2022 Kia Niro

The 2022 is the final year of the first-generation (2017–2022) Niro and carries the 1.6L GDI parallel-hybrid system unchanged, rated at 139 hp combined on every hybrid trim from LX to EX Premium. That sits below the bottom of the SUV band — modest output even for a subcompact.

The electric motor's low-speed shove lifts combined torque to 195 lb-ft, comfortably more than the 139 hp suggests, which is what makes the Niro feel adequate around town despite the low horsepower.

Two instrumented US tests of the unchanged first-generation car bracket it: Car and Driver ran 8.9 s in Sport mode and Edmunds 9.7 s, so ≈9.2 s is the fair figure. Near the slow end of the SUV band — fine in town, a planning exercise for highway merges with a load aboard.

Engine-to-electric transitions are smooth and the motor fills in low-speed response well, but in default Eco mode throttle response is soft and the 1.6L gets buzzy when pushed hard on the highway. Generally smooth with coarse notes under load — mid of the 50–79 band.

Unlike the CVTs in most hybrid rivals, the Niro uses a 6-speed dual-clutch automatic, which gives conventional stepped shifts and avoids rubber-band drone; reviewers like it at speed, with occasional low-speed hesitation typical of a dry DCT in stop-and-go traffic.

Kia publishes no US tow rating for the first-generation Niro — its US spec sheets state 'No Towing Capability' (the 1,300 kg braked figure circulating online is a European rating). A genuine zero, scored rather than hidden.

Front-wheel drive is the only configuration on the 2022 Niro — no trim and none of the three powertrains offers all-wheel drive, and no production Niro of either generation ever has.

A paved-road crossover: 6.3 inches of ground clearance, FWD only, low-rolling-resistance tires, no skid plates, terrain modes or off-road trim. The crossover body buys a higher seating position and little more.

For 2022 the Niro nameplate offered hybrid (including the efficiency-tuned FE and Touring variants), plug-in hybrid and full battery-electric versions — broader electrified choice than nearly anything in the subcompact SUV class. Held at the band edge because there is no conventional gas, performance or AWD option.

The volume LXS/EX trims on 16-inch wheels are EPA-rated at 49 MPG combined; the stripped FE edges to 50 and the 18-inch-wheel Touring/EX Premium drop to 43. Scored against other hybrid SUVs.

EPA city rating for the volume LXS/EX hybrid trims.

EPA highway rating for the volume LXS/EX hybrid trims.

An 11.9-gallon tank at the EPA 49 MPG combined rating gives roughly 583 miles per fill — a small tank offset by excellent economy.

EPA annual fuel cost estimate at standard assumptions for the volume trim on regular unleaded.

Every 2022 Niro hybrid runs on regular unleaded and needs no plug-in or special fuel; nothing costly or complicated about keeping it fuelled.

NHTSA rates the 2022 Niro Hybrid FWD four stars overall; the frontal passenger-side score is only three stars, holding the overall rating down.

Every IIHS crashworthiness test is rated Good, but the 2022 Niro earned no Top Safety Pick award. Weak headlights on most trims and optional crash-avoidance kit kept it off the list, so it scores in the upper part of the no-award band.

The base LX comes with little beyond the required backup camera. The volume LXS adds AEB with pedestrian and cyclist detection, lane keeping, blind-spot warning, rear cross-traffic warning and driver attention warning. Adaptive cruise is limited to Touring SE and EX Premium.

When fitted, the Forward Collision-Avoidance Assist system earns IIHS's top vehicle-to-vehicle rating and an Advanced daytime pedestrian rating. There is no nighttime pedestrian rating, and the system is not standard on the base trim.

Blind-spot and rear cross-traffic warnings are standard from the volume LXS up and are alert-only at that level; the base LX has neither. Safe-exit assist is not offered.

Lane Keeping Assist is standard from the LXS up and steers the car back from the lane edge. True lane centering is reserved for the top trims, and the LX has no lane assistance at all.

The volume LX and LXS trims have conventional cruise control only. Smart Cruise Control with stop-and-go is limited to the Touring SE and EX Premium, and no Highway Driving Assist is offered on this first-generation Niro.

No hands-free driving system is offered on any 2022 Niro trim.

IIHS rates the halogen projector headlights on the lower trims, including the volume trims, Poor. Only the higher-trim upgraded lamps earn Good, and high-beam assist arrives from the LXS up.

The tall wagon-like body has a large glass area and thin-ish pillars, which gives reasonable sightlines. The rear window is small and no 360-degree camera is offered, so visibility is average for the class.

IIHS rates the LATCH hardware Acceptable. Two outboard positions have full LATCH and the center seat has a tether only, and the narrow subcompact rear bench limits multiple-seat installs.

Two-row, five-seat subcompact crossover on every trim; no third row offered.

Generous front headroom for a subcompact thanks to the tall wagon roofline.

Adequate but slightly below-average front legroom for the SUV band.

