Used 2021 Kia Niro

The 2021 Kia Niro Hybrid is one of three Niro variants, each with drivetrains dedicated to fuel economy. As the name says, this one is a gasoline/electric hybrid, the same basic idea as the Toyota Prius.

With this model, there’s nothing to plug in. Just fill up the tank (infrequently, it turns out) and enjoy average gasoline consumption of up to 50 miles per gallon. Not quite as good as the Prius, but the Niro has its own appeal — such as crossover styling and generous cargo space.

There might be some debate over what exactly a 2021 Niro is. Naturally, Kia calls it a crossover because everyone wants a crossover. The Environmental Protection Agency (EPA) classifies it as a small station wagon. It’s really somewhere in between — a small hatchback with a slightly raised ride height and crossover styling.

However, it’s perceived, the 2021 Niro Hybrid is a pleasant vehicle that’s cheap to run. The 2021 Kia Niro Plug-in Hybrid (PHEV) and Niro EV (electric vehicle) each have their own separate reviews.

How fast is the 2021 Niro Hybrid? Don’t be put off by the underwhelming 139 horsepower. Torque is a better metric, and the Niro Hybrid’s 195 lb-ft is quite substantial for a small crossover, providing the thrust to go from standstill to 60 mph in about 8.6 seconds.

Admittedly, that’s far from breathtaking, but it’s energetic enough for city and suburban driving. And hybrid owners tend to like conserving fuel instead of squandering it in drag races.

Ride quality is more than acceptable, yet Kia has still managed to give the suspension a dash of athleticism, keeping tidy through twisting sections. There’s a nicely compact turning circle as well, a boon for maneuvering around the city.

We’re also happy that Kia didn’t employ a continuously variable transmission (CVT) in the 2021 Niro Hybrid. This 6-speed dual-clutch unit is satisfying in its responses without compromising fuel economy.

The cabin of the 2021 Niro Hybrid is classy, roomy, well-executed, and designed with a subtle flair. An electronic parking brake comes in at the Touring level, creating a little extra stowage space in the center console.

The seats are comfortable, and there’s enough space for 6-footers to sit in the back. Tall types would be much less enjoyable company in a Prius. There’s also quite a bit of cargo space, with 22.4 cubic feet behind the rear seats (that split and fold in 60/40 fashion). Maximum cargo area with those seats folded is 54.4 cubic feet.

Although hybrid drivetrains are appearing in crossovers the next size up from the Kia Niro (like the Toyota RAV4 and Honda CR-V), they’re still a little thinner on this particular ground. So if potential buyers gravitate more toward a crossover style than a conventional hatchback or sedan body, then the Niro Hybrid is definitely a contender.

It rides slightly higher than a hatchback, has SUV-like black plastic on the sides, and comes with roof rails as standard. Conversely, there’s really nothing about the Niro that says “hybrid.”

10.25-INCH TOUCHSCREEN
In the top two trims, this relatively large infotainment touchscreen provides crisp images. The system itself is logical and user-friendly, and some functions are controlled with physical buttons. Just one downside – with this screen, the system doesn’t support wireless smartphone integration. Keep that cable in the car.

SPORT MODE
This adds some weight to the steering, sharpens throttle response, and allows the transmission to stay in lower gears for longer — it all adds up to extracting the most fun from the drivetrain. Not a typical hybrid trait, sure, but good to have for those occasional solo runs on quiet, interesting roads.

When so many new cars have driver assistance features like forward-collision warning with automatic emergency braking as standard, it seems like a misstep by Kia not to put those things in the 2021 Niro Hybrid LX. On a more trivial note, the top EX Premium trim is the only version to come with a cargo cover as standard, which is just being cheap.

Climbing down from our high horse, LX trim kicks things off with 16-inch alloy wheels, LED daytime running lights, cloth upholstery, dual-zone automatic climate control, rear occupant alert, 8-inch infotainment touchscreen, wireless Apple CarPlay/Android Auto smartphone integration, USB port, Bluetooth, AM/FM/HD radio, and a 6-speaker audio system.

One rung above LX is LXS trim, costing $1,400 more and which will no doubt be the biggest seller. It has the aforementioned driver aids as standard, plus blind-spot monitoring with rear cross-traffic alert, lane-keeping assistance, automatic high beams, and pedestrian detection for the forward-collision avoidance system.

Other additions include a leather-wrapped steering wheel, keyless entry/start, remote start, and a rear center armrest. Things become increasingly lavish with the two Touring trims and the EX Premium.

Apart from a few things like a cargo cover in the lower four trims and roof rail crossbars throughout the 2021 Niro Hybrid lineup, there aren’t many extras. If buyers want more features, they need to consider the higher trims.

In the gasoline department, the 2021 Niro Hybrid has a 1.6-liter 4-cylinder engine. On the electric side is a motor running off a lithium-ion polymer battery.

Their combined output is 139 horsepower, which goes solely to the front wheels through a 6-speed dual-clutch automated transmission (it’s operated like a regular automatic). Paddle shifters come in at the Touring trim level.

So what’s the fuel economy of the 2021 Kia Niro Hybrid? Although it’s the same drivetrain in every version, fuel economy is affected by weight and wheel size. Therefore it varies by trim level. The actual figures are in the table below.

1.6-liter inline-4 + AC synchronous permanent magnet electric motor
139 horsepower total system output
195 lb-ft of torque total system output
EPA city/highway fuel economy: 53/48 mpg (LX), 51/46 mpg (LXS, EX Premium), 46/40 mpg (Touring, Touring SE)

Our Expert Ratings come from hours of both driving and number crunching to make sure that you choose the best car for you. We comprehensively experience and analyze every new SUV, car, truck, or minivan for sale in the U.S. and compare it to its competitors. When all that dust settles, we have our ratings.

We require new ratings every time an all-new vehicle or a new generation of an existing vehicle comes out. Additionally, we reassess those ratings when a new-generation vehicle receives a mid-cycle refresh — basically, sprucing up a car in the middle of its product cycle (typically, around the 2-3 years mark) with a minor facelift, often with updates to features and technology.

Rather than pulling random numbers out of the air or off some meaningless checklist, KBB’s editors rank a vehicle to where it belongs in its class. Before any car earns its KBB rating, it must prove itself to be better (or worse) than the other cars it’s competing against as it tries to get you to spend your money buying or leasing.

Our editors drive and live with a given vehicle. We ask all the right questions about the interior, the exterior, the engine and powertrain, the ride and handling, the features, the comfort, and of course, about the price. Does it serve the purpose for which it was built? (Whether that purpose is commuting efficiently to and from work in the city, keeping your family safe, making you feel like you’ve made it to the top — or that you’re on your way — or making you feel like you’ve finally found just the right partner for your lifestyle.)

We take each vehicle we test through the mundane — parking, lane-changing, backing up, cargo space and loading — as well as the essential — acceleration, braking, handling, interior quiet and comfort, build quality, materials quality, reliability.