2019 Kia Niro

The 2019 Niro is a carry-over year of the first generation (2017–2022), before the US-market refresh. It uses the same 1.6L Atkinson-cycle four plus a 43 hp motor for 139 hp combined, which is below the 150 hp floor of the SUV band.

Kia rates the combined system at 195 lb-ft, and the motor's low-speed torque helps around town. Against the SUV band that is still lower-mid pack.

Published instrumented tests of the 2017–2019 hybrid powertrain run from 8.6 s (Car and Driver) to 10.1 s (MotorWeek Touring), so ≈9.4 s is a fair central figure. That is near the slow end of the SUV band.

It is quiet and smooth in gentle driving, and electric-to-gas transitions are mostly unobtrusive at a cruise. Under hard acceleration the 1.6 turns buzzy and strained.

The 6-speed dual-clutch gives real gear steps with no CVT drone. It loses points for the usual dual-clutch hesitation and occasional jerky engagement when creeping in stop-and-go traffic.

Kia publishes no US towing rating for the first-generation Niro hybrid. The 1,323 lb unbraked figure seen on some sites is a European rating.

Every 2019 Niro, in every trim and with every powertrain, is front-wheel drive only.

This is a pavement crossover. It has about 6.3 in of ground clearance, front-wheel drive and low-rolling-resistance tires, with no skid plates, terrain modes or off-road trim. EPA classes it as a small station wagon.

For 2019 the Niro was sold as a hybrid, a plug-in hybrid and a new battery-electric model (239 mi, US launch in 2019). That was unusually broad electrified choice for the class. It falls short of the top band because there is no conventional gas engine, no performance variant and no AWD.

The volume LX/EX hybrid is EPA-rated at 49 MPG combined. The base FE gets 50 and the 18-inch-wheel Touring drops to 43.

The volume trim is EPA-rated at 51 MPG city.

The volume trim is EPA-rated at 46 MPG highway.

Range on one tank is 49 MPG combined × an 11.9 gal tank, about 583 miles for the volume trim.

EPA estimates $1,350 a year for regular fuel at 15,000 miles, which is among the lowest of any gas-burning SUV.

It runs on regular unleaded and needs no plugging in. No hybrid trim requires premium fuel or charging.

The 2019 Niro Hybrid earned a 4-star NHTSA overall rating. A 3-star front-passenger frontal result pulls it down.

The 2019 Niro Hybrid was an IIHS Top Safety Pick+ with Good results in all six crash tests, including both small-overlap tests. The award only applies with optional front crash prevention and the HID headlights.

Before the 2020 refresh, AEB, lane keeping assist and adaptive cruise were optional on the volume LX/EX trims through the Advanced Technology Package and standard only on Touring. The FE and LX have no blind-spot monitoring.

When fitted, the system rates Superior for vehicle-to-vehicle and Advanced for daytime pedestrians. It is optional on the volume trims, and no nighttime pedestrian test exists for this year.

Blind-spot detection and rear cross-traffic alert are alert-only and standard from the EX up. They are absent on the FE and LX.

Lane departure warning and lane keeping assist come only with the Advanced Technology Package or on the Touring. There is no lane centering, since Lane Following Assist did not arrive until the 2020 refresh.

Smart Cruise Control is optional on LX/EX and standard on Touring. With no lane centering there is no combined highway assist, and the volume trims ship with conventional cruise.

No 2019 Niro offers hands-free driving or even a hands-on highway driving assist.

The halogen projectors on the FE, LX and EX volume trims are rated Poor. Only the HID projectors on the Touring and the EX with the Premium package are rated Good, and no trim has high-beam assist.

A low, wagon-like profile with a tall greenhouse gives good forward and side sightlines. Rear three-quarter vision is ordinary, there is no surround-view camera, and rear parking sensors are on upper trims only.

IIHS rates the LATCH Acceptable. Two positions have full LATCH hardware and the center has a tether only. The subcompact rear seat makes rear-facing seats a squeeze.