The flat roofline gives unusually good rear headroom for the class.

Competitive rear legroom for a subcompact crossover; adults fit comfortably.

No third row is offered on any 2022 Niro; scored in the lowest band per framework guidance.

Cargo space is below the SUV band floor; competitive only against small hatch-like crossovers.

Maximum cargo just under the SUV band floor of 55 cu ft.

Conventional but sensible storage: center console bin, door pockets, an underfloor cargo tray over the hybrid battery area and a front tray for phones; nothing standout.

Front seats are supportive for commuting, but lower trims lack power adjustment and lumbar support is limited; rear bench is comfortable for two adults.

Composed, carlike ride with multilink rear suspension; sharp impacts come through on larger wheels but it is generally smooth.

Quiet at low speed in EV mode, but road and wind noise are noticeable at highway speeds and the 1.6L gets loud under hard acceleration.

Volume LXS has manual climate and cloth seats; heated front seats arrive on Touring SE, and ventilated seats/heated wheel only on the EX Premium. No rear vents or remote preconditioning on most trims.

The entry 2022 Niro hybrid LX lists at $24,690 including destination. 2022 is the final year of the first generation and carries the 2020-refresh lineup, with an LXS SE trim added.

The LXS, which adds the Drive Wise driver-assistance suite, is the volume trim and the one Edmunds models for its cost-to-own figures.

Edmunds projects $7,357 in maintenance and repairs over five years for the LXS. CarEdge's projection for the nameplate is much lower, at about $2,640, so the real figure is probably below Edmunds' number.

Edmunds' $10,466 five-year depreciation on the $26,090 LXS implies about 60% retention. CarEdge shows the 2022 model still worth about 65% of its original price roughly four years in. Used-hybrid demand held values up, so this is scored slightly below the Edmunds-implied figure as a conservative five-year estimate.

Kia's 5-year/60,000-mile basic coverage is longer than the 3-year/36,000-mile norm in the segment.

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

Kia included no complimentary scheduled maintenance on the 2022 Niro. It does carry 5-year/60,000-mile roadside assistance and a UVO connected-services trial, which puts it in the basic-roadside band.

$26,090 volume-trim price minus its estimated resale value after 5 years (58% retained, or about $15,132) leaves about $10,958 in depreciation. Add the projected $7,357 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $18,315 in total.

2022 is the sixth and final model year of the first generation (2017–2022), a carry-over of the 2020 refresh, so the hardware had five years of running fixes behind it. J.D. Power rates the 2022 Niro 78/100 for Quality & Reliability ('Average'), and Consumer Reports rates it about average against similar cars. NHTSA holds 31 owner complaints across all three 2022 Niro variants (Hybrid, PHEV, EV), spread across components with no repeating problem. Average predictors on a fully mature platform put it slightly above the segment median.

Kia was the top or near-top mass-market brand in J.D. Power's quality and dependability studies across this period. It ranked highest in the mass market in the Vehicle Dependability Study three years running through 2023, and CR has consistently ranked it in its top-10 brands. The Theta II and Nu engine campaigns keep it short of the consistent top-5 band. Neither engine is fitted to the Niro, but this item grades the brand.

NHTSA lists exactly one recall under the 2022 Niro, but it is serious. 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 applies to 2017–2022 Niro Hybrid and 2018–2022 PHEV vehicles; the fix is to inspect and replace the actuator and add a new fuse. A single campaign is a light count, but a powertrain fire recall keeps this below the segment median.

The 2022 Niro Hybrid carries over the 1.6L Kappa GDI engine, 32 kW motor and 6-speed dual-clutch transmission (139 hp combined), a high-volume family shared with the Ioniq Hybrid, with owner reports past 200,000 miles. The DCT is the weak point: its hydraulic clutch actuator is the subject of the SC276 fire recall, and low-speed judder and GDI carbon build-up are known traits. It is not covered by the Theta II or Nu engine campaigns. Proven, but the transmission is a real flag, so it sits mid-band.

The cabin carries over from the 2020 refresh: redesigned dash, an 8-inch touchscreen standard and 10.25-inch on upper trims, soft-touch upper door and dash surfaces, and hard plastics lower down. Reviewers call it well assembled for the price but not premium, so it is competitive rather than class-leading.

This is the last-year build of a six-year-old platform from a brand with strong initial-quality results. The 2022 Niro's NHTSA complaints are scattered across brakes, electronics and lighting rather than clustered on rattles or misaligned panels. Generally solid, near the top of the 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 six years of first-generation production mean 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 later owners get only 5-year/60,000-mile powertrain coverage.

Volume LXS uses the 8-inch display; the 10.25-inch widescreen is limited to upper trims.

Kia's interface is simple, quick and backed by physical shortcut buttons and knobs; reviewers consistently call it easy to use, if visually dated on the 8-inch unit.

