Kia Niro review

The original Kia Niro didn't look particularly revolutionary – you might even argue the styling was rather ​​humdrum – but it was one of the first SUVs to democratise electrification.

That's because it was offered as a regular hybrid, a plug-in hybrid (PHEV) and a fully electric car (called the e-Niro), and all versions were reasonably priced.

For this second-generation Niro, Kia has stuck to the same basic formula, but given the model a "ground up" redesign, with improved interior space and cutting-edge tech. The fully electric model has had a rebrand too – you can read all about that in our Kia Niro EV review.

In this review we're focusing on the regular hybrid and PHEV versions. Read on to find out how the Kia Niro Hybrid stacks up against the best family SUV rivals, whether we'd recommend buying one and which engine and trim combination make the most sense...

Whether you choose the regular hybrid or plug-in hybrid (PHEV) Kia Niro, you get the same 1.6-litre petrol engine and six-speed automatic gearbox, but the PHEV benefits from a more powerful electric motor. That gives it a combined output (when the petrol engine and electric motor are working together) of 180bhp, against the 139bhp of the regular hybrid. 

Acceleration is quick enough, although when you need a bit more kick for joining a motorway or overtaking, it builds speed in a rather leisurely manner. It certainly doesn’t feel any quicker than its official 0-60mph time of 11.2 seconds suggests.

Switching from the default Eco drive mode to Sport sharpens up the response of the accelerator pedal, but put your foot down hard and the automatic gearbox still hinders progress by taking a while to change down a gear. If performance is key for you, you’d be better off with quicker conventionally powered rivals, such as the Audi Q3 40 TFSI or Skoda Karoq 1.5 TSI 150. 

Thanks to the PHEV's more powerful electric motor, it makes easier work of overtaking and getting up to motorway speeds than the regular hybrid. There isn't a big difference in everyday driving though – and that's reflected in the marginally quicker 0-60mph time of 9.6 seconds.

Performance is again leisurely when driving the PHEV in pure electric mode, and you don’t get the same instantaneous shove when setting off from stationary as in a fully electric car. You’ll still have little trouble keeping up with low-speed traffic, and the petrol engine kicks in to lend a hand if needed.

The Niro Hybrid can drive in electric mode at low speeds for short distances (for example, in start-stop traffic or when parking).

The PHEV has a 11.1kWh battery (the Hybrid has a small 1.32kWh unit), which gives it an official electric-only range of up to 40 miles when fully charged. That beats the 31 miles of the more expensive Audi Q3 TFSIe. However, in real-world driving, expect the Niro PHEV's range to be closer to 30 miles. 

How about the Niro’s handling? Well, in town you'll find it easy to drive thanks to its light steering. When you increase the pace, there's a fair amount of body lean, making it feel a little lethargic when changing direction quickly – plus the steering is a touch vague compared with the best family SUVs.

As with most hybrid cars, the Niro’s regenerative braking system recovers energy that would ordinarily be lost during braking, harnessing it to top up the battery.

The settings range from Off to Level 3, and can be controlled using paddles behind the steering wheel when you’re in Eco mode (in Sport the paddles change gear). Even in its most aggressive setting, the regen effect isn't strong enough to create a true one-pedal driving style, but it is effective enough that you rarely have to touch the brakes out of town. 

The ride, meanwhile, is generally comfortable. The suspension does a fine job over speed bumps around town and manages the effects of uneven motorways and A-roads really well, although harsher crevices, such as deep potholes, can send a bit of a shudder through the interior. For maximum comfort, go for 2 trim, which includes smaller (16in) wheels.

The PHEV model is firmer than the regular hybrid and struggles to settle down sometimes, although the ride still never becomes harsh. 

The Niro is quiet when running on electric power alone, and the petrol engine only becomes vocal when worked hard. The engine note isn’t particularly pleasant but it's isolated enough from the interior to remain hushed. The rest of the time it fades into the background, sending virtually no vibration through the controls.

As you pull away, the transition from electric to petrol power is occasionally hesitant, but once you’re on the move, the power sources swap around impressively smoothly. You notice more wind and road noise at higher speeds than in, say, a Skoda Karoq but it’s nothing that will get too grating on a long trip.

The Niro Hybrid’s interior closely mirrors that of the electric Kia EV6 – and that’s no bad thing. There are soft, tactile materials gracing the areas you touch most frequently, and plenty of gloss-black and chrome details to lift the impression of quality.

The steering wheel is covered in faux-leather, and while there are some cheaper-looking harder plastics lurking in areas lower down, most of them have a textured finish. Lower-spec 2 models have fewer trim finishers and look a little cheaper, but all Niros feel sturdy and well made. 

All versions of the Niro get a height-adjustable driver’s seat, and if you step up to 3 trim you get eight-way electric seat adjustment and variable lumbar support. That said, even if your budget only allows for 2 trim, you'll find the front seats provide plenty of side bolstering and are firm enough for longer journeys.

