2017 Kia Niro Review

Those looking for maximum fuel efficiency will want the base Niro FE, with a combined city/highway fuel economy of 50 mpg. However, we think the additional comfort and convenience of the EX trim with items such as push-button start, heated seats, blind-spot monitoring and optional active safety...

Driving in the default Eco mode in this test car revealed some unpleasant characteristics we didn't experience in a prototype sample. Its anemic takeoff power and lazy first-to-second shift is only remedied by driving in Sport mode. We're not sure what changed, but we hope they change it back.

When driven in the default "Eco" mode, the Niro feels wholly unmotivated. In Sport mode, the Niro accelerates to 60 mph nearly a full second quicker than the Toyota Prius. There's good low-end torque and the transmission shifts quick, but this mode is less efficient. We need an in-between mode.

Braking feels completely natural under normal conditions, and the switch over from electric-regeneration to conventional brakes is imperceivable. Under panic braking however, the pedal goes to the floor and the test-best stopping distance from 60 mph at 129 feet is truck territory. Not good.

Steering is direct and responsive with a good level of assist. And there's a clear difference in the degree of assist when you switch between Normal and Sport mode. But this car lacks a clear sense of on-center feel or feedback, which can be disconcerting because it demands constant attention.

The Niro handles more like a car than a crossover, because it's essentially a hatchback. It stays planted through turns better than expected, will rotate nicely off throttle, and carries its weight lower thanks to batteries mounted beneath the rear passenger seat.

Driving in the default Eco mode in this test car revealed some unpleasant characteristics we didn't experience in a prototype sample. Its anemic takeoff power and lazy first-to-second shift is only remedied by driving in Sport mode. We're not sure what changed, but we hope they change it back.

At the very least, crossovers should have the option of all-wheel and decent ground clearance. The Niro unfortunately has neither, and people expecting otherwise will be disappointed.

The Niro may not feel luxurious, but there's still a good level of comfort on hand for the daily commute. The seats have sufficient support and powerful heaters, with ventilation available at the Touring level. The biggest strike is the amount of road noise, which could get tiresome on long drives.

The seats aren't anything fancy but have good padding and decent lateral and lumbar support. The EX model comes with very effective seat heaters with three levels of intensity. The max heat level is hotter than most, which is really nice in freezing climates.

Ride comfort for the most part is agreeable. While we didn't experience any harsh crashing over bumps, we wouldn't call the Niro plush either. On the other hand, body movement felt well controlled and car-like, instead of floppy like a tall SUV or crossover.

There is a fair amount of road noise and the occasional sound of loose gravel pinging against the underbody. Wind noise is better isolated, though there is still a little bit of it around the front side view mirrors at highway speeds. The interior is completely absent of squeaks and rattles.

Dual climate controls are straightforward and easy to reach, with the usual assortment of buttons and knobs for fan speed, temperature, etc. The system performed well to maintain pleasant cabin temps and the heated steering wheel on the Touring trim isn't included in at the EX.

The cabin of the Niro is easy to get in and out of and scores high marks for interior passenger space, driver accommodation and a simple user interface. We might have had a small complaint with rear visibility, but all Niros come with rearview cameras, which makes it a nonissue.

The touchscreen infotainment menus take a little familiarization but are easy enough to figure out and have shortcut buttons. When using the stalks to change headlight or wiper settings, a prompt appears in the gauge cluster showing your selection and others available. That's a nice feature.

The doors open wide, almost to 90 degrees, with nice size openings and comfortable seat heights. You still sit down into the seat rather than slide in because the bottom seat cushion height is around knee level. There's a small stepover, but it should be easy for most, including elderly passengers.

The tilt-and-telescoping steering column has a lot of adjustment, and the optional power driver seat has two-way lumbar adjustment and height adjustment. It's pretty easy to find a comfortable driving position thanks to copious amounts of head- and legroom to suit a wide range of drivers.

There is good head- and legroom both front and rear, but hard plastic front seatbacks don't leave much of a buffer if sitting behind an especially tall driver. The middle passenger will appreciate the relatively flat floor, but sitting three adults in back will be a little tight.

Even with the raked front roof pillars, forward visibility is pretty good. The thick rear pillars create a bit of a blind spot when you're looking over your shoulder, but the view directly back is decent and relatively unobstructed by the rear headrests. A rearview camera is standard on all trims.

A lot of hard plastic covers the lower half of the doors, dash and center console. In the light gray color scheme, it makes the interior look cheap. Even the soft-touch surfaces on the upper parts of the dash lack a quality feel. Armrest padding isn't bad but could be more ample on the doors.

Compared to a small sedan, the Niro offers an appealing amount of utility for its size. However, when compared to other hybrid hatchbacks or crossover SUVs in the class, it doesn't offer quite as much cargo space or clever cabin storage for small items.

There's convenient storage for personal items forward of the gear shifter, where you would charge your phone wirelessly if so equipped (Touring only). The door pockets will hold a 16-ounce water bottle and a couple other small items but are on the narrow side. The center armrest bin is average size.

The 60/40-split rear seats fold perfectly flat, and the optional underfloor storage adds a bit more utility. Yet, at 19.4 cubic feet with all seats in place (54.5 cubic feet with them folded), the Niro doesn't have as much space as most of the other hybrid hatchback offerings.

LATCH anchors are tucked away in between cushions where the rear seatbacks fold down, which makes access kind of difficult. There is a pair of anchors per outboard rear seat and an easy-access top tether on the back of each seat.

The Niro is strong on the technology front, with Apple CarPlay and Android Auto included as standard equipment and a host of available advanced safety systems that aren't even offered on some cars above its class. The Uvo navigation system could use a design update but functions well.

The Uvo navigation system is the same as in other Kia models, easy to use but beginning to look dated compared to other systems out on the market. The base stereo system won't impress the more musically savvy like the optional Harman Kardon system does.

With Apple CarPlay and Android Auto standard in all models, you likely won't miss the upgraded navigation system in the Touring model. Touring trim models also have the option of wireless charging for smartphones that have the capability, but it isn't available at the EX level.

The adaptive cruise control (called Smart Cruise Control) works pretty well to maintain a distance between the Niro and the car in front, but it will only bring the Niro to a complete stop for a moment before relinquishing control.

Native voice controls are available for navigation, radio, phone and even Google search (if equipped). The prompts are straightforward, and voice recognition works pretty well. And with Apple CarPlay standard, you have the power of Siri through the car's voice control button.