Great misfortune befell our Niro. After we discovered the cruise control didn’t have a distance setting, Kia determined our Niro had the wrong steering wheel. When the fleet provider transported it to Kia for an inspection, it got into an accident and was declared a total loss shortly before the end of our yearlong loan. We’re glad everyone was OK in the accident, but it’s a sad way to end our strange year with the Niro. To finish out the year, Kia gave us a fresh 2019 Niro, coated in the same Deep Cerulean paint as our original tester.
I say it has been a strange year because our experience wasn’t quite what we expected. We found the transmission shuddered at low speeds, to a point where we thought something was wrong with the car. The Niro specialist assured us the feeling came from the twin-clutch transmission, which was meant to mimic the shifts of a manual transmission. In our month with the 2019 Niro, we noticed less shuddering at low speeds, though it wasn’t completely jitter-free. Because our original tester was destroyed and never inspected as originally planned, we might never know the exact reason for this discrepancy. We do know our 2017 model was a late-build pre-production unit, though Kia says these models are up to production standards and can be sold.
On the bright side, our Niro was very efficient. Real MPG tests indicate an average of 59.6/44.5/51.7 mpg city/highway/combined. I was able to travel far on a tank; the range readout was often over 500 miles. It’s easier than a Prius and most other cars to maneuver into small parking spots, and it makes tight three-point turns. This car relieves the stress of city driving.
Maintaining our Niro wasn’t very cheap. We spent $312.56 over two service visits. That’s a lot compared to other small Kias we’ve tested, including the 2014 Kia Soul Exclaim ($127.32 for two visits), 2017 Kia Sportage EX AWD ($223.41 for three service visits), and the 2015 Kia Soul EV ($71.42 for one service visit). Meanwhile, our similarly sized long-term 2016 Honda HR-V EX put us out just $149.29 for two service visits.
As we mentioned before, the Niro doesn’t really have direct competitors. Close rivals include the Toyota Prius and the Hyundai Ioniq, the Niro’s hatchback platform-mate. We can’t compare operating costs with these competitors, but we know it’s about as quick. Our Niro Touring managed to hit 60 mph in 9.6 seconds, similar to a 2016 Toyota Prius Four Touring we tested at 9.7 seconds and a similarly equipped 2017 Ioniq Limited at 9.4 seconds.
It has stereotypical hybrid brakes. Stopping from 60 mph to a standstill took 123 feet in our Niro, compared to 115 feet in the Prius and 124 feet in the Ioniq. The brakes never gave me any close calls, but I wished for a sharper bite. Although it didn’t initially bother me, this characteristic became more and more evident as the year went by and I drove so many other cars with better brakes.
Inside, the Niro is simple and easy. The shifter is light and has clear notches that let you know exactly what gear you’ve chosen. The infotainment system feels a bit outdated, though, even in the 2019 model. Graphics look a bit old, and I wish it were just a little quicker to respond to touch. The menus are laid out well, but it’s not the best interface out there. Apple CarPlay, however, worked quickly and seamlessly virtually every time I entered the car.
Our original Niro came with a light gray interior, but I prefer our 2019 Niro’s classy Charcoal interior. Either way, there’s enough space for most passengers in the rear. Fold the seats down, and you’ll find more room that you’d expect. If you recall from a previous update, the Niro helped me move in with my fiance. We moved all my belongings (except for large furniture) in just a few trips. Thank goodness I could stack those boxes up so high.
Kia has made some equipment changes from the 2017 to 2019 model years. But let’s discuss the 2019 model right now, because that’s the one currently on sale. I’m happy we chose the top-level Touring because it’s the only model that comes standard with soft leather seats, ventilated front seats, forward collision warning, smart cruise control, and automatic emergency braking. (The latter three features were optional on the Touring for the 2017 model year, and our tester had them.) The 2019 Niro Touring starts at $33,090.
Would I recommend the Niro? It depends. If fuel economy and range are your top priorities and you want something a little different than a Prius, perhaps something more compact, I would say to look into it. If you value the joy of driving over efficiency, you may want to look elsewhere.
Read more about our 2017 Kia Niro:
- Arrival: Finding Niro
- Update 1: Ecobox or Econobox?
