2023 Kia Niro EV Reviews, Pricing & Specs

The new Niro EV is virtually indistinguishable from the Niro Hybrid and PHEV models, but that means it gets styling features that help it stand out from other entry-level EVs.

Instead of conventional headlights flanking a grille, both elements are divided into two segments. Standard LED daytime running lights frame a spaghettified version of Kia’s signature “Tiger Nose” grille, with a larger grille and block-like lighting elements containing the headlights and optional fog lamps, below. EV models get 17-inch alloy wheels, as opposed to the standard 16-inch wheels and optional 18-inch wheels on the Niro Hybrid and PHEV models.

Another subtle difference on the Niro EV is the location of the charge port. Instead of being on the driver’s side front fender, as in the Niro PHEV, it’s located smack dab in the middle of the front fascia, between the upper and lower grille sections. That means it will be easy to pull into a charging station and plug in without having to back in or stretch the cable to the far end of the car, which you sometimes have to do with charge ports located on the sides of a vehicle.

At the rear, 2023 Niro models get tall, boomerang-like vertical taillights and vents that Kia calls “Air Blades.” Highlighted by available contrasting body cladding, they allow air to flow more efficiently around the body sides, the automaker claims, contributing to a 0.29 coefficient of drag (Cd). That’s not very impressive by EV standards; the VW ID.4 has a 0.25 Cd, for example (lower numbers are better). But the Niro EV’s more upright shape, which likely creates more drag, is a nice contrast to the pod-like silhouettes of the ID.4 and most other small EVs.

The Niro EV isn’t based on the same E-GMP platform as the Kia EV6 or its cousins, the Hyundai IONIQ 5 and Genesis GV60. That’s because, while E-GMP is a dedicated EV platform, the Niro still needed to accommodate hybrid and plug-in hybrid powertrains utilizing gasoline engines. Instead, the Niro rides on a platform designated K3, which Kia says is distinct from the N3 platform used by other recent models like the Sportage crossover SUV.

Like the exterior, the interior has a more creative design than the previous-generation Niro. A crescent-shaped dashboard nicely integrates the screens, while the door panels curve towards, and blend into, the dash. Kia also used more sustainable materials, including recycled wallpaper for the headliner and eucalyptus leaves for the seats, but still couldn’t avoid the ugly piano black plastic every other automaker seems obsessed with. That glare-producing, easily dirtied material is at least vegan, along with the rest of the interior, according to Kia.

The Niro EV has a 64.8-kilowatt-hour lithium-ion polymer battery pack and a single electric motor producing power specs of 201 horsepower and 188 pound-feet of torque. For comparison, the Niro Hybrid is rated at 139 hp and 195 lb-ft of torque, while the Niro PHEV is rated at 180 hp and 195 lb-ft. As with the previous generation, all 2023 Niro models are front-wheel drive (FWD).

Kia says the Niro EV will do 0-100 km/h in 7.8 seconds, which isn’t much to brag about, but is still a couple of seconds quicker than the manufacturer’s estimates for the Niro Hybrid and Niro PHEV models. The difference seemed even greater from behind the steering wheel, with the Niro EV’s added low-end torque shoving it off the line, and the extra horsepower coming into play at higher speeds.

The Niro EV is a case study in the advantages of all-electric powertrains. Its power delivery was much smoother than the hybrid and plug-in hybrid models, while the silent electric motor added a level of refinement that was missing from those versions. The handling of the EV seemed better as well, with a more planted feel than the hybrid and plug-in hybrid models.

Compared to other entry-level EVs, the Niro lacks the nimble feel of the Chevrolet Bolt EV and EUV, and the VW ID.4’s added level of refinement. It provided a pleasant driving experience but doesn’t raise the bar for EV handling or ride quality.

The Niro EV is part crossover, part hatchback, and offers more headroom and legroom than the Chevy Bolt EV/EUV and Nissan Leaf for both front-seat and rear-seat occupants. It also has slightly more legroom in both rows than the VW ID.4, but the VW has more headroom across the two rows.

