Comparison: Kia Niro HEV or Niro PHEV, which is the better hybrid, the full hybrid or the plug-in?

Now that diesel engines are in the spotlight, petrol seems to be the best option, although fuel consumption is high in the city. In view of this, the best option for urban environments is a full hybrid or plug-in hybrid vehicle; it all depends on how you are going to use the car.

Today we bring you a comparison of two versions that may at first raise doubts when choosing between the full hybrid and the plug-in model, both with 141 CV. Is it worth paying the extra cost for the plug-in? Does it really save that much? And on the motorway? To analyse these and other questions, we got behind the wheel of the Kia Niro in its HEV variant -full hybrid- and its PHEV variant -plug-in hybrid-, which has an approved electric range of 58 km.

Exterior design

The Kia Niro, both in its hybrid and plug-in versions, shares the same exterior design, with only some blue lines on the lower part of the bumper giving away that you are looking at the plug-in version. The exterior design is simple but eye-catching. The grille has a distinctive design, a hallmark of the brand, while the headlights sit high and are outlined by an LED strip. The side air intake on the bumper stands out, as does the black section that contrasts with the rest of the bodywork, lending it a rugged touch.

From the side, it is the lower mouldings that give the SUV touch, while our unit featured more than adequate 16-inch alloy wheels in 205/60 R16 sizes and with the wheel arches clearly defined.

At the rear, the position of the headlights stands out, raised (and with LED technology), above a large tailgate with curved lines. At the bottom, the bumper again provides the SUV touch. The plug-in model is quickly identified by a flap on the front wing that hides the Mennekes charging socket.

Interior design: minivan-like spaciousness

When we move on to the Niro’s interior, it pleasantly surprises with its space, in both the hybrid and plug-in versions (the latter only loses a little boot capacity). In fact, inside you get the feeling of being behind the wheel of a spacious minivan.

The dashboard has sober but orderly lines, in the European taste. The screen is touch-sensitive and integrated into the dashboard (a detail I personally like, since I am not a fan of unintegrated screens), and even the buttons are integrated into the lower part, all within easy reach and with simple, intuitive operation. Just below are the climate control controls, with a design similar to that of other German models. The most striking element is the instrument cluster, partly digital: although it has two dials, one of them contains a screen that shows all the information about the vehicle’s range and battery.

The steering wheel is large, with all kinds of controls for the multimedia system and speed control, which on our unit is also adaptive. The driving position is comfortable, slightly elevated -as is typical of an SUV- and with an upright steering wheel, and visibility is a highlight.

The rear seats are also comfortable and roomy, offering more space than some saloons, although it is a shame they have no air vents. That said, the middle seat is less comfortable because of the raised central transmission tunnel.

Storage and boot

In terms of storage, the front of the Niro has several spaces for your things, from a good glovebox and door pockets or the central tunnel compartments to a large front compartment. The rear doors, however, only have room for one bottle. The boot has a good capacity, although it varies depending on the version: 401 litres for the hybrid or 324 litres for the plug-in, since the batteries take up space there.

Engine and performance: hybrid or plug-in, both with 141 CV

The powertrain that drives the Kia Niro is the same in both the full hybrid and the plug-in hybrid version: a 1.6 GDI petrol engine of 105 CV combined with an electric motor, together delivering 141 CV (although the total output does not change, the electric motor in the PHEV is more powerful). All of this is paired with a seven-speed dual-clutch automatic gearbox, unlike the CVT transmissions used by other hybrid models on the market.

The battery varies by version: the PHEV has an 8.9 kWh capacity, which allows it to cover 58 km in fully electric mode, while the HEV -hybrid- version has a 1.56 kWh battery, enough to move the car for barely 2 km in fully electric mode. This version -HEV- has no button to activate a driving mode, so it cannot be forced to run on electric power, for example; the system manages both motors automatically.

The combination of combustion engine and electric motor is very smooth, and it is also quite responsive: you can really feel its 141 CV. The transitions between 100% electric mode and combustion engine operation are not abrupt, and you only notice them through the change in sound. Furthermore, the electric motor can be used at any time, either alone at 100% or to assist the combustion engine.

In Sport mode the Niro shows its full character, responding correctly and even being fun to drive, with a personality that some hybrids simply lack. Its performance is modest, but it has no trouble with overtaking, thanks to a combined torque of 265 Nm (far more than a petrol combustion engine can usually offer).

Handling: smoothness above all

The most notable characteristic of the handling of the Kia Niro, both in its hybrid and plug-in versions, is its smoothness. It is a car that literally makes you change your driving habits, so that everything flows with outstanding refinement. When you start it with the key, you have to pay close attention to the instrument cluster, because both models start in electric mode without making any noise, and the first few metres, as well as parking manoeuvres, are also done electrically.

When the petrol engine kicks in, you notice it, but it still keeps a high level of smoothness, which is only disturbed when we decide to move the gear lever to Sport mode (both have two selectable driving modes, Sport and ECO, via the gear lever). In Sport mode, both the electric motor and the combustion engine work together to deliver maximum power, and you feel it, with good response and a more forceful delivery than other hybrids of similar power.

