Kia Niro

The process of getting into and starting the Niro S requires you to fish the key fob from your pocket and press a button, and starting (in silence due to the e-motor) requires you twist the key in an ignition barrel – feels a bit old hat in 2023!

At least the side mirrors automatically fold in and out when you lock and unlock.

The cloth and synthetic leather seats struck me as flat in the base and therefore lacking thigh support in corners, although they do move electrically, and alongside the telescopic wheel column allow people of most shapes and sizes to find an ergonomically friendly position.

The design is quite interesting, making use of angles and interesting shapes – exemplified in no greater fashion than the unusual two-spoke steering wheel with Kia’s swish new branding, which also happens to be made of rental-spec polyurethane rather than wrapped in leather.

Behind this sits a crisp, basic digital cluster that changes colour when you adjust the driving mode between Eco and Sport. The speed and tacho flank a central display that shows you trip data, tells you what the hybrid system is up to, and shows a live animation of the lane-keeping aid.

Left of this is a slab of drab plastic, with the 8.0-inch touchscreen appearing quite small in this context.

The old model was as vanilla as it gets, whereas this new version has a better stance, more aggressive nose, bolder high-mounted rear lights shaped like a boomerang, and contrasted body cladding.

From the side profile it’s much more hatchback than SUV. For a little context it’s not all that much longer or wider than a Hyundai i30 or Toyota Corolla, and has a limited 160mm of ground clearance.

Power in the Kia Niro HEV comes from a 1.6-litre petrol engine backed by a transmission-mounted electric motor.

The e-motor makes 32kW and 170Nm, while the petrol engine pumps out 77kW and 144Nm. Peak combined power is 104kW and peak combined torque is 265Nm.

It’s front-wheel drive, and puts its torque to the road through a six-speed dual-clutch transmission. The transmission is lighter than before because it no longer has a reverse gear, instead using the electric motor.

The 1.32kWh battery beneath the rear seats doesn’t store enough energy to offer a meaningful electric range like a PHEV or EV, but the electric motor can power the car for short periods, or provide a performance boost.

The EV packs a 64.8kWh lithium-ion battery pack, mated with a front-mounted motor making 150kW and 255Nm.

It supports Apple CarPlay and Android Auto which work wirelessly (though there’s no charging pad), digital radio, a rear-view camera, Bluetooth phone and audio streaming, and both USB and USB-C ports. The wireless CarPlay glitched a few times and displayed an error message.

You know you’re in the base version, when you consider the fact the Niro GT-Line adds a 10.25-inch touchscreen that supports satellite navigation, embedded AI voice command functions, and Kia Connect telematics including remote vehicle monitoring and eCalling.

Below the screen and slim horizontal air vents is a slim touchscreen fascia that cleverly shortcuts you to various climate control functions, or media control shortcuts. Car brands put too many functions into screens these days, but Kia’s execution felt intuitive.

Boot space in the HEV is 425L with the rear seats in place due to the standard space saver spare wheel, while the EV has 475L in the rear and a further 20L under the bonnet.