It’s a similar story with cargo space. At 645 litres with the rear seats in place and 1,803 litres with the 60/40 split-folding rear bench down, the Niro EV has more cargo space than the Bolt EV/EUV, but less than the ID.4. The Nissan Leaf offers a bit more cargo space with the rear seats up, but much less with the rear seats down. Kia did include a small storage compartment under the hood, but it’s just a plastic box, not a true frunk like what you get from the likes of Tesla.

As with the other 2023 Niro variants, in-cabin storage space is limited. The door pockets are too shallow to secure water bottles, and the narrow centre console necessitated a fairly small storage bin. Kia did find room for large cupholders and a decent-sized phone tray, and you won’t have to awkwardly reach to retrieve your phone because Kia swapped the shift lever used in the Niro Hybrid and PHEV for a dial-like shifter that’s flush with the centre console.

The Niro EV gets a standard 10.25-inch digital instrument cluster and 10.25-inch touchscreen infotainment system with wired Apple CarPlay and Android Auto, as well as SiriusXM satellite radio and a Harman Kardon audio system. Limited models come with a head-up display.

This appears to be the same touchscreen used in other recent Kia products, and it works just as well here. The screen responded quickly to inputs and featured appealing graphics. The only blemish is the lack of wireless Apple CarPlay and Android Auto, which most other brands offer.

The 2023 Niro also gets the same touch control panel as the recently redesigned Kia Sportage. The reconfigurable panel replaces most analog controls, handling everything from audio volume to climate controls. But you have to toggle between different functions to use them. This means, for example, that the driver can’t adjust the volume while the front passenger adjusts the temperature.

Like other 2023 Niro models, the Niro EV also gets Digital Key 2.0 functionality. A feature shared with sibling brands Hyundai and Genesis, it lets drivers use their devices in place of a standalone key fob. But, for now, the Niro’s version is only compatible with the Apple Watch or recent iPhone and Samsung Galaxy smartphones.

Standard driver-assist features on the base Premium trim level include forward collision warning (with pedestrian detection and junction turning assist), automatic emergency braking, lane-keep assist, a driver attention monitor, rear cross-traffic alert, safe exit warning, rear occupant alert, and blind-spot collision avoidance for pulling out of parallel parking spaces. The Limited model adds front and rear parking sensors.

All trim levels also get standard adaptive cruise control with stop-and-go and navigation-based curve prediction and Highway Driving Assist. Shared with Hyundai and Genesis, this adds automated lane centring, allowing the car to control acceleration steering, and braking on highways. But it’s not a hands-free system like the Super Cruise system available on the Chevrolet Bolt EUV. It’s closer in functionality to Nissan’s ProPilot Assist or Volkswagen’s Travel Assist.

A more advanced Advanced Highway Driving Assist version is equipped on the Niro EV Limited, adding automated lane-change capability and machine learning, which can adapt the system’s response to match individual driving styles, Kia claims.

Crash-test ratings from the Insurance Institute for Highway Safety (IIHS) and National Highway Traffic Safety Administration (NHTSA) are not available for this newly redesigned model.

The Kia Niro EV is rated by Natural Resources Canada at a competitive electric range of 407 kilometres. An available heat pump and battery warmer helps maintain maximum range in cold weather and minimize time at the charger.

The Niro EV fast charges at a DC fast charger at a relatively low power level of 85 kilowatts, requiring 45 minutes to go from a 10% to 80% charge, according to Kia. Using a Level 2 AC source, the Niro EV maxes out at 11 kW and can fully recharge in seven hours, per Kia’s estimate. The Limited trim level adds vehicle-to-load (V2L) capability, allowing the vehicle to discharge power to run tools and other electrical devices.

Like other Kia new car models, the Niro EV gets a 5-year, 100,000-kilometre, comprehensive warranty and an eight-year, 150,000-kilometre, electrical components warranty.

Pricing in Canada for the Niro EV as a new vehicle ranges from $48,133 for the Kia Niro EV Premium, including a $2,749 destination charge and fees, to $56,133 for the Limited trim. All versions of the Kia Niro EV qualify for federal iZEV rebates and for provincial EV incentives where they exist.

While it brings appealing style to the affordable end of the EV market, the 2023 Kia Niro EV doesn’t set new standards for range, tech, or driving dynamics.

Note: Images show a US model.