Acceleration is always linear, and the behaviour of the gearbox also stands out: because it has fixed gears, it gives a greater sense of dynamism, unlike other hybrids whose engine revs up in sport mode because of CVT transmissions.

In terms of dynamics there are no major differences between the HEV and PHEV versions, although the plug-in gains some weight. If we put it to the test on a demanding road, its size and suspension are not ideal for agile driving, but it responds predictably and holds its line without too much inertia.

On the motorway or dual carriageway the Niro, in any version, is a comfortable car, with good interior soundproofing. Its response is more than adequate, even with the car full of four adults and luggage.

A notable detail is the feel of the brakes: as energy is regenerated during braking, when you press the accelerator there is an initial stretch where the brakes do not act but energy generation increases; if you keep pressing, then they do act and brake normally. It is simply a matter of getting used to this feel.

Consumption and range: the plug-in is always better

If there is one area where the Kia Niro PHEV (plug-in) stands out, it is consumption, where its best figures come to light. The plug-in version has an approved electric range of 58 km, although in practice it is easy to reach about 50 km, and this, combined with the low consumption of the hybrid system once the battery charge is used up, means that the first 100 km on the road have a consumption of just 2 litres per 100 km.

What is surprising is the consumption figure we obtained over more than 2,500 km on a route mixing motorway (800 km) and urban driving (1,300 km), with daily electricity charges, achieving a figure of 2.5 litres per 100 km, something impossible to achieve with a hybrid or diesel. And when we do not charge it? Well, for example, on the motorway without charging, average consumption is 5.9 litres per 100 km. In short, we can drive in fully electric mode over a range of about 50 km.

On the other hand, the Kia Niro HEV (hybrid) has the same consumption figure on the motorway of 5.9 litres per 100 km, while on the road the average consumption ranges between 3.8 litres per 100 km (which we achieved by driving carefully with the accelerator, on the road over a 120 km route) or 4.2 litres per 100 km, which it usually consumes if you drive without much care. In the city, the figure on our usual route was 5.2 litres per 100 km.

Equipment

As usual, the review of the equipment begins with the safety systems fitted as standard on the Kia Niro, a car that has also earned five stars in Euro NCAP, with a score of 91% for adult occupant protection and 80% for child occupant protection. Standard equipment includes multiple airbags, including a knee airbag for the driver, lane departure warning and correction, hill start assist, stability control and fog lights, among other features.

The range is divided into three trim levels: Concept, Drive and Emotion. The two units we tested were the mid-range Drive trim, one of the best value-for-money options in terms of equipment. This trim adds to the base model 16-inch alloy wheels, rear parking sensors (with camera) and a 7-inch navigation system with Android Auto / Apple CarPlay, among other features. It is complete equipment, without grand pretensions but with everything we need for day-to-day use; even the sound system sounds correct.

Price of the Kia Niro HEV and Niro PHEV: when is one or the other worth it?

The Kia Niro HEV (hybrid) starts at 19,900 euros, while our test unit cost 22,491 euros. The Kia Niro PHEV (plug-in) starts at 28,645 euros, while our test unit cost 32,871 euros (these prices do not include possible state aid for the plug-in version) (all prices include the brand’s promotional discount).

Does the price difference between the hybrid and the plug-in pay off? Applying discounts (and without considering state aid for plug-in hybrid vehicles, which usually amounts to around 2,000 euros), the difference between the two is 8,745 euros.

If you have a charging point and move less than 50 km a day, the daily cost is barely 1.06 euros (cost of electric charging at the standard tariff of 0.12 per kWh), while for urban journeys the hybrid would cost 3.51 euros for the same distance (2.6 l/50 km at 1.35 euros per litre of 95 petrol). In other words, on this 50 km route you save about 2.4 euros a day, which amounts to an annual saving of 876 euros.

Doing a quick calculation: in less than 10 years we have paid off the price difference and also drastically reduced emissions on our journeys, and this payback period can be even shorter if we add state aid. At the same time, if we take into account that many car parks have free charging points or that we can charge at the cheaper night-time tariff, we also reduce the time needed to pay off the difference; with all of the above plus public aid, the difference is paid off in just 6 years.

When is the hybrid better? If our daily journeys are longer than 50 km, if we do not have a good charging network in our city, or if we cannot charge it at home. The same applies if we normally drive a lot in the city but cannot stop to charge: there the hybrid is again more advantageous.

In short, times are changing. Diesel is no longer a fashionable fuel, but there are interesting alternatives that can also bring major savings and be kinder to the environment. If most of our journeys are short and we can charge the car, a plug-in hybrid is an interesting option; if, on the other hand, we drive more in the city or on the road and do not have a good charging network, the full hybrid is the more rational choice. Both also share the advantage of being able to enter major cities even under the most restrictive pollution scenarios.

Technical specifications of this car

CrossoverKIA Niro6 versions · from 34,220 €