- Update 2: Those Windshield Wipers and That Transmission
- Update 3: Noise and Nuance
- Update 4: Moving Sucks
- Update 5: Exploring a Quirk
- Update 6: Mystery Solved
| Our Car | |
| SERVICE LIFE | 11 mo / 21,555 mi |
| BASE PRICE | $30,545 |
| OPTIONS | Advanced Technology package ($1,900: HID headlamps, autonomous emergency braking, forward-collision warning, lane-departure warning, smart cruise control, 115V inverter, wireless phone charging); Carpeted floor mats ($130) |
| PRICE AS TESTED | $32,575 |
| AVG ECON/CO2 | 43.2 mpg / 0.45 lb/mi |
| PROBLEM AREAS | Erratic transmission behavior at low speeds |
| MAINTENANCE COST | $312.56 (2-oil change, inspection, tire rotation; 1-air filter, in-cabin air filter) |
| NORMAL-WEAR COST | $0 |
| 3-YEAR RESIDUAL VALUE* | $20,700 (64%) |
| RECALLS | 1: The power relay assembly (PRA) beneath the rear-left passenger seat may cause heat damage, increasing the risk of fire |
| *IntelliChoice data; assumes 42,000 miles at the end of 3-years | |
| 2017 Kia Niro EcoHybrid Touring | |
| POWERTRAIN/CHASSIS | |
| DRIVETRAIN LAYOUT | Front-engine, FWD |
| ENGINE TYPE | Atkinson-cycle I-4, alum block/head, plus AC electric motor |
| VALVETRAIN | DOHC, 4 valves/cyl |
| DISPLACEMENT | 96.4 cu in/1,580 cc |
| COMPRESSION RATIO | 13.0:1 |
| BATTERY TYPE | Lithium-ion polymer |
| POWER (SAE NET) | 104 hp @ 5,700 rpm (gas)/43 hp (elec)/139 hp (comb) |
| TORQUE (SAE NET) | 109 lb-ft @ 4,000 rpm (gas)/ 125 lb-ft (elec)/ 195 lb-ft (comb) |
| REDLINE | Not indicated |
| WEIGHT TO POWER | 31.1 lb/hp |
| TRANSMISSION | 6-speed twin-clutch auto |
| AXLE/FINAL-DRIVE RATIO | 4.44:1 (1/2/3/4), 3.23:1 (5/6/R)/2.48:1 |
| SUSPENSION, FRONT; REAR | Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar |
| STEERING RATIO | 15.7:1 |
| TURNS LOCK-TO-LOCK | 2.9 |
| BRAKES, F; R | 11.0-in vented disc; 10.3-in disc, ABS |
| WHEELS | 7.5 x 18-in cast aluminum |
| TIRES | 225/45R18 91V Michelin Primacy MXM4 |
| DIMENSIONS | |
| WHEELBASE | 106.3 in |
| TRACK, F/R | 61.2/61.8 in |
| LENGTH x WIDTH x HEIGHT | 171.5 x 71.1 x 60.4 in |
| GROUND CLEARANCE | 6.3 in |
| APPRCH/DEPART ANGLE | 17.3/29.2 deg |
| TURNING CIRCLE | 34.8 ft |
| CURB WEIGHT | 3,237 lb |
| WEIGHT DIST, F/R | 60/40% |
| TOWING CAPACITY | Not recommended |
| SEATING CAPACITY | 5 |
| HEADROOM, F/R | 40.1/39.1 in |
| LEGROOM, F/R | 41.7/37.4 in |
| SHOULDER ROOM, F/R | 56.0/55.2 in |
| CARGO VOLUME BEH F/R | 54.5/19.4 cu ft |
| TEST DATA | |
| ACCELERATION TO MPH | |
| 0-30 | 3.0 sec |
| 0-40 | 4.6 |
| 0-50 | 6.9 |
| 0-60 | 9.6 |
| 0-70 | 13.0 |
| 0-80 | 17.7 |
| 0-90 | 23.3 |
| PASSING, 45-65 MPH | 5.5 |
| QUARTER MILE | 17.2 sec @ 79.0 mph |
| BRAKING, 60-0 MPH | 123 ft |
| LATERAL ACCELERATION | 0.86 g (avg) |
| MT FIGURE EIGHT | 27.3 sec @ 0.62 g (avg) |
| TOP-GEAR REVS @ 60 MPH | 2,000 rpm |
| CONSUMER INFO | |
| BASE PRICE | $30,545 |
| PRICE AS TESTED | $32,575 |
| STABILITY/TRACTION CONTROL | Yes/Yes |
| AIRBAGS | 7: Dual front, front side, f/r curtain, driver knee |
| BASIC WARRANTY | 5 yrs/60,000 miles |
| POWERTRAIN WARRANTY | 10 yrs/100,000 miles (includes battery) |
| ROADSIDE ASSISTANCE | 5 yrs/60,000 miles |
| FUEL CAPACITY | 11.9 gal + 1.56 kWh battery |
| REAL MPG, CITY/HWY/COMB | 59.6/44.5/51.7 mpg |
| EPA CITY/HWY/COMB ECON | 46/40/43 mpg |
| ENERGY CONS, CITY/HWY | 73/84 kW-hrs/100 miles |
| CO2 EMISSIONS, COMB | 0.45 lb/mile |
| RECOMMENDED FUEL | Unleaded regular |
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