Kia Niro with 64kWh in the test

Driving report Kia E-Niro

New electro-kia in the first test

Kia Niro with 64kWh in the test-64kwh
Kia The Kia Niro with 64 kWh in the test

Two years after the Kia Niro’s start of Germany with a plugin hybrid drive, the Korean manufacturer pushes the purely electrical variant after.

From 35.The basic version with 39 kWh battery and 100 kW drive is available 290 euros (before funding). For the test, the 64 kWh top version "Spirit" with leather interior was available, which around 46.000 euros (also before funding) costs.

The drive variants are identical to those of the Hyundai Kona. The Niro is slightly larger than the cousin from the group program and offers more trunk in particular: 451 liters should it be according to DIN standard. Otherwise the cars are very similar.


The e-niro is a compact SUV and ranks somewhere between VW T-Roc and Tiguan in this class. In contrast to such cars, the off-road vehicle aspect of the e-niro is purely cosmetic: there is none all wheel drive, No off-road reduction and not even large ground clearance. Robust wheel runs and indicated protective planking under the aprons must be sufficient for the SUV claim.

Now learn more about the future of mobility

On our e-mobility portal site you will find all e-vehicles & hybrids available on the German market with technical data, prices, delivery times and model comparisons. There are ongoing insider news, tests of all important vehicles, an overview of charging stations and a range computer.

You can also arrange a test drive for your desired car for free and start e-mobility easily.

However, this does not harm the e-niro. At 1.54 meters, for example, it is ten centimeters flatter than a Tiguan and has a significantly cheaper aerodynamics. In the case of the trunk, the e-niro must make a certain compromise. That is nominal Luggage compartment 451 liters Large, however, a large part of the volume is below the trunk floor, where the charging cables are usually stowed away. The e-niro trunk is below the class standard at both height and width. For four people, however, the subject will be enough. When folding the seats there is no flat surface -a property that the e-niro shares with the most electric cars. There is simply too much technology placed under the rear seat bench.

Kia Niro with 64kWh in the test-64kwh
Site Kia e-niro

The space is very good for the occupants. In front it is very good – especially on the ventilated and heated, electrically adjustable – leather seats, and even tall people have enough space on the back seat bench. The e-niro meets the requirements for a family car. the Processing quality is traditionally good for the South Koreans, the leather interior of the E-Niro also looks very high quality. To the Quality impression If the volume level in the Kia fits: at motorway pace, the wind noises are very discreet, a conversation works in moderate room volume.

Driving characteristics

Richig adult SUVs with heights over 1.70 meters can only hide their wanking and nick tendency when cornering or braking. Here the e-niro has a clear advantage: it is not only lower, due to the battery installed in the floor of the car, it lies Focus deephe than with a conventional car. Anyone who lets yourself on the agile driving experience will be Fool -proof understeering chassis braked. This is exactly the right interpretation on this side of the sports car world. The e-niro also prefers to cruise with 204 hp. A clear weak point for driving dynamics is the traction control of the e-niro. Even with dry street and light steering stroke, too much gas leads to squeaky tires and coarse control interventions. This impression increases on Nasser street. At the latest since the i3s of BMW has shown how perfect (and unnotectable) one Electric traction control can work, such an assistance system is negative. Of course, the weakness has no influence on driving safety: the e-niro remains easy to control even when wet.

Kia Niro with 64kWh in the test-test
Kia e-niro

The driving mode switch with "Eco", "normal" and "sport" primarily changes the response behavior of the accelerator pedal. “Sport” doesn’t feel really sporty, but rather over -nervous because the degree between Strong acceleration and strong recuperation is very narrow, and the gas foot can only be used to the behavior with some training. ECO mode primarily limits the acceleration, which has much less influence on the range than the speed driven. In the end there is no real reason not to drive with the "normal" mode. With the kickdown, the full performance is always released anyway.

We always like the control of recuperation performance via steering wheel paddle. The system works very intuitively, especially for switching of conventional cars with automatic transmission and shift paddles. The recuperation control in four levels very often saves the additional step on the brake pedal, but also allows gliding without braking effect.

Consumption and range

15.9 kWh consumption per 100 kilometers and 455 kilometers range promises Kia according to the WLTP measuring standard. Consumption of reach results in a greater capacity than the Kia really has in its battery. This is the case with most electric cars-the discrepancy results from the fact that the consumption is measured from the socket, but some energy is already lost when charging. We loaded the 64 kWh battery with a maximum of 72 kWh socket current.

In the real world they are Consumption, as usual, difficult to achieve. In city traffic, our consumption was 16 to 17 kWh per 100 km, the arithmetic range is then 450 kilometers. At a highway pace 125 km/h, consumption increases to just over 20 kWh – this is a very good value in the competitive environment, the resulting Range of 340 kilometers On the highway is very close to the Model 3 class leader, which at least has eleven kilowatt hours more battery capacity but also has more than double performance.

