2022 Kia Niro EV Review: Still an Appealing EV Choice

I’m having a bit of a deja vu moment here.

To be clear, I’ve never driven the Kia Niro EV before, here in 2022 guise. But last January, I was driving the Kia Sedona, after its Carnival replacement had been revealed. Similarly, we’ve already seen the next-gen Niro, which promises the same wide range of drivetrains—hybrid, plug-in hybrid, and full EV—mixed with dramatic new styling and improved tech. Is the final model year of the original Niro EV still relevant?

In a word, yes. While it flies under the radar, the Niro is a likeable little EV package, providing a seamless step into EV ownership for those looking to ditch the dino juice.

In the Niro’s twilight year, not a lot. Kia tweaked the styling here and there recently, with a hint of Stinger in the nose, and new lighting elements within the taillights. The EV gets a blocked-off grille where its plug resides, and a host of light blue accent trim pieces to separate it from its ICE-powered siblings.

The Niro is one of the truest forms of “crossover” out there, a genus characterized by tall roofs and car-related underpinnings. It looks like a hatchback, with slightly more body cladding and a stretched height. Yet no matter which drivetrain you select, the Niro stays resolutely front-wheel drive. This might scare some folks away, specifically those in colder climates. Not that the winter tire-shod Niro had any problems finding grip during our week together, mind.

Since the Niro EV shares its platform with a couple of ICE-powered versions, its front row doesn’t feature the low, flat floor of something like the Ioniq 5. On the flip side, however, it’s so remarkably “normal” that it’s easy-peasy for folks to get used to an EV. To wit: my fiancée didn’t even realize we were in an EV until halfway through a trip.

Even with the traditional layout, the Niro makes a play for spaciousness with its “floating” center console—sadly, a feature that will disappear in the ’23. Drop a purse or small messenger bag down ahead of it and it’ll fit fine. There are nice, deep pockets in the doors for more storage, too. Kia’s clever retracting cupholders provide an added layer of versatility in the center console as well.

The dashboard design is decidedly “old Kia,” a sober and straightforward layout with an embedded infotainment screen. There’s too much glossy black for my tastes, but the chrome-like trim is well done. The matte plastic lower down, specifically around the wireless charger shelf, is brittle and cheap-feeling, however.

I can’t fault Kia for sticking to physical controls for the climate and audio. That’s a major part of the Niro’s user-friendliness, with no fumbling for controls.

Space is generous up front, even with the moonroof of our top-trim tester. Ingress and egress is simple too, since the movement is almost entirely lateral. The leather seats—only available in Canada, sorry America—are supportive, with a large range of adjustments. The rear seats are reasonably spacious given the Niro’s footprint (36.0 inches / 914 mm of legroom), but nothing to write home about, and the seats themselves are quite flat. The Seltos, which I drove the month prior for a comparison against the Corolla Cross, outstretches the Niro on nearly all measurements, despite a wheelbase nearly three inches shorter.

Trunk space is also slightly limited, with a high load floor being the culprit. Still, you’re looking at 22.2 cubic feet (629 liters), and that balloons out to an impressive 63.7 cubes (1,804 L) when you drop the 60/40 folding rear row.

As the top-shelf tester (SX Touring in Canada), this Niro EV comes with all the tech you’d expect of a compact modern Kia. Smart cruise control, LED lighting outside and in (including ambient), connected car services, heated seats all-round plus ventilated up front—it’s all here.

The main point of contact is a 10.25-inch iteration of Kia’s UVO touchscreen infotainment. It works well enough, not requiring users to dive into too many menus. The side of my brain that likes pretty things digs the cool pink-purple color scheme, but the side craving usability dislikes how hard it is to make sense of the main menu at a glance. Not helping matters is the low-legibility font Kia uses for all menus. Apple CarPlay and Android Auto are both present, with a wired connection. The wireless charger is exclusive to the top trim, but I found it too small for my phone. The uprated sound system is good.

If, like me, you live in an area that sees the white stuff on the ground for much of the year, you’ll be happy to know there’s a dedicated heat pump, to minimize climate control drain on the battery.

There’s also an ample suite of the typical driver assists, including automated emergency braking, driver attention alert, blind-spot detection, lane keep and follow, rear cross-traffic alert, parking sensors front and rear, and adaptive cruise control. Most are standard in the US, but unfortunately, all are locked to the top trim in Canada.

As I hinted earlier, the Niro doesn’t ask its drivers to completely adjust their ICE driving habits. 291 lb-ft and a curb weight of 3,889 lb means it’s spritely around town but never quite quick. The Niro will comfortably cruise at 75 mph (120 km/h), and execute passes without worry, but there is the sense that you’re needlessly draining the range when doing so. The power comes on smoothly too, a progressive roll-out instead of the sometimes touchy response in other, more powerful EVs.

Like other EVs, the Niro has a planted driving feel, thanks to the low placement of its battery pack. Kia has some talented engineers in its ranks—witness the smooth suspension tuning of the Stinger GT—so the occasionally harsh ride quality comes as a surprise. It’s never unruly, but for a car with pretty much zero sporting ambition, the Niro rides stiffer than other cars of its size.

Steering feel is a highlight, with good, consistent weight and feedback. There’s also regenerative braking, with wheel-mounted paddles to decide the level of slowdown. I prefer the most aggressive setting, which nearly brings the Niro to a complete stop. It essentially turns of somewhere around 6 mph (10 km/h), at which point you’ll need to hold the left paddle.

The Niro EV is rated at 239 miles (385 km) on a single charge. I picked it up with an indicated 217 miles (350 km), and saw a real-world range of around 90 percent of that. Not great, but keep in mind it was operating through a winter cold snap. Find a DC fast charger and the Niro will recharge to 80 percent in a little under an hour; hooking up to a Level 2 means around 10 hours to replenish the 64.0-kWh battery pack.

Pricing for the 2022 Niro EV starts from $41,205 ($46,790 CAD) for an EX trim. That buys the same 239-mile (385-km) range as this tester, just a less bougie interior experience. The next step in both Canada and the US is the EX+ ($45,865 / $52,490 CAD), and then this Canuck-only SX Touring ($56,490 CAD).

That’s inching into dangerous territory, with newer, shinier—and longer-distance—EVs humming into view. The larger VW ID.4 and Ford Mustang Mach-E both start right around EX+ money. So does the Hyundai Ioniq 5. And if we’re talking Hyundai, the upcoming Kia EV6, which shares its E-GMP platform with the Ioniq 5, asks buyers to shell out less than $1,000 more, base-for-base, than the Niro EV. For that, you’d get a rear-drive model that gives up a measly 7 miles (11 km) in range.

The difference with the Niro is that you’re far more likely to find dealer incentives, on top of the federal and state/provincial ones.

The tough thing with electric vehicles is how quickly the market moves. Like cell phones, they run the risk of feeling outdated very quickly.

The 2022 Kia Niro EV largely avoids all that. While its range isn’t the stuff of headlines, it’s still plenty for suburbanites. The Niro is spacious, easy to drive, and crucially, doesn’t feel much different from an ICE-powered car. The undramatic styling surely has its own appeal for some, too. Add it all up, and it’s a low-fuss mode of transport.

FAQs

How much does a 2022 Kia Niro EV cost?

Pricing starts from $41,205 ($46,790 CAD). The hybrid and plug-in hybrid versions are naturally more affordable.

What is the all-electric range on the 2022 Kia Niro EV?

239 miles (385 kilometers).

Does the 2022 Kia Niro EV have one-pedal driving?

Not quite. There are multiple levels of regen braking available, but to come to a complete stop, drivers need to hold the left paddle behind the wheel.