Every 2019 Niro hybrid seats five in two rows. That is normal for a subcompact crossover but low in a band that runs to 8.

40.1 in of front headroom is comfortably above average for a small crossover.

41.7 in of front legroom is adequate but below the SUV band midpoint.

The flat, wagon-like roofline leaves 39.1 in of rear headroom, which is excellent for the class.

37.4 in of rear legroom is competitive for a subcompact and fits two adults on moderate trips. Three across is a squeeze.

The Niro has no third row on any trim, so this scores at the bottom of the band.

19.4 cu ft behind the rear seats is modest even for a subcompact crossover and falls below the floor of the SUV band.

54.5 cu ft with the rear seats folded sits just under the SUV band floor. That is closer to a compact hatchback than to a crossover.

Storage is ordinary but sensible: an open bin with USB and 12V ports ahead of the shifter, a center console, door pockets and an underfloor cargo tray. There is no standout trick and no household outlet.

The front seats are comfortable, but volume LX/EX trims have a manual 6-way driver seat. The 10-way power seat with lumbar starts at the S Touring, and the rear bench is tight for three.

On the 16-in wheels of the volume trims the ride is composed and comfortable over uneven pavement, with minimal body roll. The 18-in Touring rides firmer.

Kia added insulation and acoustic windshield glass, so the cabin is fairly quiet at a cruise. The 1.6L gets buzzy under hard acceleration.

Dual-zone automatic climate is standard and heated front seats arrive at the EX. Ventilated seats and a heated wheel are reserved for the top Touring, and there is no remote preconditioning.

The 2019 hybrid lineup opens with the high-mileage FE at $23,490 plus $1,045 destination; 2019 was a carry-over year with the Graphite Edition renamed S Touring.

The LX is taken as the volume trim; it is the trim Edmunds models for its 2019 Niro cost-to-own projection. The EX ($27,445 delivered) was the other common pick.

Edmunds' new-car five-year projection for the LX is mid-to-high for a subcompact SUV. CarEdge projects a much lower ~$2,640 for the nameplate, so the true figure likely sits below Edmunds'.

Edmunds' $9,205 five-year depreciation on the ~$25k LX implies ~63% retention, while CarEdge projects about 50% depreciation. Hybrid used values firmed after 2021, so a value between the two is used.

Kia's 5-year/60,000-mile basic coverage beats the 3-year/36,000-mile segment norm.

Kia's 10-year/100,000-mile powertrain warranty for the original owner, with matching hybrid-system coverage, is industry-leading.

There is no complimentary scheduled maintenance. Kia includes 5-year/60,000-mile roadside assistance and a UVO connected-services trial, which puts it in the basic-roadside band.

$24,945 volume-trim price minus its estimated resale value after 5 years (57% retained, or about $14,219) leaves about $10,726 in depreciation. Add the projected $7,068 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $17,794 in total.

2019 is the third model year of the first generation (2017–2022) and the last before the 2020 facelift, so the hybrid hardware was already settled. Consumer Reports rates the 2019 Niro 'about average' against other 2019 models, and J.D. Power gives it 77/100 for Quality & Reliability, also 'Average'. NHTSA has no complaints filed under the 2019 Niro. Owner-reported early issues center on the climate system and some electronics. These are average predictors on a maturing platform, so it lands a little above the segment median.

Through the late 2010s Kia was the top or near-top mass-market brand in J.D. Power's Initial Quality Study, and it ranked highest in the mass market in the 2022 Vehicle Dependability Study, which surveys owners of 2019-MY vehicles. That made 2022 the first of three straight years at the top of the mass market. The brand's Theta II and Nu engine campaigns from the same era keep it short of the consistent top-5 band, though neither engine is fitted to the Niro.

