Kia Niro PHEV wants to bring together the best of both worlds. But he plays a lot with the electric one, which can serve him.
The Kia Niro has already begun its transformation with a new generation. We have already had the opportunity to review 100% versions of EV and HEV electronic versions for hybrid engines. At the doors of its launch, it is the turn of a hybrid version that can be charged through our hands. The so-called transition version, which however represented 10% of total sales by the previous generation, versus 51% of hybrid versions.
Despite the common demand for two other engines, Kia still believes in technology. It is also this difference that is most changing with the new generation of Niro. Under its hood, a 105-liter 1.6-liter GDI gasoline engine is fitted with an 84-bhp electric motor on the gearbox. Finally, the total power declared by the technical paper ranges from 141 hp to 183 hp to 265 Nm of torque.
Review of Kia Niro EV 2022: we tried a new electric SUV only
In terms of electricity, evolution is even more important for the appearance of a battery with a net capacity of 11.1 kWh. This is a major development that enhances the sophistication of this vehicle, which now boasts a combined 65-mile freedom! Such approved performance allows it to prioritize CO2 emissions of 18 g / km at a consumption of 0.8 l / 100 km… Over and over again this use factor that distorts the facts.
Operation Kia Niro HEV
The Kia Niro does not bring any surprises in terms of hybrid management as it takes on a function that we are already familiar with in other PHEVs of the Korean group. Three driving modes are available with Auto, HEV and EV configuration. It’s simple and clear. The last two leave no doubt about operation, one involving two motors according to power requirements, the other using only electric traction. The automatic mode handles the switch between HEV or EV modes depending on the routes being taken, and is no longer available when the battery charge reaches its base with a charge of approximately 15%.
The HEV mode works the same as the Kia Niro HEV. It uses the charge, before returning it depending on the weather, on the highway at enhanced rates or in any other permissible situation. Purpose: never to be deficient. Still, the latitude that stops using the battery is slightly wider than before. This is mainly the result of the Green Zone operating conditions, which include EV conditions in certain residential areas, hospital areas, near schools, or anywhere specified by the driver, with or without moving on the road. So electricity consumption is a bit high, but recovery is still worth it.
Test Kia Niro HEV 2022: hybrid SUV shape changes, but not this substance.
So we went back to our starting point with an 84% charge for 47 kilometers of independence, against 86% and 48 km initially. At the end of this round trip, the Kia Niro PHEV presented an average consumption of 5.4 l / 100 km. A good score, finally based on what we got for the Niro HEV (5.1 l / 100 km), lightweight at around 120 kg.
In the case of a horrible paddock operation, the SUV does not have much charge allocated for operation. On our mixed pilot route, mainly mountain roads up to Feldberg near Frankfurt at an altitude of 880 meters, the average shown is approximately 6.0 l / 100 km. On the other hand, the appetite is the same on the highway, where the operation is quite similar, such as the rare intervention of an electric machine. Also, an electric booster is available at all times to ensure the same take in both visas, with 80-120 km / h which we closed for 7.20 s.
But as usual, this performance is further enhanced by the DCT6 box anesthetic, which is now lighter than 2.3 kg, because it has been removed from its rear gear (it is an electric vehicle that delivers maneuvers). Conversely, when comfort is more pronounced, they are often reluctant to move on gears, even with enhanced rhythms. Therefore, more distressed ones can be tempted to use the Sport Mode (km 80-120 / h in 7.0 seconds) only to be able to change gears with the hands and paddles behind the steering wheel.
Maximum freedom, minimum recharge
These paddles allow you to adjust the braking force according to three levels, as well as the Max mode which can completely stop the car by holding the left ventilator. With a good helping hand, in the true sense of the word, it is possible to break a car solely with a shovel for it. But it will be important to anticipate a response time of about two seconds for each step before you start to feel a sharp decrease. It should also be noted that this standard B status is not available above the 94% charge rate.
By using the system, freedom can be improved to a maximum. In the case of the EV, the Kia Niro PHEV brought us 57 miles on a mixed road. A few extra rules of driving eco-drive and avoiding any quick route will no doubt allow for a generous over 60 km mark. It is as good as the larger Sportage. But recharging is not as fast as its older brother who has a 7.4 kW charger: with a Niro-approved maximum capacity of 3.3 kW, it takes 2 h 55 to recharge the battery.
Family SUV, and he makes it known
On the road, Niro PHEV follows in the footsteps of two of their peers when it comes to handling. The new K3 platform is more powerful than the previous version, without however leaving an indelible memory in terms of driving experience. Especially since the steering wheel seems to be more helpless than when we started. Behavior is neutral in most cases and excess is turned off by ESP notification. We especially appreciate the comfort and sound insulation that worked and the proper humidity setting. Except at low speeds or on damaged roads, where rims of 18-inch rims are present.
Kia Sportage PHEV test: as hybrid, more electric layer
In short: This 4.42-meter SUV does not want to do anything but bend over for family use, which is what it was designed for. Families that will always find comfort on board, especially the back section with plenty of knee space due to the slightly longer wheel. But as usual, the PHEV version pays for its technology with a small amount of trunk. And it is in this case the smallest layer with a size of 348 l. In fact, the entire floor area is covered, especially with batteries and peripherals. So the panels can no longer be fixed in two places as it is with other versions. In addition, it will be difficult to store the charging cable under an attempt to unlock the necessary load, which is no different.
Only € 300 under the Kia Niro EV
The Kia Niro PHEV is the perfect combination of a plug-in hybrid vehicle using the same electronic power control as the HEV in hybrid mode, while providing the possibility to travel in a fully electric mode with satisfactory freedom. As part of the compact family SUV is the most versatile of the best models, it takes advantage of more of its few direct competitors such as the Jeep Compass 4xe (4.40 m) or Peugeot 3008 (4.45 m), in battery life. low and excess. normal operation of “empty battery”. An alternative option for those who want to access Korean group plug-in technology without signing up for a larger Hyundai Tucson or Sportage.
It remains to be able to dig up the extra cost between the Kia Niro HEV and PHEV. Because since the recent price increase (surprisingly in line with changes in ecological bonus rules), the PHEV version claims a good extension of € 7,200 compared to the hybrid version! That is € 1,000 more than before, eliminating any hope of getting paid. Not even a difference in price between Sportage HEV 4 × 2 and PHEV 4 × 4, while it costs just € 4,100 between two 4 × 4 transmissions!
Considering the various price adjustments and relevant bonuses under the new rules, the average PHEV Active rate is now only € 300 less than the same EV. On the Premium range, the difference is € 3,300. So here is the persuasive PHEV, dedicated to not disregarding the law established by the previous generation in the commercial frame. Pros: may even prefer electricity to those who have a budget. Disadvantages: may also push a few hesitant or more conventional budgets to favor hybridization, which is similarly attractive, but less “environmentally friendly” in the absence of electricity.