Visibility is good all round, and while the rear pillars are quite wide, the windows are large enough to give you a decent view over your shoulder. For extra confidence when manoeuvring, all Niros give you a rear-view camera and rear parking sensors. Front parking sensors are standard on 3 trim models and above.

With 4 trim, you also get a head-up display and two 10.3in screens for the infotainment and digital driver's display, arranged in a curved panel (entry-level models get the 10.3in main infotainment touchscreen but a 4.2in TFT instrument cluster). The central screen is positioned conveniently high up on the middle of the dashboard, making it easy to see.

The infotainment screen has a relatively intuitive operating system and sharp graphics, so it's not too distracting to use while you're driving. Adjusting the interior temperature or volume for the stereo is easy enough thanks to rotary knobs on the dashboard, but the touch panel you use to alternate between these functions is a little fiddly.

All trims get Android Auto and Apple CarPlay smartphone mirroring, and 3 models and above get a wireless charging pad. The standard stereo is replaced with an uprated Harman Kardon system if you go for 4 trim.

The Kia Niro Hybrid compares fairly well with family SUV rivals for space in the back, giving six-footers a good amount of head and leg room, even if they’re behind someone of a similar height.

There’s a generous amount of foot space under the front seats, while the hump in front of the middle passenger on the floor is small and doesn't get in the way too much. The electric sunroof that comes as standard on 4 trim cars doesn't reduce head room to any great degree.

Storage space up front includes door pockets that are a decent size and two drink holders in the centre console, although the storage cubby under the central arm rest is smaller than in some rivals. Rear-seat passengers get two cupholders on the fold-down centre armrest and a small storage area on the door for a drinks bottle.

All Niros get a boot that’s uniform in shape and has a height-adjustable floor, as well as a foldable parcel shelf that takes up very little space when not in use. They allow you to make the best use of the space on offer – space we’d describe as acceptable rather than cavernous.

The regular hybrid’s boot offers up 451 litres of capacity. That’s more than you’ll find in the a Toyota C-HR but less than in a Peugeot 3008 or Skoda Karoq.

The PHEV’s boot is quite a bit smaller at 348 litres (the battery eats up room) but it should still be big enough for a weekly shop or a family weekend away.

In terms of seating flexibility, the Niro’s rear bench splits in a traditional 60/40 arrangement and you can't slide the seats back and forth. On the plus side, the boot load lip is tiny when the adjustable boot floor is in its highest position, making it easy to lift heavy items in and out. The seats lie virtually flat when folded down, which is helpful when you’re sliding in long objects.

The Kia Niro Hybrid is cheaper than an equivalent Toyota C-HR but a little more expensive than equivalent versions of some regular petrol-powered SUVs, such as the Seat Ateca and Skoda Karoq. 

The PHEV costs quite a bit more to buy outright than the regular hybrid but is the better choice for company car drivers. That’s because its lower CO2 emissions and ability to go a good distance on electric power places it in a much lower benefit-in-kind (BIK) tax bracket.

The entry-level 2 version sits in the 8% BIK tax bracket. Higher-spec 3 and 4 trim levels qualify for a higher 12% rating, so require higher monthly salary sacrifices. It's worth noting that the fully electric Kia Niro EV is dramatically cheaper to run as a company car than both hybrids.

When it comes to fuel economy, the Niro Hybrid’s official figure of 64.2mpg is very impressive. That's a little optimistic (expect an average of around 50mpg in gentle driving), but it's certainly more realistic than the 300+mpg promised by the PHEV version. Your actually fuel economy will depend largely on how often you plug in the car and charge up the battery.

On that subject, a full charge can take as little as three hours if using a home wallbox (the maximum charging rate is 3.3kW). You can also plug in to a regular three-pin domestic socket but it will take even longer to charge up.

While there are cheaper family SUVs out there, the Niro does come with plenty of standard kit. Entry-level 2 trim includes 16in alloy wheels, adaptive cruise control, a reversing camera, rear parking sensors, climate control, keyless entry and a 10.3in touchscreen. You do miss out on rain-sensing windscreen wipers, but we still reckon this trim represents the best value.

The 3 trim is also worth considering, and adds auto wipers, bigger alloys, heated front seats and some extra safety kit, including blind-spot monitoring.

Range-topping 4 trim adds even more kit, including ventilated front seats, heated outer rear seats and extra safety kit, but it’s ever-so expensive.

All versions of the Niro sold in the UK have a five-star Euro NCAP safety rating, with good scores for adult occupant crash protection. Protection of younger children sitting in child seats was a little disappointing in the lateral impact test, with head protection for a typical 10-year-old rated as weak.

The PHEV Niro was reported to be one of the most dependable family SUVs in the 2023 What Car? Reliability Survey. However, some of the respondents who contributed to the high score were owners of the previous-generation model (launched in 2016) rather than the latest car.

As yet, we don't have any reliability data for the regular hybrid model – although Kia finished a respectable eighth (out of 32 brands) in the overall manufacturer league table. What's more, every Niro gets Kia’s seven-year or 100,000-mile warranty, which is longer cover than offered by the majority of rival manufacturers.

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