NHTSA lists only one campaign for the 2019 Niro, but it is a serious one. 23V-534 (Kia SC276) covers fluid leaking into the circuit board of the DCT's hydraulic clutch actuator, which can cause an engine-compartment fire. It covers 2017–2022 Niro and 2018–2022 Niro PHEV. The fix is to inspect and replace the actuator and install a new fuse. One recall is a light count, but a powertrain fire recall keeps this below the segment median.

The 2019 Niro Hybrid uses a 1.6L Kappa GDI engine and a 32 kW motor with a 6-speed dual-clutch transmission (139 hp combined), the same high-volume family as the Ioniq Hybrid, with owner examples past 200,000 miles. The DCT is the weak point: its hydraulic clutch actuator is the subject of the SC276 fire recall, low-speed judder is a known trait, and the GDI engine tends to build up carbon. None of the Theta II or Nu engine campaigns apply. Proven but with a real transmission flag, so mid-band.

The 2019 is the pre-facelift cabin, with a 7-inch touchscreen on most trims (8-inch navigation unit on the top trims) and a conventional dash. Materials follow a budget hybrid's script: a soft-touch upper dash, plenty of hard plastic lower down, and cloth or leather depending on trim. Reviewers call it well assembled and practical but plain, a touch behind the refreshed 2020.

This is a third-year build from a brand at or near the top of the mass market in J.D. Power's initial-quality studies, and NHTSA has no complaints filed under the 2019 Niro. Owner complaints are scattered and mostly about HVAC and the 12-volt battery rather than rattles or panel misalignment. Generally solid, in the upper middle band.

Kia's roughly 800 US dealers put service within reach almost anywhere, and the Niro's hybrid hardware is shared across Hyundai and Kia models. Service satisfaction is the weak half: Kia sits below the mass-market average in J.D. Power's Customer Service Index. A dense network with an ordinary service experience.

Upkeep is cheap: RepairPal puts the Niro at about $377 a year, below Kia's $474 brand average, and the first generation's six-year run means plenty of parts and salvage supply. Kia's 10-year/100,000-mile hybrid warranty protects original owners, but the high-voltage system and DCT are dealer-only work, and second owners get only 5-year/60,000-mile powertrain coverage.

The volume LX/EX trims use a 7-in touchscreen, at the floor of the band. The pre-refresh 2019 tops out at an 8-in nav screen, since the 8-in base and 10.25-in units arrived for 2020.

Kia's UVO interface is simple and responsive, with physical climate and audio knobs. The small 7-in base screen looks dated even for 2019.

Apple CarPlay and Android Auto are standard on every trim, but only as wired connections. No 2019 Niro offers wireless projection.

Built-in navigation comes only with the 8-in screen on the S Touring, the Touring or the EX Premium Package. Bluetooth voice recognition is basic, so most owners use phone projection.

The base six-speaker system is adequate, and an eight-speaker Harman Kardon premium system is available with the nav screen on upper trims.

The volume trims use analog gauges with a 4.2-in TFT trip display. No full digital cluster was offered before the 2020 refresh brought a 7-in display.

There are no over-the-air vehicle or infotainment software updates. Nav map updates are done by dealer or USB download.

The 2019 Niro has only UVO eServices, which works through the paired phone (diagnostics, parking minder, roadside). There is no embedded telematics, remote start or app lock and locate on volume trims. UVO link connected services arrived for 2020.

A front USB-A port, a charge-only port and a 12V outlet sit ahead of the shifter. Wireless charging is reserved for the Touring, and there is no USB-C or AC outlet.

The LX and above get Smart Key proximity entry with push-button start, but the base FE does not. There is no remote start, hands-free liftgate or phone-as-key.

A rear camera is standard, but front and rear parking sensors are only on the Touring, and no surround-view camera was offered.

No 2019 Niro trim offered a head-up display. One arrived only with the 2023 second generation.

Generous rear headroom and wide rear doors make loading kids easy. LATCH is only Acceptable, the rear seat is narrow for three, and the 19.4 cu ft cargo area is tight for a stroller plus groceries.

