I've seen the all-new
Niro Hybrid,
Kia's new dedicated HEV model, and
while it didn't make a very good first impression with its design, it
more than made up for that with well-sorted performance during my
subsequent drive.
The hybrid utility vehicle
Before you get too excited, no, this is not the same scissor-doored, sharply styled Niro as the concept that debuted previously. Only the name has been recycled for this small hybrid crossover.
The new Niro slots in between the
Soul and
Sportage.
It's identical in wheelbase to the Toyota Prius liftback (106 inches),
but slightly shorter at 171 inches overall. The Niro also has the
slightly elevated ride height of a tiny SUV, a more upright hatchback
and a wider stance. Kia calls the Niro an HUV (hybrid utility vehicle),
which sort of makes my eyes roll.
Presented in Plain Jane silver
on a drab overcast morning at Kia's Namyang Design Center in South
Korea, the Niro was finished with black cladding around its lower
bumpers, rockers and wheel arches. This cladding is supposed to make the
Niro look rugged and tough, but ultimately made it just look a bit
cheap in my opinion. The crossover's rounded headlamps make it look a
bit bulbous and doughy -- especially when parked next to the sharply
styled Optima Hybrid and Plug-in Hybrid models. On the other hand, the
design may pop a bit more in a bolder color, and the understated design
has its appeal when compared to the new (and over-designed)
fourth-generation Prius.
1.6L hybrid powertrain
When you look past the form to the function, things start getting more interesting.
The
Niro is powered by a 1.6-liter direct-injected "Kappa" gasoline engine.
The Niro's mill is the largest displacement engine in Hyundai/Kia's
Kappa series of three-bangers, making a nominal 103 horsepower and 108
pound-feet of torque. The engine is mated to a six-speed, dual-clutch
automatic transmission (DCT), but not directly.
The Niro uses
Kia's TMED hybrid architecture (transmission mounted electric drive),
sandwiching an e-motor between the engine and the transmission. The 32kW
electric motor connects to the engine with a clutch and sends its 125
pound-feet of torque to the front wheels via a direct connected to the
DCT. Kia says this setup affords a smoother transition between
full-electric and hybrid operation modes and allows the Niro to use a
conventional transmission rather than an eCVT like Toyota's Hybrid
Synergy Drive system.
Storing juice for the electric motor is a
42kW and 1.56kWh lithium polymer battery pack. Because Kia is still
calibrating the hybrid system, it's not yet stating official economy
numbers, but the automaker states that a target combined 50 mpg rating.
Driving the Niro
On the roads around Namyang, I was able to
get behind the wheel of a camouflaged, preproduction Niro to get a feel
for the hybrid utility vehicle.
Acceleration and power from the
electrically assisted 1.6-liter feels much better than I'd anticipated.
Kia couldn't (or wouldn't) state a total system output for the Niro's
hybrid system, stating instead that it hasn't finalized the tuning of
its hybrid system and would release a number closer to the production
launch. My butt dyno estimates that the Niro's total torque is in the
neighborhood of the Nissan Juke's 177 pound-feet, which nets the heavier
HUV decent off-the-line pickup and passing power.
When cruising,
the Niro is very quiet. Around town, the Niro's powertrain handles the
electric-to-hybrid transition smoothly. The electric motor also seems to
work well with the dual-clutch automatic transmission, shifting quickly
and efficiently.
The chosen route around Namyang was generally
well maintained, so my test didn't include tossing the suspension into
any potholes or over very rough pavement. There was, however, an absurd
number of speedbumps on the route. The Niro's ride felt well composed;
soft, but not in a floaty way. The steering felt (dare I say?) sporty
and direct.
Of course, I wasn't able to drive long enough to get a
good idea of efficiency, and Kia is still working on the tuning, so the
ride characteristic and hybrid powertrain performance could change by
the time the Niro starts production next year. But if this preproduction
example was any indicator, I'll be looking forward to spending more
time with Kia's first dedicated hybrid next year.
Efficiency tech
Helping the powertrain towards its efficiency
goals are a suite of eco technologies. An active air flap hidden in the
grille opening closed at highway speeds to smooth the Niro's
aerodynamics. And that's the simple part.
More advanced is the
Niro's ECO-DAS driver aid software with predictive energy control. The
system integrates with the navigation and GPS systems to make the most
efficient use of hybrid powertrain based on chosen route's slope,
curvature, and so on.
For example, ECO-DAS may be more liberal
with using the battery's charge for electric assist leading up to an
extended downhill segment, because it knows that it will be able to
recoup the energy through regen. Alternatively, it can save up battery
power to reduce the impact of increased emissions during an uphill
passage. When approaching a navigation turn event, ECO-DAS can also
suggest that a driver lift from the throttle and start coasting early,
based on the current speed and the distance to the turn, saving energy
that would be wasted by braking at the last minute. Kia says that this
coasting coaching can net up to a 3 percent fuel economy boost.
Cabin and driver aid tech
In
addition to efficiency tech, the Niro is also equipped with a
respectable loadout of standard and optional infotainment and driver-aid
tech, starting with a very trick looking instrument cluster that
integrates digital and physical elements in a very attractive way.
Smartphone fans will appreciate an available wireless charging tray that Kia says is big enough to fit a Samsung Galaxy Note or an iPhone 6 Plus. While the phone is charging, Android
users will be able to enjoy standard Android Auto screen mirroring and
connectivity. Kia says that CarPlay connectivity for Apple phones is
coming shortly after launch, which is weird because the current Hyundai
Sonata and Kia Optima already support both smartphone technologies.
In
addition to Android Auto, the Niro will also support
Kia's UVO suite of
navigation, digital media and connectivity technologies.
Rear
seat passengers will also have access to a 220V AC power outlet to
charge their laptops or other devices on the go. Will no doubt be
swapped with a 110-120V inverter when the Niro makes US landfall.
Available
safety tech starts with a standard rear camera mounted high on the rear
liftgate, just below the pivot point of the rear wiper. Kia says that
it's the first manufacturer to put the camera here and that the high
camera position will both keep the lens cleaner and afford a better view
of the area behind the car.
The automaker also stated that the
Niro would be available with autonomous emergency braking for its
forward collision-warning system, adaptive cruise control, blind-spot
monitoring and a lane-departure warning system.
Looking further forward
Even with the ridiculous level of
early access to the Niro, Kia was pretty guarded about many details.
However, the company did let slip that a plug-in hybrid (PHEV) version
is being developed, possibly reaching the market once the HEV is
settled. This PHEV variant would get a lighting upgrade, swapping the
standard Bi-Xenon units with LED headlamps. Styling changes would
include white wheel covers, "eco/plugin" emblems and "eco blue" color
accents to the bumpers and body. Of course, there'd also be a plug-in
port on the driver's front fender and a larger battery pack that would
grant the Niro an extended electric-only driving mode. Beyond these
details, Kia would not speak on estimated EV range or projected
efficiency.
Kia's first dedicated hybrid model should debut to the
public sometime in late 2016 as part of a larger green car five-year
plan that includes the launch of hybrid and plug-in hybrid versions of
the Optima sedan and culminates in the launch of a fuel cell vehicle by
2020. Closer to the Niro's production launch, we should have more
information regarding price, specific efficiency and a timeframe for
availability.
Source