For the Long -distance suitability not only counts the raw range, but also the loading speed. The e-niro has no nakedness here: the Koreans pulls up to 80 kilowatts on correspondingly strong fast loaders from 100 kW output. So almost 200 kilometers of range are reloaded in half an hour. We only had to interrupt a test trip from Munich to Vienna (455 kilometers) for the obligatory toilet and coffee break. After 25 minutes it continued and we arrived at the finish line with 80 kilometers of residual range. If the charging works as well as in the e-niro, then the electric drive is actually hardly a restriction towards burners. You can also manage long vacation trips with it.

Electronics and assistance systems

The Niro Plugin and the Hyundai Ioniq, which we tested one to two years ago, annoyed with their assistance systems: Although the automatic lanes and distance, were not standard, but could not compete with the premium competition or e-golf. Of the e-niro In some cases, it is very clear here: in particular the distance contemporary with a stop-and-go function for the traffic jam is now convincing across the board.

The system works very reliably and recognizes very precisely whether a vehicle in front is a potential obstacle on your own trace or not. However, our euphoria cools down again: The system is mainly with beeps busy, the steering intervention only takes place after the track limitation has already run over, but then jerky. On long straight motorway sections, the assistant also tends to control the left lane edge. The opposite costs some strength and many nerves. The switch is placed for the lane assistant very unfavorably: it is invisible between other keys behind the steering wheel wreath. After a few kilometers, most drivers switch off the lane assistant.

The old-fashioned Kia navigation is in e-niro somewhat prettied up, and there is now even an automatic for the Display of charging stations. However, the strategy for this is very simple and impractical. Example: Start in Munich, 100 percent battery, range display 407 kilometers. If you now enter Vienna as a goal and start the navigation, then the navigation system recognizes that a charging stop is necessary.

If you confirm the dialog for displaying charging options, then a list of charging stations appears, ordered by distance, starting in the Giesing district of Munich. The relevant charging stations in Austria appear on the eleventh side of the screen when scrolling. Information about the exact charging capacity (which makes a significant difference) is missing. Nevertheless: the whine takes place here at a high level. Despite the weaknesses, you can get along well with the niro after a short time.

Conclusion: The Kia E-Niro is a real model 3 hunter

Conclusion: In the sum of its properties, the e-niro is a hard competitor for the Model 3 of Tesla. at Quality and processing If he is clearly superior to the American newcomer, this offers the more exciting drive and more rafiness in driving behavior.

In the tested variant it is E-niro, however, also 2.000 euros more expensive As the basic Tesla with 54 kWh battery, 260 hp and standard autopilot. The biggest practical disadvantage of the e-niro is completely different: If you choose the Korean today, you have to wait for the car for a year. Tesla delivers within a maximum of three months. Compared to conventional cars, the E-Niro wins many detailed criteria. In any case, perceived comfort has nothing to do with compact SUVs-the Kia Premium is there. If Kia takes another step in the assistance systems, then the air for VW I.D. and others thin.

This article was written by Sepp Reitberger
The original to this post "New electro-kia in the first test" comes from site.

Everything about electromobility

On our e-mobility portal site you will find all e-vehicles & hybrids available on the German market with technical data, prices, delivery times and model comparisons. There are ongoing insider news, tests of all important vehicles, an overview of charging stations and a range computer.

You can also arrange a test drive for your desired car for free and start e-mobility easily.


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5 thoughts on “Kia Niro with 64kWh in the test”

  1. Kia E-Niro top version "Spirit"
    Before funding 46.000 euros. So many equipment, why not, like in the USA, with and … Before funding 46.000 euros. So many equipment, why not, like in the United States, a full equipment with a 64 kWh battery and over 400 km range, only the choice of colors will be one "Torment". The product costs would drop drastically, since different variants are eliminated, which theoretically enables fully auto -cared production. The most important acceptance problem is the price of 46.000 euros, this model would have to cost 10% less than the Kia Niro hybrid, i.e. approx. 31.000 euros before funding, this would create the incentive to purchase such a car. Please don’t get it now, large battery is too expensive etc., If you want to create a sustainable e -car acceptance and lust of buying, this is only possible over the price – something like that is called the market economy!!!

  2. Wear the losses?
    Who should carry the price difference? No company permanently bears the losses when selling products. You only do that at very short notice. In the medium term, profits must be made.

  3. Yes one…
    Just one… That is of no use if at some point how our government is intended to drive such a battery car. If I still remember that every connection should have 20 kW, what is the connection value of a supermarket parking lot… As much as a village consumed in electricity… And then that’s no longer free.

  4. Elektro Kia
    Moin, now honestly who can afford such a car as a family man.?? Not to mention pensioners. Unaffordable for Otto normal consumers. With today’s wages and pensions.

  5. 35000
    35,000 euros without funding ! This is a house number that the search can only do better earning. How is the consumption in winter ? There is also the model with a trailer coupling for caravans or for trailers to carry material ? How is the range then ?


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