2019 Kia Niro EV SUV

We're now experiencing the first waves of tropical squall "Electric Vehicle." Even the affordable end of the EV spectrum is seeing plenty of action, and the latest new arrival is the 2019 Kia Niro EV. Like the regular Niro, the Niro EV is styled to look like a crossover SUV but is really more of a hatchback. But while the regular Niro is a hybrid, the Niro EV is propelled solely by battery power.

Plenty of Range

With an EPA-estimated 239 miles of range, the Niro EV is the longest-range electric vehicle that Kia has yet produced by a good margin; the company's other current EV, the 2019 Soul EV, runs out of electrons at 111 miles. This range puts the Niro in the thick of established competitors such as the Chevrolet Bolt (238 miles) and the new long-range Nissan Leaf (226 miles). Additional options for car shoppers include Kia's corporate sibling Hyundai in the form of the Kona EV (258 miles) and, to a lesser extent, the pricier Tesla Model 3 Mid Range (264 miles).

Despite the Niro EV bearing a strikingly similar size, shape and price as the Kona EV, the reality is that the two are built on different platforms. Niros are on the automaker's shared Eco-Car platform that also underpins the Hyundai Ioniq. This platform was designed specifically with electrification in mind, whether hybrid, plug-in hybrid or battery electric. The Kona, meanwhile, is built on a different platform that also accommodates traditional powertrains sans electrons.

A key takeaway for car shoppers is that the Niro's 106.3-inch wheelbase is nearly 4 inches longer than the Kona's, and it's devoted almost entirely to increasing backseat legroom. Otherwise, their dimensions are curiously alike.

Shared Electric Powertrain

The Niro EV essentially shares its entire powertrain with the Kona EV. Also included are a permanent magnet electric motor (201 horsepower, 291 pound-feet of torque) that drives the front wheels, a 7.2-kW SAE Combo onboard charger, and a 64-kWh lithium-ion polymer battery.

With that said, there are a few minor differences between the two implementations. Kia fits the Kiro EV with a shorter 8.21:1 axle ratio (the Kona EV's is 7.98:1), which bolsters acceleration at the expense of range at higher speeds. And it sources its battery cells from SK Innovations; LG supplies the Hyundai's.

Like many purpose-built EVs, the Niro EV's mattress-size battery lurks beneath the floor of the passenger compartment, between the front and rear axles. To maintain the same ground clearance as the existing Niro, engineers raised the entire body of the Niro EV by 1 inch to accommodate its low-slung battery. From the front seat, there's no difference in headroom or legroom compared to the standard Niro. The thick battery raises the floor in the rear of the cabin, though, reducing rear headroom by 1.4 inches compared to the regular Niro and forcing a bit more bend in the knees. If you're taller than 6 feet, your head will brush the headliner in the rear of the Niro EV.

The battery is liquid-cooled via a dedicated circuit, and an optional cold-weather package is available that includes a battery heater to aid charging performance in frigid conditions. Charging times range from 75 minutes to go from 10 percent to 80 percent battery capacity on a 50-kW DC fast charger to about 9.5 hours on a Level 2 charger. Don't bother getting an EV if all you have access to is a regular 120-volt wall socket — it will take 59 hours to charge a Niro EV completely this way.

On the Road

Kia reckons the Niro EV will accelerate from 0 to 62 mph (100 km/h) in 7.8 seconds, a figure that's believable based on our brief time behind the wheel. Interestingly, the last Hyundai Kona EV we tested hit 60 mph in 6.6 seconds, suggesting that the identically powered Niro EV should be similarly spunky. We'll have to wait until we get a Niro EV for our full battery of tests before we know for sure.

The Niro EV is heavy, but it masks its 3,854-pound curb weight well, exhibiting none of the overworked ride and handling traits found in some other EVs. That's one of the benefits of designing a car from the ground up to be an EV. Raising the ride height an inch has also liberated an inch of bump travel in the Niro EV's suspension (and reduced droop travel by a commensurate amount), giving the Niro EV an extra margin to absorb road irregularities.

Sure enough, the Niro EV's ride quality, while somewhat busy, remains graceful overall when driving on lumpy pavement. It steers crisply, too, with routine handling that's tidy if flavorless — there's nothing sporty about the Niro EV. We found that road noise is ample, a situation that's probably exacerbated by the lack of accompanying traditional powertrain noise. Wind noise, however, is suppressed well, and speeds below 19 mph trigger a federally mandated pedestrian warning sound that's broadcast to the outside world. In the Niro EV, it sounds vaguely like what sci-fi nerds in the 1960s probably imagined all cars of today would sound like.

