When the Kia Niro hit the market, it showed up with a focus on fuel efficiency like few rivals. Kia didn’t just throw one version at the market either—they rolled out a traditional hybrid, a plug-in hybrid, and an all-electric version. Now, over two years since we drove the original trio, we’re back to test the hybrid version for a full week to see how it stacks up in the real world.
This review not far off the heels of our week-long test of the all-electric Niro GT-Line. We found it to be incredibly efficient, comfortable, but also kinda pricey. What happens when we lean toward the other side of the spectrum though? What’s the Niro like as a traditional, non-plug-in hybrid?
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We put the Niro Hybrid through its paces in the city, on the highway, with cargo, and with several passengers. It turns out that yes, it’s also very efficient and comfortable. Of course, it achieves those goals in a different way and it turns out that the price is a lot more attractive than the other two variants. Want a city car that does just about everything most buyers want? The Niro proves that Kia is on the right track.
QUICK FACTS
As we mentioned the first time we drove the Niro, it’s hard to stand out in this segment. Kia aims to achieve this with a few very unique exterior touches. The brand’s signature “Tiger Nose” grille is very different from every other Kia in the fold. The “Heartbeat” daytime running laps sort of helped to inspire some of the units now found on other cars in the automaker’s range.
The C-pillars are available with a “Side Blade” that gets a separate body color than the rest of the car. Notably, this feature is going away to a degree for 2025 so if you like it, get the Niro sooner rather than later.
Regardless of color, Kia actually incorporates an air duct in the C-Pillars that leads to the rear of the car to improve fuel efficiency. Does it do very much? Kia admitted that it’s marginal but hey, at least it’s playful, fun, and still technically functional. At least it’s better than, say, the plastic diamond plating on the hood of the Land Rover Defender we recently tested.
Then, there’s another trick Kia uses for efficiency: the ride height. Despite being a crossover, with just 6.3 inches (160 mm) of ground clearance, it sits about at almost the exact same height off the ground as a Toyota Prius (6.0 inches). That helps it slip through the air and saves you fuel as well thanks to less drag.
Powertrain
Speaking of fuel savings, that’s the ultimate mission of this little car. Comfort, ride quality, and practicality are all important aspects, but efficiency really is where the Niro tries to make its mark. To that end, the hybrid we’re driving uses a 1.6-liter inline four-cylinder engine with traditional hybrid components that draw energy from the engine.
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It makes just 139 hp (104 kW) and 195 lb-ft (265 Nm) in total, which isn’t much no matter how you slice it. Thankfully, it weighs around 3,373 lbs (1,530 kg) in its heaviest hybrid form (PHEV not withstanding). That combination of low power and relatively low weight (at least by today’s standards), added to the slippery body, enables the Niro to achieve up to 53 mpg combined.
Our test car is an SX Touring trim, so in theory we should suffer a fuel economy penalty according to the manufacturer’s own specs that state a fuel consumption of 49 mpg combined. That’s still an outstanding figure for a car of this size, shape, and cost, but even so, we managed to beat it. In terms of pricing, the Niro starts at just under $27,000 before destination and handling.
Our trim will set a buyer back just a touch over $35,000. For that cash, buyers get 18-inch wheels, LED headlights, LED fog lights, parking sensors, a hands-free tailgate, roof rails, and a cabin we think most owners will enjoy.
The Library of Crossover Cabins
Since its introduction a couple of years ago, Kia hasn’t updated the interior of the Niro. The doors are big, so getting in and out is easy. A panoramic dashboard display includes both the gauge cluster and the infotainment system in two side-by-side 10.25-inch displays. Overall, the dash is handsome but not premium, although you probably wouldn’t expect that at that price point.
The media/climate controls we’ve complained about several times dating back to the EV6 are present here too. We won’t bore you by complaining how they can be frustrating to work, but will hope that hopefully Kia separates them in a future update. That said, the center console is about as easy to live with as it gets. A storage space ahead of the gearshift offers power ports, the cup holders are modular, and the cargo cubby is cavernous.
Moreover, the cabin feels spacious. Taller individuals can fit in both rows at the same time without feeling cramped. Second row occupants also benefit from power outlets in the front seatbacks, storage pockets, and climate vents. On top of all that, we really like the switchgear. It provides a really satisfying response to button flicks or presses despite not being as uniform or sharp as in some rival brands. It’s also a dramatic improvement over systems that leverage nothing but touchscreen or haptic slider inputs.
