The HEV variant twins a 1.6L four with an electric motor to create 139 horsepower and 195 lb-ft of torque. The PHEV also employs the 1.6L engine with an electric motor to furnish 180 total system horsepower and 195 lb.ft. of torque. The 11.1 kWh battery pack has 53 kilometers of pure electric range and recharges in three hours on a level II charger. Both the HEV and PHEV variants send power to the front wheels via a six-speed dual clutch automated manual transmission. The BEV uses a 64.8 kWh battery pack that powers a 150 kW electric motor. Range is stated to be 407 kilometers, about 20 percent greater than last year. The battery pack can be recharged to 80 percent in 43 minutes hooked up to a Level 3 charger and six hours with a Level 2 charger. Standard safety equipment includes a forward collision warning, autonomous emergency braking, including junction turning prevention, blind spot and rear cross traffic monitors, a rear occupant alert, Highway Drive Assist and Lane Follow Assist.

The new Niro moves past the rounded, amorphous form of its predecessor for something a bit more square rigged with a hint of generic Volkswagen about it. Overall, it comes off as tasteful and contemporary but a touch anodyne. Some models will be available with a contrasting paint band between the rear door and the tailgate. Like many contemporary cars, all car-operation readouts and infotainment functions are handled by a wide and shallow computer tablet. Car operation information is displayed in front of the driver with infotainment functions shown at the top-centre of the dash. Unlike many cars that have a free-standing screen, that of the Niro is incorporated into the main dash, which has a gently-arcing nacelle which flows to the passenger side door, like on the Citroen SM. The front door trims, which are visually calm but not plain, are bisected by very sculptural elements that contain the window switches, door pulls and armrests. Like on various new Kias, a horizontal panel at the base of the dash with a selection of knobs and push buttons to control the various functions but the same bits can manipulate both the infotainment and climate functions depending on which of the two operation modes are selected. The system is more interesting than truly functional but is better than the many challenging touch screen control interfaces offered by other makers. Built on the same wheelbase and the same height as its predecessor, the new Niro should have good space for four adults.

The Niro HEV creates 139 total system horsepower from a normally-aspirated 1.6L four and electric motors. Power reaches the front wheels via a six-speed dual-clutch automated manual transmission. While not a fireball, progress is steady and acceptably refined unless you push it hard, when it gets a bit raucous. The Niro HEV operates a fair amount of time in pure electric mode, which leads to impressive economy. The transitions from electric mode to gas power mode are smooth; smoother than on a vehicle like the Toyota Corolla hybrid. Road and wind noise are nicely controlled and highway cruising is serene.

Steering is nicely weighted and geared, holds its line well on the highway but is not the last word in feedback from the road.

Braking is strong and there is no hint of the regenerative braking system used on the car.

Ride is generally good, if firm. The use of low-profile 225/45/18 tires lead to a chic look but are more suited to a sports car than a small family hatchback, and lead to more ride harshness than necessary. Lesser models are shod with 205/60/16 tires that should deliver a better ride if you can live without the super-luxury features like navigation and heated and cooled seats that are exclusive to the SX trim.

The air conditioner keeps occupants pretty cool in sultry summer weather in Toronto but could be stronger.

Sounds from the Harman-Kardon branded audio system are very good.

Hybrid: the base LX, with alloy wheels, heated front seats and a comprehensive active safety suite, is nicely equipped. The EX adds roof rails, keyless access, a heated steering wheel, active cruise control and navigation. The EX Premium upgrade adds a sunroof and a power driver’s seat. The SX range-topper features, ventilated front seats, a power driver’s seat and a head-up display unit. Leather seating is not offered in the Niro.

PHEV: Except for the SX, which has no equivalent to the HEV, the PHEV models are equipped similarly to their HEV counterparts.

BEV: All versions include alloy wheels, heated front seats, navigation, blind spot and rear cross traffic monitors, forward collision warning, and active cruise control. Moving up to the oddly named Wind+ trim adds a heat pump system, a power tailgate, a heated steering wheel, power tailgate, and wireless cellphone charging. The equally bizarrely monikered Wave trim, with a sunroof, rear auto braking, ventilated front seats, a Harman-Kardon audio system, a head-up display system and a system that can reverse the car and pull it out from a parking spot.

Not rated as too little information is available on Kia’s hybrid system reliability. Unlike the 2L and 2.4L fours from Hyundai-Kia, the 1.6L four under the hood of the Niro appears to deliver acceptable durability. Long-term durability of the hybrid componentry is unknown.