The all-new 2021 Volkswagen ID.4 is the car VW is counting on to build its post-Diesel-scandal electric car business in the United States. Based on a first look—but sadly, not a drive—I’d say they have reason for optimism.
I got an opportunity to see and touch this brand new product a week before its official release today. Press briefings have changed in the era of COVID-19. Besides wearing a mask and getting my temperature taken, the presentation was just for me! I met with Jeffrey Lean, Product Manager, Electric Vehicles for Volkswagen of America, who showed me a presentation and then accompanied me as I carefully walked around the car and sat inside, touching things and getting a feel for the vehicle (and took these photos).
VW is serious about offering a bunch of EVs in the U.S., although they are withholding the Golf-sized ID.3, which is already available in Europe. As a compact crossover, the ID.4 is exactly the kind of car Americans love, so bringing it over first makes sense. In 2022, they will begin building the ID.4 in Chattanooga, Tennessee.
I’m excited about the future electric “Microbus,” which was introduced years ago as the ID Buzz concept. It’ll be the ID.<number>, of course, when it rolls in.
At press events, you often get some kind of souvenir–a pen, keychain, or water bottle. Here’s mine from the ID.4 press event. So 2020.
Kia has been good about offering “Neopolitan” choices for a few of its models. In ice cream, Neopolitan means strawberry, vanilla, and chocolate. With a Kia Niro, it means Hybrid, Plug-in Hybrid, and pure EV. If the flavors are laid out that way, it would be the “vanilla” selection—the PHEV—that visited my driveway recently.
I have sampled the other flavors of Niro. The hybrid, like all other hybrids, is a way to drive further on less gas, thanks to an electric motor that automatically regenerates power from regenerative braking and stores it in a small battery. There’s no effort required on the driver’s part. With the all-electric model, the Niro challenges other EVs with a high level of equipment and a terrific 239-mile range in a crowd-pleasing SUV shape.
As a PHEV, the Niro offers significantly more electric range than the hybrid, but is still lugging around a gas tank, engine, radiator, etc., which you’ll need for when you want to drive more than 26 miles without a charge. However, you can drive anywhere you want to, anytime.
As they say in the software business, it depends on your “use case.” If you travel long distances a lot, a hybrid is a no-brainer. The plug-in hybrid is great if you occasionally want to drive hundreds of miles unimpeded by a charging stop, but you get nearly full-electric motoring for your short trips around town. The EV is the most environmentally friendly, and you can go over 200 miles before needing an electron fill-up, but charging still takes time.
The beauty is, all three version look and drive about the same. The EV is missing the 1.6-liter, 139-horsepower engine, and its 64-kWh battery is much larger and heavier than the one in the PHEV. The PHEV, like my Horizon Blue tester, has a much smaller 8.9 kWh lithium-ion polymer battery for its more modest range, so it’s in the middle somewhere.
You can spec the PHEV at the LXS, EX, or EX Premium level. My tester was the EX Premium, so it came with some extras that even the regular EX didn’t get. These include a 10.25-inch dash screen instead of the standard 8-inch, a power tilt/slide sunroof, a Harman Kardon 8-speaker upgraded audio system, heated artificial leather seats (new this year), LED interior cabin and cargo lighting, deluxe scuff plates, and more.
The driving experience for the Niro is pleasant, as it cruises silently around town on electricity. The engine comes in when you run out of juice, but during my COVID-19-reduced driving regimen, I rarely heard it. What I did hear, though, was a strange artificial swishing sound below around 20 miles per hour. This is provided to alert oblivious pedestrians, who can’t hear the electric motor in parking lots.
The design of the Niro owes something to the hand and the vision of former Audi stylist Peter Schreyer. He has been at Hyundai/Kia for a while now, so the satisfying balance and distinctive look is now part of all Kia products. For 2020, the instrument panel gets an update, but without a ’19 next to it I can’t say what’s different.
Inside, the controls are typical Kia—easy to use and understand. The oversize screen in my tester featured large displays and setting up Apple CarPlay was a snap. The leather-wrapped wheel feels nice, the seats are comfortable, and it’s all carefully planned to make driving nearly effortless.
The exterior receives midcycle grille and fascia upgrades up front and some upgrades to the tail, too, but nothing too different. This is a nice-looking, if not eye-popping vehicle, so there was no reason to mess with that.
Environmentally speaking, the car gets fuel economy numbers of 48 City, 44 Highway, 46 Combined mpg as a hybrid. As a plug-in, it’s rated 105 MPGe (miles per gallon equivalent) if you charge it up. A full charge from zero on Level 2 240-volt current takes about two hours and 15 minutes.
The EPA green scores are 7 for Smog and a perfect 10 for Fuel Economy/Greenhouse Gas. The Niro PHEV emits just 90 grams of CO2 per mile, which isn’t very much considering some gasoline vehicles I’ve tested spew out well over 300. The more you use the battery the lower that actual number will be, of course.
Prices, including shipping, start at $30,610 for the LXS and range up through the EX at $34,350 and EX Premium at $37,510. My tester came to $37,790 with additional cargo mats and net.
Unlike some Hyundais and Kias, which are built in the U.S., this one is assembled in Hwasung, Korea. These days that doesn’t really mean much, but now you know.
As a reasonably roomy, high-utility crossover, any Kia Niro is a perfect choice for many people. You pick the battery size for what suits you.