Kia Niro 2016-2022 review | One car, many powertrains

What is the Kia Niro?

It’s not unusual for a company to launch a small SUV these days – virtually every manufacturer has one – but in 2016 it was very unusual for a car company to launch a small SUV with no conventional petrol or diesel options. When Kia unveiled the Niro hybrid SUV, it was very clear that all versions would be electrified to one degree or another, and a plug-in hybrid and a full-electric model followed suit.

The first Niro released was a ‘self-charging’ hybrid, which means you don’t have to plug it in so, in addition to other SUVs, that meant it also competed with conventional hybrids, such as the Toyota Prius hatchback.

In 2017, a plug-in hybrid (PHEV) model followed, with a battery that you could charge by plugging it into a wall socket or dedicated charger to give you up to 30 miles on pure electric power.

SUVs have rocketed in popularity, and if you’re going to take on the likes of the Nissan Qashqai, the Skoda Karoq, and the Ford Kuga, let alone other hybrids such as the Hyundai Kona, the Toyota C-HR and the Peugeot 3008, you’d better have something good. A zero-emission electric version, called the e-Niro, was introduced in 2018, but we’ll cover that in a separate review.

You can make up your own mind about the looks on the outside – but the interior styling is conservative. Build quality is good, even if the materials used don’t feel all that special. It’s a bit underwhelming compared to the chic Peugeot 3008, but that doesn’t mean it’s unpleasant.

How practical is it?

Space inside is reasonable, and four adults should have no problems fitting in, although the middle rear seat is on the tight side. Headroom is a little less generous in models with a panoramic sunroof, but they also look great and used buyers love them, so it makes the Niro more desirable as a second-hand buy.

At 373 litres, the hybrid’s boot is acceptable, but not class leading, largely because the battery takes up room under the floor. Mind you, the plug-in hybrid has an even smaller boot at 324 litres, because of its larger battery pack.

Still, you can fold the rear seats down pretty much flat if you need to transport larger items. If you want more space from a Kia SUV, check out the Sportage.

Disappointingly, you don’t get the clever storagefest that is the interior of the e-Niro in the petrol-powered equivalents. That’s because the centre console arrangement is more conventional, with a T-shaped gear selector instead of the EV’s rotary dial.

As a result, you also don’t get the huge central bins of the e-Niro, though there is at least a decently sized cubby under the arm rest, as well as a pair of huge door pockets and a big glovebox.

What's it like to drive?

The hybrid Niro can run solely on electric power only for a short period and, together with the engine, it produces 139bhp. Like all Niros, it's front-wheel drive and uses a six-speed dual-clutch automatic gearbox, instead of the CVT transmission fitted to many hybrids.

The Niro PHEV’s 30-mile electric range means it has the potential for much better fuel economy, but only if you have somewhere to charge it, and rely mainly on the electric motor. If the battery starts to run out of charge, you’re back to using a petrol engine, so it’s best suited for relatively low-mileage journeys.

Performance in both models is perfectly adequate around town, although they’re both heavy cars and aren’t particularly nippy if you want to overtake or get up to speed on a motorway.

That weight also affects handling, especially in the heavier plug-in model, which leans a little too much while cornering. You have to drive it quite conservatively, although the light steering, which doesn’t deliver much feedback, doesn’t encourage you to do anything else anyway. A Seat Ateca SUV is much more fun to drive. Still, both versions of the Niro are comfortable enough.

Technology, equipment & infotainment

At launch, trim levels started with a trio of numbered models. The entry-level 1 included a DAB radio, Bluetooth, 16-inch alloy wheels, Apple CarPlay and Android Auto, and air-conditioning, while 2 added a seven-inch touchscreen with satnav and a reversing camera, as well as rear parking sensors. The 3 had a bigger eight-inch screen, 18-inch alloys and leather upholstery.

Customers early in the Niro’s life could opt for the top-end First Edition, which had extra safety systems including a blind-spot warning feature and automatic emergency braking, as well as keyless entry and start and a sunroof. A top-spec 4 model was introduced later, with brighter headlights and adaptive cruise control, while the 1 was dropped.

A facelift in 2019 added various new features across the range, including a larger 10.25-inch screen on 3 and 4 models, while the 2 got an eight-inch infotainment system in place of the original seven-inch item.

The Niro’s touchscreen is one of the best of any car of its age. You wouldn’t guess that on first acquaintance, as the blocky graphics look rather dated, and make you think it’s going to be rather slow. But in fact it responds crisply, the menu layout is easy to fathom out, and you finding your way to the function turns out to be a doddle.

Kia Niro running costs

On paper at least, the PHEV is the most affordable of the two hybrid Niros to run. That’s because its official fuel economy figure is 201.8mpg. As you’ll have worked out, that’s to be trusted about as much as a fox that tells you he’ll guard your henhouse, largely because the official tests are hugely flattering to PHEVs.

As with any plug-in hybrid, you’ll need to charge the Niro up regularly to get the best out of it. The sort of fuel economy you see will vary drastically depending on how much you do this, but you can expect some fairly parlous fuel economy figures if you don’t ever bother. Just imagine driving around in a petrol car with the additional weight of a huge lump of battery that isn’t doing anything, and it isn’t hard to see why.

The ‘self-charging’ hybrid model is a better bet if you aren’t going to charge your Niro up regularly, then. Official figures put this model’s fuel efficiency at 58.9mpg, and you can actually expect to see similar fuel economy when driving around town, where the constant stop-start traffic keeps the engine off and helps the battery to recharge. Out on the motorway, that figure will drop off a little, but 45mpg should still be perfectly feasible.

Insurance groups range from 11 to 15 out of 50, which means premiums should stay pretty low. The PHEV models tend to be a bit more expensive, but there’s not much in it.

Servicing is required every year or 10,000 miles, which isn’t the longest of intervals, but Kia’s prices tend to be pretty reasonable. The manufacturer also has a fixed-price service plan called Care that bundles the cost of future services. The advantage here is that you pay for the next few services at today’s prices, guarding against additional costs incurred through inflation.

Kia Niro reliability

Kia has a very good reputation for reliability, backed up by results in independent studies. The brand came 8th out of 30 manufactures in the 2025 What Car? Reliability Survey.

The Niro itself came 27th out of 76 cars in the family SUV category of the same survey. That might not sound quite as good, but that category had proportionately higher scores than many others, and a reliability score of 94.6% isn’t half bad.

What’s more, the vast majority of Niros for sale on the used market will still be backed up by their manufacturer warranty, which lasts for seven years (or 100,000 miles, if clocked up sooner than that), and applies as long as the car has been serviced on time and on mileage, in accordance with Kia’s servicing standards – which is why it’s so important to buy one with a full and detailed service history.

Common faults to watch out for with the Niro include a stutter or jerk on PHEVs when moving away from standstill. Most of these issues seem to affect North American owners, although a few UK owners have reported the same problem, with no obvious fix.

You might want to test the 12-volt battery, too. Like most hybrids, the Niro has a smaller 12-volt battery than a normal car’s, and infrequent use can therefore drain it more quickly. If this happens on a regular basis, it can damage the battery – the only solution being to replace it.

There have been a couple of recalls, too. One was to fix a heat build-up in a power relay assembly, while the other addressed burrs in the clutch actuator housing, which could damage the oil seal. Affected cars should have been fixed by now, but it’s worth checking with a Kia dealer to see if the car you’re considering has been sorted.