2021 Kia Niro EV

There are actually three different versions of the Kia Niro. Introduced in 2017, it came first as a Hybrid, then as a PHEV, and finally, in 2019, a full-on electric vehicle (EV). While every driver still needs to determine if a full-on electric vehicle (EV) is right for them, the 2021 Kia Niro EV brings the virtues of the basic design to bear against its electric competitors. It’s slightly larger than the Chevrolet Bolt or Hyundai Kona EV and a bit smaller than the Nissan Leaf.

Going forward, Kia will use a dedicated electric-vehicle platform for its EVs, starting with the 2022 EV6. It’s larger than the Niro, but we expect that its introduction, and others on that platform, will signal the eventual end of Niro production. That’s likely why the Niro EV gets only minor updates for 2021.

Those changes include standard wireless Apple CarPlay and Android Auto, a remote start system with cabin pre-heating or cooling and a new rear occupant alert reminder. There’s also a new alert that informs the driver that the vehicle ahead in traffic has moved. On the EX Premium, there’s active lane centering and a new navigation-based adaptive cruise control system.

There are just two trim levels, the EX at $40,265 and the EX Premium at $45,825, both including an $1,195 destination charge. Both qualify for a $7,500 federal rebate, plus any state incentives, but the Niro EV is only sold in 12 states. 

The only option is a cold-weather package of a battery heater, climate system heat pump, and heated steering wheel for $1,100. All other extras are dealer-added accessories, such as a $150 cargo cover. 

Price-wise, the Niro EV is about mid-range in the segment. The smaller 2022 Chevrolet Bolt starts at $31,995 but with fewer features while the similarly-equipped Nissan Leaf Plus is $39,220. The Volkswagen ID.4, closer to a RAV4 in size, starts at $39,995.

The Niro EV’s electric motor makes 201 horsepower and 291 pound-feet of torque, with a single-speed transmission and front-wheel drive. It uses a 64-kW battery with a 7.2-kW onboard charger. A full charge takes 9 hours and 35 minutes on a 240-volt charger, while on a DC fast-charger at 100 kW, it regains 80% capacity in about an hour. The DC charging port is standard on both trims.

That 239-mile range will suit many drivers, and it’s longer than the 226-mile range on the Nissan Leaf Plus, but falls short of vehicles like the Bolt at 259 miles, the ID.4 at 250 miles, or even sister company Hyundai’s Kona EV at 258 miles. Texas is one of the states where Kia dealers stock Niro EVs, and its full range is roughly the distance from Houston to Dallas. Another hour’s charge will take you to Oklahoma City. Of course, range depends on conditions, and you can expect less from any EV in cold weather, or at highway speeds or in hilly terrain.

The Niro EV feels peppy, to the point that if you accelerate very hard, the steering can get squirmy as the tires grab for grip. Under normal conditions, it’s a very pleasant car to drive. It’s not sporty, but delivers everyday-commuter manners similar to a mainstream gasoline compact.

Paddles on the steering wheel control the level of regenerative braking, and if held, will slow the car to a stop. If you also activate the auto-hold, you can use “one-pedal” driving, using the throttle to drive and pulling the paddle to stop. It takes practice, but once you’ve got it figured out, the brake pads will rarely get a workout. 

The Niro EV’s cabin has a few cheaper-looking hard plastics, but it’s a handsome design overall and with simple, easy-to-use controls. Standard features include a power driver’s seat, automatic climate control, heated power-folding mirrors, power outlet and USB port, while the EX Premium adds a power sunroof, faux-leather upholstery, LED interior lighting, wireless charging and a premium sound system.

Both trims include heated front seats, while the EX Premium adds ventilated seats, and the heated-wheel package can be added to both. It may seem odd to include such power-hungry features, but if your back and hands are comfortable, you’ll probably won’t use the cabin heating or air conditioning, which draw even more power.

The EX has an 8-inch touchscreen, while the EX Premium has a 10.25-inch unit with navigation, both of which run a user-friendly infotainment system. The larger display includes a range indicator on the map to illustrate how far you can travel and to guide you to charging stations.

The Niro EV’s seats are comfortable, and its 40.1 inches of front headroom and 37.7 inches in rear compare favorably to rivals. Front legroom is virtually the same as the competition. Most others closely match the Niro EV’s 36 inches of rear legroom, except for the Leaf at 33.5 inches. The Niro EV has 18.5 cubic feet of cargo space with the rear seats up, while the Bolt has 16.9. The Leaf makes up for its lesser legroom with a generous 23.6 cubic feet of cargo space. With rear seats down, the Niro EV has 53 cubic feet of storage, while the Tardis-like Bolt has 56.6. The Leaf has just 30 cubic feet.

The Niro EV hasn’t been rated by the National Highway Traffic Safety Administration (NHTSA) nor the Insurance Institute for Highway Safety (IIHS). Both trims include blind spot monitoring, lane-keeping assist, automatic high-beam headlamps, forward automatic emergency braking with pedestrian and cyclist detection, and adaptive cruise control with stop-and-go. The EX Premium adds rear park distance warning, and the new navigation-based adaptive cruise control, which can slow for curves ahead.

With so many manufacturers offering EVs, buyers have a chance to cross-shop for the performance, price, and features they want. The competition is tough, but if the Niro EV is offered in your market, it’s worth a test-drive.