By Edward A. Sanchez – Feb. 24, 2020

Some may scoff at the idea of cross-shopping a Kia Niro EV with a Tesla Model 3, but when The Watt Car had the opportunity to test a Niro EV (we’re still working on the full review of the Niro EV), I took a personal interest because it was on the short list of EVs I was considering buying. Initial reviews were relatively positive, and the crossover-ish form factor was a plus in terms of versatility. On paper, the Niro EV looked promising: a 239-mile EPA rated range, 0-60 in less than 7 seconds, and a starting price under $40,000. However, any idea that these two vehicles are comparable disappeared for me after only a few minutes behind the wheel.

Apples-to-Apples, or Apples-to-Oranges?
There should be no disrespecting Kia for making one of the few relatively affordable 200+ mile range EVs. That said, driving the Niro EV back-to-back with the Model 3 SR+ underscores just how far ahead Tesla is in the EV game. And yes, it may seem like an odd comparison, since one is a tall-wagon crossover and the other a sport sedan, and in many ways, a comparison of the upcoming Tesla Model Y would be a more apples-to-apples comparison to the Niro EV. However, in the current EV marketplace, the Niro and the Model 3 SR+ are closely matched based on their price points. As equipped, our Niro EV test model came in at $47,155 including taxes and destination. Out-the-door, including all taxes and fees, my Model 3 SR+ was $45,890.75.

At the time of purchase of my Model 3, I was eligible for a $1,000 rebate from my electric utility company, and $2,500 back from the state of California. For 2019, Tesla was also eligible for a $3,750 federal tax credit. Since Kia has sold relatively few EVs so far, the Niro EV should be eligible for the full $7,500 credit for a few more years. Tesla’s federal credit, meanwhile, is winding down to $1,875 for 2020 before disappearing completely in 2021.

Putting aside the obvious fact that the Niro EV and Model 3 are different body types and classes of vehicle, the difference in the trim, and perception of quality is stark. Even Phil Royle, TWC’s resident Tesla skeptic (or realist, depending on your perspective) acknowledged Tesla’s minimalist approach to interior design does a better job of disguising cost-cutting measures under the guise of elegant minimalism. Aside from the rotary-knob shifter in the center console, the Niro’s interior is largely the same as that of its hybrid and PHEV stablemates. Which is to say practical and straightforward, but not particularly unique or high quality. Love it or hate it, the Model 3’s central touch-screen display which centralizes almost all of the vehicle’s controls and functions, give it a clean, futuristic look that the Niro simply can’t match.

(Tesla’s Model 3 interior (LEFT) is minimalistic, while Kia (RIGHT) chose a more traditional dashboard design for its Niro EV)

Behind the Wheel
In terms of the driving experience, the Niro also falls behind the SR+. The 0-60 mph time of the two cars is less than two seconds apart on-paper, but the difference in power delivery is obvious, making the Tesla feel quicker than it is, and the Niro feel slower than it is. The Niro’s throttle response, even in Sport mode, feels mushy, muted, and artificially modulated compared to the Tesla’s linear, sharp, intuitive throttle response. This is partially attributable to a nearly 80 hp difference (but only about 18 lb-ft difference in torque output), but at the end of the day, the Model 3 seamlessly rolls into the power off the line while the Niro EV’s power delivery is comparably awkward.

Ride quality on both is on the firmer side, compensating for the weight of the EV batteries, but again, the Tesla is more firmly planted, with sharper dynamic responses from its rear-wheel-drive layout when compared to the front-drive Niro, which exhibited noticeable wheel spin during spirited driving.

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I am probably slightly biased being a Model 3 owner, so all that I say with a grain of salt. However, before driving the Niro EV, I was wondering if I was going to have buyer’s remorse getting the Model 3 over the Niro, with its more practical crossover configuration and, at least on paper, comparable specs and range. After driving it, my answer is not at all. The Model 3 is objectively superior to the Niro in nearly every measure except utility and practicality, and subjectively, the difference is even more apparent. A comparison with the Model Y would likely make the contrast even more stark, despite the Model Y’s higher price point.

Small Changes Could Make A Big Difference
Let me offer a few top-level observations of areas where Kia could close the subjective gap between itself and Tesla. For one thing, it could update the Niro’s display and dashboard to be more like that of the Seltos or Telluride, which employ a larger, 10-inch display, and more contemporary styling. Although it’s only been out a few years, the Niro’s cabin is already coming across as somewhat dated.

The throttle calibration could also use some fine tuning. I have not driven the Hyundai Kona EV, which has essentially the same powertrain, but the Hyundai reportedly has a much “sportier” feel, largely due to throttle calibration. Kia could work on making the response more linear and responsive. As it is currently, it feels like engineers didn’t know when to stop with the calibration and walk away. It’s just too lumpy and inconsistent, going from not enough to too much. These two tweaks could go a long way toward closing the Niro’s subjective gap with the Model 3 and other comparably priced EVs.

Kia’s multi-purpose chassis design means the Niro EV’s hood hides numerous electronic components (LEFT), compared to the Tesla Model 3’s frunk (RIGHT).

That said, I absolutely applaud Kia for bringing a practical, long-range EV to the market when most other manufacturers are still at the proverbial drawing-board stage. Tesla’s dedicated-platform approach shows clear advantages in terms of overall EV integration, driving dynamics, and packaging, but any of the Niro EV’s downfalls in this area are part of Kia’s philosophy with the car; after all the Niro is offered in hybrid and plug-in versions, presumably helping to make the Niro EV cost effective.

Tesla’s complete dominance of the current EV market is not a surprise, but the company should not get complacent about its position. Many competitors will be entering the market within the next 2-3 years. However, Tesla probably enjoys at least that much of a technological and dynamic lead over its EV rivals.

Truly, the Niro EV is a solid initial effort, but it’s also clearly not in the same class. Kia may have another chance with the 2021 Soul EV, which employs the same basic powertrain in its wildly popular urban tall-wagon form factor. Initial reviews of the new Soul EV indicate a more playful personality and tuning than the somewhat subdued, utilitarian Niro EV. We’ll be eager to review it once its available here in the U.S.

(Images by The Watt Car staff)