This, however, isn’t a perfect cabin. Piano black plastic hasn’t yet been banished completely. On top of that, the door cards remain a bit of an eyesore. Some of that comes down to the cheap-feeling and looking materials on the cards.
The other bit comes from the design itself. Take a deeper look at the door cards and, to our eyes at least, they seem to be conflicted. The cohesion often found in other Kias just doesn’t seem to be here the same way. In any case, it’s a minor gripe that doesn’t affect everyday comfort.
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Finally, let’s talk about cargo space because that’s a big reason one might actually need a crossover rather than a sedan. Behind the rear seats you’ll find 22.5 cubic feet which is quite a lot. It’s more than most will need while transporting four or five people and, in the case that one needs more storage, the rear seats fold down almost completely flat.
Drive Impressions
I’ll be the first person to decry a car that isn’t fun to drive. The Kia Niro is not a vehicle that was designed with exciting drive dynamics in mind. If anything, it encourages its driver to be more efficient. Still, it’s far better to use around town that I first expected. Having the chance to drive it around my home city was dramatically different from having it for only a short time in a brand new city.
The Niro felt familiar and very easy to point and shoot into traffic gaps, tight parking spaces, or through tricky intersections. The engine isn’t powerful but it’s responsive and revs up quickly. Additionally, the engineering team at Kia thankfully picked a true six-speed automatic gearbox rather than a CVT.
Other brands almost lean exclusively on CVTs and while it might help their fuel economy numbers, it often detracts from the driving experience. On the other hand, Kia is proving with cars like the Niro that CVTs aren’t a prerequisite for good fuel economy. Speaking of fuel economy, let’s talk about Kia’s claims and our experience.
The SX Touring we drove is supposed to get up to 53 mpg in the city, 45 on the highway, and 49 mpg combined. We didn’t hit any of those figures but instead, achieved just 43 mpg. That said, I’m confident that fewer requests from the throttle to provide maximum horsepower would’ve benefited our results.
The week before driving the Niro I tested a Rivian R1S with over 600 horsepower. Perhaps I was missing the additional oomph. All that said, 43 mpg is nothing to balk at considering that we loaded the Niro down with three and sometimes four passengers and gear at times during the week.
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Notably, most passengers provided unprovoked comments on the ride quality in this little Kia. It’s surprisingly quiet inside for a car that costs under $40,000. It doesn’t get unsettled by poor road conditions either. In fact, those who like the ride and cabin of this version should check out the PHEV and EV if they prefer those drivetrains, as they’re even better to drive.
In our initial review, we noted that the brakes didn’t always feel consistent or linear. The 2024 hybrid seems to have that issue mended. At no point did the Niro need additional prodding to slow down or come to a full and accurate stop. It’s plausible one might experience it more on the PHEV or EV but we didn’t notice the same issue in our recent test of the EV GT-Line.
Competition
Few segments are as chock full of contenders as the compact crossover one. It features a multitude of models, from the Chevrolet Trax to the Subaru Crosstrek and everything in between. We won’t detail how the Niro compares with all of them, but here are the key takeaways after a week spent driving it.
The Niro is unquestionably one of the best in its class. Sure, it’s probably not the leader as other cars like the Trax offer most of the same utility and economy while costing less. On the flip side, the Trax can’t come anywhere close to 40 mpg, much less 50.
On the other hand, cars like the Crosstrek are more off-road focused. The Niro isn’t something you can really take even on light excursions off the beaten path. Then there’s the Mazda CX-30 which offers more luxury and the best driving behavior of the entire segment. The Niro has its work cut out for it, but it’s absolutely worth consideration because it’s very fuel efficient and very comfortable.
Final Thoughts
Kia used to be a brand that few people really considered and even today, among family and friends, as well as some readers, I hear a lot of negative comments about it. Having driven several recent of its cars, I believe that the negativity toward Kia is misplaced. The brand has made leaps compared to, say, two decades ago and most of its models can compete with just about anything in their class.
As for the Niro, it might have a couple of faults, but none of them is a deal breaker for its segment. Moreover, it’s definitely a lot of car for the money, which makes it an appealing proposition for buyers that put this attribute at or near the top of their priorities.