Selectable Regen

The driver can select among four levels of regenerative braking in the Niro EV, or none at all. The left steering-wheel paddle ratchets the regen level up; the right one reduces it. Yet another regen level is achieved by pulling and holding the left paddle, providing a max of 0.23g of deceleration for as long as the paddle is held. In addition, this regen level is the only one that can slow the car all the way to a halt without having to use the brake pedal. Otherwise, the Niro EV will relinquish regen at around 10 mph. One-pedal driving is therefore possible in the Niro EV, though it's technically one-pedal-and-one-paddle driving. We wish Kia would simply allow the max regen mode to be available without having to hold the paddle down.

Fortunately, the default regen level can be programmed and, in fact, can be tailored as desired for all of the Niro EV's drive modes. These drive modes mainly affect the accelerator pedal's sensitivity, but there is a climate control setting you can turn on to eke out more range at the expense of comfort. The brake pedal is fine for light braking but offers awkward modulation when you use the pedal more vigorously.

Kia kept the changes to the exterior fairly modest. The EV gets a sealed-off grille, unique 17-inch wheels and revised fascias front and rear. Inside, there's a smattering of blue trim that perks up the cabin nicely. Otherwise, the interior carries over largely intact from the rest of the Niro range. That means it's a functional and well-organized place that won't make you swoon, but it's certainly a cut above the material choices found in, say, a Chevy Bolt's cabin.

Attractive Pricing TBD

The Niro EV will be available in two trim levels, EX and EX Premium. Base models come with a suite of driver assistance features, Apple CarPlay and Android Auto, a 7-inch touchscreen and wireless phone charging. EX Premium adds LED headlights, a sunroof, leather, heated and ventilated front seats, navigation and premium audio. Pricing hasn't been announced, but Kia brass point to the Hyundai Kona EV as indicative of where their prices will land when the car arrives at dealers in late February 2019. Accordingly, expect a base price for EX models of around $37,000.

If there's a downside to the Niro EV, it's that the little hatchback — er, crossover — will be available only in 12 states. It turns out that Kia's European arm is demanding a larger share of Niro EV production and the States' allocation got dinged in the bargain. It's possible that Niro EV availability will open up to other states in the future, but the timetable is unclear. Such are the vagaries of global distribution.

The overall impression the Niro EV gives is one of bland competence. There's little excitement, but nor does it really put a wheel wrong. It has decent thrust, is user-friendly, and offers enough refinement to satisfy a wide swath of shoppers. Throw in the Niro's sizable back seat, ample range and attractive pricing and there's a strong case to be made that the Niro EV occupies an EV sweet spot.

Kia unveiled the latest addition to its Niro crossover lineup at the 2018 Paris Motor Show. The 2019 Kia Niro EV (known as the e-Niro overseas) will join the existing hybrid and plug-in hybrid Niro models when it goes on sale at the end of 2018. According to Kia, highlights include a targeted range of 240 miles — almost dead even with the Chevy Bolt EV — and healthy output figures of 201 horsepower and 291 pound-feet of torque.

This Niro Goes Far-o (Sorry)

Power will come from a 64-kWh lithium-ion polymer battery pack that actually yields a higher range estimate of 301 miles for the European market. On our side of the pond, however, the EPA uses a stricter methodology, which is why Kia's quoting 240 miles for U.S. drivers. When you put your foot in it, Kia claims the Niro EV will get to 60 mph in under 8 seconds, and the car should feel quicker still around town, thanks to the electric motor's instantaneous torque response.

To help you maximize your real-world range, Kia provides a Coasting Guide Control system (CGC) that serves as a driving coach. Using map data combined with your navigation route, CGC will indicate the optimal time to lift off the accelerator and coast, allowing for energy recovery through regenerative braking. There are also two "shift paddles" flanking the steering wheel that give the driver three distinct levels of regenerative braking strength.

More Conventional Style

From the outside, the 2019 Niro EV has a few styling echoes of the concept shown earlier this year at the Consumer Electronics Show. The production model seen in Paris is understandably more conventional, especially at the rear of the car. The nose of the Niro EV retains the concept's solid plastic "grille," but it forgoes the thin band of LEDs that made up the concept's headlights in favor of more commonplace lighting.

Unlike the exterior, the Niro EV's interior is a bit more modern than the concept car's, though overall, the design doesn't break new ground. The production model will feature a protruding panel in the center console with a dial in place of a traditional gear selector lever. It appears that the interior materials will be similar to those in other Kia products, as opposed to the futuristic glossy white inserts found in some other EVs. Mounted atop the dash is a line of LED lights that indicate remaining battery capacity.

Like seemingly every new vehicle today, the Niro EV will offer a slew of advanced safety features, including forward collision mitigation, adaptive cruise control, automatic high beams, a driver attention monitor and lane trace assist. There will also be a low-level automated driving system that should relieve the driver of some responsibilities in dense traffic conditions.

How Does It Drive?

As of this writing, we haven't had any seat time in the 2019 Kia Niro EV. But stay tuned for our upcoming First Drive with extensive driving and usability impressions.