Kia’s least expensive crossover—redesigned for 2023—is quieter, more refined, and more tech-forward than before.
The old Niro’s cute-but-frumpy design is history. This new one is handsome, edgy, and downright cool. Yes, that contrasting color Aero Blade bisecting the C-pillar is a bit polarizing, but I think the look works here. It reminds me of the Audi R8, plus it’s functional. The blade actually funnels air beneath the taillamp to improve airflow. And the Niro is slippery, achieving a drag coefficient of 0.29.
Our test hybrid model came with heated and ventilated seats as well as the Touring package, which blacks out the trim and includes 18-inch wheels and tires, aluminum pedals, a sunroof, full LED headlamps, and power folding mirrors. Those larger tires dial back the fuel-economy rating to 49 mpg.On the road, the Niro Hybrid has a level of refinement and driving elan that surpasses the old model.
Still, when you stab the throttle on a freeway on-ramp, the Niro is predictably pokey. The Niro Hybrid’s Eco and Sport drive modes change throttle response but not much else. I found myself satisfied with Eco mode for most driving. The hybrid and PHEV models have a Green Zone drive mode that optimizes the use of an all-electric mode based on specific areas, like schools and residential neighborhoods. Smart.. There’s the familiar 10.25-inch infotainment screen and a digital instrument cluster.
Later in the day we traded our hybrid for the battery-electric model. You’ll notice the EV by the distinctive front-end treatment as well as the centrally mounted charging port. Thanks to the big electric motor driving the front wheels , acceleration is brisk compared to the hybrid. The Niro EV is good for a 0-60 mph time of about 7.8 seconds. For an EV, that’s not particularly quick, but it should be enough thrust for most buyers.
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