With several hundred less pounds to haul around, the Niro PHEV feels quicker off the line than the sedate EV. It utilizes a six-speed automatic gearbox, which performs well in all conditions. Like the EV, the Niro PHEV is a front-drive-only affair. The motor pulls from an 11.1-kWh battery pack play your cards right, and it'll do 33 miles (55 km) on nothing but battery power. This plug-in Niro runs an efficient 1.6-liter inline four alongside a 62-kW electric motor, with combined outputs of 180 hp and 195 lb-ft of torque. Niro PHEV: In an unexpected switch, the PHEV is the torquier choice here. There are multiple regenerative braking options, and the most aggressive turns the Niro EV into a genuine one-pedal experience. The steering is clean and light, and the brake pedal feel is natural. Large bumps send a lot of noise into the cabin, however, particularly from the rear axle. Naturally, the EV is quiet on the road, and it rides with a softness that makes it clear comfort is king. Speaking of, the EV doesn't get the E-GMP quick-charge setup, capping at 85 kW on a DC source, which should get the battery back to 80-percent state of charge (SoC) in about 45 minutes. It's easy to be smooth with the EV, and that smoothness is key if you want to hit the 253 miles (407 kilometers) of range on a single charge. It's not abruptly quick like most modern EVs-blame the comparatively mild torque figure-but that's a positive in our eyes. On the road, the EV excels at everyday tasks. Official figures are 201 horsepower and 180 pound-feet of torque. Battery capacity is a healthy 64.8 kilowatt-hours, with one electric motor on the front axle drawing power. Niro EV: Kia has massaged the previous-gen Niro EV's powertrain for this second act. Opting for the PHEV also sacrifices the smart park assist and front parking sensors. The EV does get HDA2 instead, but we find both versions of the Level 2 system very smooth. Automated emergency braking now includes junction turning detection, and both models include lane keep/centering, blind spot monitoring, rear cross-traffic alert, adaptive cruise control with Highway Drive Assist (HDA), and auto headlights. The central touchscreen is the same solid unit with integrated navigation, and while the customizable portion of the instrument panel is much smaller, the functionality is nearly the same. On the other hand, the essentials are all present and accounted for. Others, like the ventilated seats and upgraded sound system, are less essential, at least in our eyes. It lacks lots of the goodies of its electric sibling, some of which, like a power-adjustable seat, seem almost punitive in a $35,000 ($40,000 CAD) car. Niro PHEV: As we covered above, this particular PHEV is an EX trim, Kia's traditional mid-packer. Get used to the system however, and it's quick to respond and offers plenty of personalization choices. Our criticisms here have been the same ones for a while now: the color scheme looks cool, but combined with the font choice, makes the system harder to operate in your peripheral vision. The Kia infotainment system is a solid, straight-forward bit of kit to use. The EV also gets the advantage of vehicle-to-load (V2L) functionality, allowing owners to charge accessories via the car's charge port with the proper adapter. Some of these features are available on the PHEV's higher SX Touring trim in the US, but Canada sticks to just the EX.

Only the EV offers additional goodies like the head-up display, front ventilated seats, rear heated seats, power-adjustable front row seats, power tailgate, a Harman Kardon sound system, and more. Both models get such niceties as the 10.25-inch central touchscreen, heated front seats, and five USB ports. That affords it with a few key advantages over its sibling. Niro EV: This is the top Niro EV trim, dubbed Limited in Canada and Wave in the US.

Yellow plug n play battery