IIHS crash tests are Good across the board and it is a Top Safety Pick+ when properly equipped. However, NHTSA gives it 4 stars overall, and AEB and lane keeping are optional on volume trims and standard only on the Touring.

Four adults ride comfortably with good headroom and dual-zone climate. Rear amenities are thin and 19.4 cu ft of cargo limits luggage for four.

It is compact, easy to see out of and smooth at low speed on electric assist. The volume trims lack adaptive cruise unless the tech package is added, and the brake blend can be jerky.

At 49–50 MPG combined on regular fuel, it is among the cheapest crossovers to commute in.

A hatchback-sized footprint and a turning circle of about 35 ft make it easy in the city. A rear camera is standard, but parking sensors come only on the Touring.

It has no US tow rating, modest cargo space and a 139-hp powertrain, so it is not meaningfully work-capable.

The hybrid powertrain has held up reasonably and carries a 10-year/100k-mile powertrain warranty. The light-duty FWD crossover has no fleet-work reputation.

Roof rails start at the LX, but there are no AC outlets, no tow hitch and no work-oriented provisions.

Excellent economy gives a range of about 580 miles per tank, and the cabin is fairly quiet at a cruise. However, the engine drones on grades and adaptive cruise is optional or Touring-only, with no lane centering.

It is front-drive only with about 6.3 in of ground clearance and no tow rating. Roof rails help carry gear, but it is pavement-oriented.

The 60/40 split rear seat and roof rails (LX and up) help, but 54.5 cu ft maximum is small and there is no hitch option.

It shows minimal body roll and is surprisingly planted for a hybrid crossover. Low-rolling-resistance tires limit grip and it is not engaging.

The steering is direct with appropriate weighting but offers little road feel. The rack is unchanged from the 2017 launch.

The blend between regen and friction braking can feel jerky, and tested emergency-stop distances were unremarkable.

The six-speed DCT gives conventional, CVT-free shifts and smooth electric pull-away, but brings occasional low-speed hesitation. Hard acceleration is slow, and the paddle-adjustable regen arrived only for 2020.

It is quiet when cruising or running on electric power, but the 1.6L four sounds buzzy and coarse at full throttle.

A 17.5-ft turning radius gives about a 34.8-ft circle, among the tightest for an SUV.

A tilt/telescoping wheel, simple physical controls and good outward visibility suit most drivers. Volume trims have a manual 6-way seat, with 10-way power only from the S Touring.

The DCT gives it more character than CVT hybrid rivals, but 0–60 times of about 9.4 s keep it in pleasant-appliance territory.

Every trim gets Apple CarPlay/Android Auto and dual-zone climate control. Blind-spot detection starts at the EX, and automatic emergency braking and lane-keep assist are standard only on the Touring or as packages, so the pre-refresh 2019 is thinner on safety tech than rivals or the 2020 Niro.

A 50-MPG (FE) hybrid crossover from about $24,500 delivered, with the industry's longest warranty, is strong value. The slow 104-hp powertrain (139 hp combined), lack of AWD and optional-only active safety keep it out of the top band.

Five well-spaced hybrid trims run from $23,490 to $32,250, and the nameplate also comes as a plug-in hybrid and the new-for-2019 Niro EV. Every version is FWD-only with one engine.

US Niro sales eased from 28,232 in 2018 to 24,421 in 2019. That is a strong showing for a dedicated hybrid crossover but small next to subcompact-SUV volume leaders.

Kia's image was rising in 2019 (the Telluride launch and strong quality-survey showings) but it remained a value brand rather than an aspirational one.

With sales slipping and no supply constraints in 2019, Kia routinely backed the Niro with cash and financing offers, so buyers could typically get below MSRP.

2019 was a carry-over third model year of the 2017-launched first generation. The facelift arrived for 2020 and the second generation for 2023, so buyers faced an imminent refresh.

Reviewers consistently praised its fuel economy, practicality and value, and the Niro EV sibling won major 2019 awards. The hybrid was rarely the comparison-test winner because of its modest performance.