2017 Kia Niro hybrid SUV: are electric, AWD versions in the works?

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The 2017 Kia Niro, slated to go on sale late this year, will be Kia’s first dedicated hybrid, for which there's an entirely unique body style.

Yet compared to other such hybrid-exclusive vehicles, like the Toyota Prius family, the former Honda Insight, and the upcoming Hyundai Ioniq—with which it shares a platform, a hybrid system, and other underpinnings—it’s decidedly different.

A big part of what makes it different is its profile—one that fully dodges the familiar teardrop-like “kammback” profile, with its softly arched roofline and somewhat tall tail, that’s become de rigueur for high-mileage hybrids.

CHECK OUT: Hyundai And Kia Target # 2 Slot In Green Vehicles By 2020 (Nov 2014)

Orth Hedrick, vice president of product planning for Kia Motors America, sat down with us this past week at the New York Auto Show to talk about Niro—and why the automaker made a conscious effort to look beyond maximum aerodynamics, and toward utility and driving enjoyment instead.

Bypassing the kammback

“Arodynamics is of course important, but we wanted to offer a choice for which there’s utility involved, for which there’s a different look, a different stance, bigger tires...and with a DCT and a strong motor that has a great off-the-line experience, with a more premium power steering system that feels and tracks right, and with a suspension tune that gives up a little bit of tow in and tow out [for lowest rolling resistance] but gives you more road feel.”

2017 Kia Niro

2017 Kia Niro

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What will power the Niro is a variation of the hybrid system that’s been developed and refined in the Optima Hybrid—here, with a 1.6-liter direct-injection four-cylinder Atkinson-cycle four-cylinder engine, and a 43-hp electric motor mounted to a six-speed dual clutch transmission. Altogether, it makes 146 horsepower and 195 pound-feet of torque, and the system taps into a 1.56-kwh lithium-ion polymer battery, mounted under the rear seat.

“All that stuff has tradeoffs for fuel economy,” concedes Hedrick, noting that with such priorities the product won’t quite match those vehicles, like the Ioniq, that absolutely optimize fuel economy. “Yet if you want the best mileage out there, you have to give up a lot...So we thought, let’s give the market a choice, how about if you give up a little bit of mileage and we give you this great experience?”

“If you look at the choices right now, you have to give up a lot of emotional enjoyment. We heard from folks who are driving the current offerings that, gee, I wish I had something I could be a little more passionate about, or I wish that I would have more of a driving experience in maneuvering and handling the car.”

“We’d like to show the market that you can have this great-looking vehicle with great utility that drives great, and it’s easy to live with day in and day out, and it’s a great experience overall—oh, and by the way it’s a hybrid and it gets great mileage.”

Weighing the tradeoffs for maximum mpg

Hyundai has anticipated that its Ioniq will meet or beat that of the best 2016 Toyota Prius models, which go up to about 56 mpg in the EPA combined cycle. Meanwhile, Kia announced a target 50 mpg EPA combined number for the Niro. It will weigh a little more than the Ioniq, for sure, and its coefficient of drag, while not the amazing 0.24 of the Hyundai, is an excellent 0.29.


 
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