has gotten us used to, partly disappoints in this chapter. It seems to be a level below the other crossovers of the brand, namely the “funky” Soul or the stylized Sportage. From the latter, he had to inherit proportions and assertiveness. It turns out to be somewhat conservative and from some angles, it's strange, but not ingrained.
What is, after all, Kia Niro?
The Kia Niro shares its foundations with the Hyundai Ioniq. The latter debuted at Hyundai an exclusive platform dedicated to hybrid and electric models. Both models feature the same 2.7m wheelbase. However, the Kia Niro is shorter and narrower and takes on the typology that wants to dominate the world: the crossover.
Likewise, Niro inherits its driving group from Ioniq. Two engines are in charge of motivating it. The internal combustion engine is a four 1.6 liter gasoline cylinders , which uses the most efficient Atkinson cycle, and delivers 105 horsepower. Complementing it we also have a permanent magnet synchronous electric motor which generates 44 horsepower and delivers 170 Nm of torque from zero revolutions. This is powered by a 1.56 kWh lithium-ion battery pack.
combining the two we get a maximum of 141 hp and 265 Nm , enough to effectively move the nearly ton and a half of the Kia Niro. The transmission has six speeds and the gearbox is a double clutch. Herein lies the big difference between Niro and other hybrids such as C-HR. The latter uses a CVT (continuous variation box).
Complex, but with very good results
The marriage between the combustion engine and the electric one is quite harmonious. In general, the transition between the two engines is practically imperceptible, resulting in a refined experience. The Korean model's very good soundproofing also contributes to this.
The instrument panel or the central screen allows you to see which engine contributes to moving the wheels, so that, most of the time, just looking at that graph will tell you when the internal combustion engine is running. The exception comes when we decide to step on the accelerator in a “less ecological” way. The transmission keeps the 1.6 revs right up there when it's needed.
The Kia Niro officially allows 2-3 km in exclusively electric mode. However, from the experience of this test, it turns out to be a lot more — the electric motor remains in operation for extended periods of time. Perhaps it is a question of perception, but due to the accentuated geography of Lisbon and its surroundings, with the exception of the hills or the heavy foot, the combustion engine stands out above all for its absence.
For this, it is necessary to keep the charge of the batteries at decent levels. At every possible opportunity, we see the flow of energy being reversed to feed them. All braking and descent and even slowing down on approach to an intersection or traffic light, we see energy being sent towards the batteries. If the charge level is low, the internal combustion engine takes on the role of generator.
As with other hybrids, Niro also shines, above all, in a city context. There are more opportunities to take advantage of electrons, so the more traffic, the more savings. Consumption at the end of the test — 6.1 l/100 km — included highway and more curvy asphalt sections, at livelier paces. In regular use, in the middle of morning and afternoon traffic, we were able to record consumption between 5.0 and 5.5 l/100 km.
Adding Echo to Crossover
Eco warrior?
Niro's entire message revolves around economy and ecology. It even challenges us with small games to get the best consumption and emissions possible. Whether it's leveling up when it comes to eco-driving, where passing each level “illuminates” a part of a dotted tree, or evaluating our driving style. Divide it into three categories: Economic, Normal and Aggressive. In front of each category there is a percentage value, and when Aggressive is the one with the highest number, we know that we are doing something wrong.
It is this focus that makes the Niro's tire choice peculiar. In Portugal, the Kia Niro comes as standard with Michelin Pilot Sport 4 with measures 225/45 R18… “Green” tyres? Nah! Here there is rubber worthy of sports… I remind you that this is a crossover designed for urban use, with 140 hp and weighing around a ton and a half. We need to go into the world of coupés, roadsters and hot hatch to find tires of this quality, with 50-70 horsepower more than the Niro.
Kia Niro HEV
Come with the original tires existing in other markets, a more modest 205 accompanied with 16-inch wheels, and precious tenths of a liter would be saved and official emissions would be below 100 grams of CO2 (101 g/km official). With the most “modest” wheels, the Kia Niro has 88 g/km.
Not that I complained. These tires offer excellent grip, ultimately defining the car's handling. It is necessary to drive like a maniac who has nothing to lose to push the limits. The Kia Niro is not that kind of car. It is dynamically effective and predictable, effectively resists understeer and always maintains posture, even when we demand more of it.
generous space in the back
The chassis comes with the right ingredients: independent suspension on two axles, with gas shock absorbers and multilink axle at the rear. Allows you to effectively control bodywork movements and adornment of the bodywork. It is definitely safe. The tread tends to be a bit firm, but the 18 and 45 profile wheels may have some responsibility in that department. Despite this, it handles the imperfections of the road very well.
Space for almost every need
As a family member, it has very good indices of habitability and accessibility. Behind, the quotas rival those of the biggest Sportage. The trunk, despite the good internal width, has a total capacity of just 347 litres, a reasonable value. Visibility, which is generally good, only lacks in the rear — a problem nowadays. The presence of the rear camera on the Niro, more than a gadget, is becoming a necessity.
nice interior
Inside , like the exterior, tends towards the conservative. However, the ergonomics are generally correct, the sturdiness seems to be in an excellent level and the contact points deserved attention. The Niro comes with a leather steering wheel and armrest, for example. It's easy to find an ideal driving position, thanks to the range of adjustment of the steering wheel and the driver's seat, which is electric.
Which leads us to the excellent standard equipment endowment. Wide range of equipment, where the only options are metallic paint (390 euros) and Pack Safety (1250 euros) which our unit also brought. This includes emergency autonomous braking, adaptive cruise control, blind spot detector and rear traffic alert. As with other Kia, the Niro also comes with a seven-year warranty.
Photography: Diogo Teixeira