Wireless CarPlay/Android Auto standard on the 8-inch system (LX, LXS, LXS SE) — but the upper trims' 10.25-inch nav unit reverts to wired projection.

Native navigation only with the 10.25-inch screen on upper trims; volume trims rely on phone projection and basic voice recognition.

Six-speaker base system is adequate; an 8-speaker Harman Kardon system is offered on the EX Premium.

Analog gauges with a 4.2-inch info display on volume trims; a 7-inch TFT appears only on the EX Premium. No fully digital cluster.

No vehicle OTA updates; navigation map updates require dealer/USB download on the 10.25-inch system.

Kia Connect (UVO) offers remote lock/climate start and vehicle status on equipped trims; no digital key on the 2022 hybrid.

USB-A ports and a 12V outlet on volume trims; wireless phone charging on the EX Premium only; no USB-C or household outlet.

Smart key proximity entry and push-button start standard from the volume LXS up; no phone-as-key or hands-free liftgate.

Rear camera standard; rear parking sensors only on upper trims; no surround-view camera on any 2022 Niro hybrid.

No head-up display on the first-generation US Niro; HUD arrived with the 2023 second generation.

Good rear headroom/legroom and wide-opening rear doors make car seats manageable, but 19.4 cu ft of cargo limits stroller-plus-groceries duty.

Good IIHS crash results, but no Top Safety Pick, 4-star NHTSA overall, and forward collision avoidance/blind-spot warning are not standard on the base LX.

Rear seat is roomy for the class, but no rear vents on volume trims, few rear USB ports and modest luggage space with seats occupied.

Easy-driving, compact and efficient; the DCT is smoother than most but can be hesitant from a stop, and Eco mode throttle is sleepy.

49 MPG combined on volume trims (50 for the Niro FE) and low-cost consumables make it one of the cheapest crossovers to commute in.

Compact 171.5-in footprint, ~35-ft turning circle and good outward visibility make it easy in the city; no surround camera.

No US towing rating and modest cargo space; not meaningfully work-capable.

Mature hybrid powertrain with a long warranty, but a light-duty commuter not designed for hard use; dry-clutch DCT is not suited to heavy loads.

Roof rails on some trims and a flat-ish folding rear seat, but no onboard power or work-focused features.

Excellent fuel range (11.9-gal tank × ~49 MPG ≈ 580 miles), but highway road noise and Smart Cruise only on upper trims limit long-haul comfort.

FWD only with 6.3-in ground clearance and no tow rating; fine on graded gravel but pavement-oriented.

60/40 split rear seat and underfloor tray give reasonable flexibility, but 54.5 cu ft max and no hitch limit bulky gear.

Low-mounted battery and multilink rear suspension give secure, carlike handling, but low-rolling-resistance tires limit grip.

Accurate and reasonably weighted but numb, typical of the class.

Regen-to-friction blending is better than many hybrids, though stopping distances are average-to-long on eco tires.

The 6-speed DCT gives a more natural, stepped feel than a CVT and engine starts are smooth, but low-speed creep can be jerky and Eco mode response is lazy.

Quiet in electric creep and cruising; the 1.6L four becomes buzzy under hard acceleration.

Tight turning circle for the SUV class.

Sensible control layout with physical buttons and good sightlines; car-like seating height rather than a commanding SUV view, limited power adjustment on lower trims.

Pleasant appliance focused on efficiency; 8.9 s to 60 mph and eco tires leave little to engage enthusiasts.

An 8-inch touchscreen with Apple CarPlay and Android Auto is standard, but the base LX still lacks the Drive Wise active-safety suite, which arrives on the LXS. The new LXS SE fills the gap below the Touring SE. Equipment is competitive for the price but not loaded.

A hybrid crossover that gets about 50 MPG, starts at $24,690 and carries the industry's longest warranty is strong value. Modest acceleration, no AWD option and 2022 dealer markups keep it out of the top band.

Five well-spaced hybrid trims run from $24,690 to $31,990, and the nameplate also offers plug-in hybrid and EV versions. Every version is FWD-only with one engine.

US Niro sales rose 11.4% in 2022 to 29,176 even as the first generation ran out, but that is a small volume next to subcompact-SUV leaders. It was a steady niche hybrid seller.

Kia's image was rising in 2022, with the new logo, the EV6 and Telluride halo models and record US sales. It was still seen as a value brand rather than an aspirational one.

The 2022 model year sold through the chip-shortage inventory crunch, when fuel-efficient hybrids routinely went at or above MSRP with dealer markups, so meaningful discounts were rare until the run-out.

2022 was the final model year of the first-generation Niro, which launched for 2017. The redesigned second generation was revealed in November 2021 and replaced it for 2023, so buyers faced an imminent redesign.

Reviewers praised the Niro's fuel economy, practicality and value, and the Niro EV sibling won major awards. By 2022 the aging hybrid was rarely the pick of comparison tests, held back by modest performance and newer rivals.