Jump to content
William Maley

Quick Drive: 2019 Mitsubishi Outlander SEL S-AWC

Recommended Posts

Seven years ago, I drove the previous-generation Mitsubishi Outlander for a week-long review. There was a lot to like about the previous model as it featured distinctive shape, comfortable ride, and being somewhat fun to drive. But in other areas, the model fell a bit flat. Poor material choices, firm ride, and the optional V6 engine feeling slightly lackluster. I ended my review with this,

“Mitsubishi has shown a new Outlander at the Geneva Motor Show earlier this year. Underneath the Outlander’s new sheet metal lies a new vehicle architecture and will have the choice between gas and plug-in hybrid power. The new Outlander also gets revised interior and new safety equipment. The question is will the new Outlander be able to fix the problems of the current one?”

It has taken a fair amount of time to get my hands on the new Outlander. In that time, Mitsubishi has made a number of changes and updates to the Outlander lineup such as a revised exterior. Was it worth the wait?

  • The Outlander’s shape is nothing too special with rounded corners, large glass area, and a set of 18-inch alloy wheels that comes standard on most models. For 2019, Mitsubishi has updated the Outlander’s front end with a new grille shape, headlights, and more chrome trim. It does help spruce up the design that has been with us since 2014. My only complaint is the dark silver paint on my tester. It makes the vehicle look like a giant blob.
  • There isn’t anything that sets the interior apart from rivals. The design is somewhat plain, but material quality is quite surprising with an abundance of soft-touch materials. There is a fair amount of piano black trim, which does attract fingerprints.
  • All Outlanders come with a 7-inch touchscreen running Mitsubishi’s latest infotainment system is standard. Those wanting Apple CarPlay and Android Auto need to step up to the SE or higher. My experience with the system mimics the Eclipse Cross; lags behind the competition in terms of the interface and performance, but its a huge step forward from the previous system.
  • The Outlander is one of the few models in the compact crossover class that can boast having three-rows to allow seating for seven. This seat is best reserved for small kids due to the limited amount of leg and headroom. Having the third-row also eats into cargo space - 10.3 vs. 33 cubic feet with the seats folded.
  • Front and rear seating is fine. There’s enough padding to keep everyone comfortable on a long trip, and most passengers will be able to stretch out.
  • Most Outlanders come equipped with a 2.4L four-cylinder engine producing 166 horsepower and 162 pound-feet of torque. This is paired with a CVT and the choice of front or Mitsubishi’s Super All Wheel Control. Step up to the GT to get a 3.0L V6 packing 224 hp and 215 lb-ft of torque. There’s also a PHEV option which I talk about more in this first drive piece.
  • The 2.4 is serviceable around town with brisk acceleration and minimal noise. But take the Outlander on the highway or fill it up with people and cargo, and the 2.4 feels overwhelmed. Not helping is the CVT that will drone quite loudly when you plant your foot on the gas.
  • Fuel economy is mid-pack with EPA figures of 24 City/29 Highway/26 Combined for the AWD version - front-wheel drive models see a one MPG improvement. My average for the week landed around 24.
  • One area that I was surprised by the Outlander was the ride. Over the varied surfaces on offer in the Metro Detroit area, the Outlander’s suspension smoothed out various bumps. It doesn’t feel comfortable around corners, showing noticeable body lean and a disconnected steering system. 
  • The Mitsubishi Outlander answers the oddly specific question of, “what is the cheapest three-row crossover I could buy?’ I can see why someone on a tight budget would consider one as the Outlander provides a lot of standard equipment, along with seating for seven at a low price. It doesn’t hurt that Mitsubishi’s 5 year/60,000 mile new car warranty does provide peace of mind for those who want a bit of security.
  • But it does become a poor value the higher you climb in price. My Outlander SEL S-AWC tester starts at $29.095. With the optional SEL Touring Package (forward collision mitigation, adaptive cruise control, LED headlights, and a 710W Rockford Fosgate audio system) and carpeted floor mats, the price ballooned to $33,225 with destination. For that amount of cash, you get into a decently equipped Volkswagen Tiguan or Mazda CX-5. I know dealers put cash on the hoods - most dropping the cost to under $30,000, but it is still a tough sell.

Disclaimer: Mitsubishi Provided the Outlander, Insurance, and One Tank of Gas

Year: 2019
Make: Mitsubishi
Model: Outlander
Trim: SEL S-AWC
Engine: 2.4L MIVEC SOHC 16-Valve Four-Cylinder
Driveline: CVT, All-Wheel Drive
Horsepower @ RPM: 166 @ 6,000
Torque @ RPM: 162 @ 4,200
Fuel Economy: City/Highway/Combined - 24/29/26
Curb Weight: 3,472 lbs
Location of Manufacture: Okazaki, Japan
Base Price: $29,095
As Tested Price: $33,225 (Includes $995.00 Destination Charge)

Options:
SEL Touring Package - $3,000.00
Accessory Carpeted Floors Mats and Portfolio - $135.00


View full article

Share this post


Link to post
Share on other sites

Wow, based on what i see and read here, this CUV is gonna need major cash to sell and most will still not buy it I think.

Share this post


Link to post
Share on other sites

These have an old school SUV kinda feel to them even if they are actually FWD based crossovers.  I do admit I like them, but would I want to live with one every day? I doubt it. 

Share this post


Link to post
Share on other sites

Since when does Mitsubishi get to think that they can sell the Outlander for such a high price?  Unless they either cut production by half and/or make them at least Acura/Buick desirable, Mitsubishi should avoid this and cut prices by $5000 at least.

Share this post


Link to post
Share on other sites

I learned at a family event that my cousin and her husband recently picked one of these up over to the Carmax.  It was difficult to hide my hard eye-roll.  Of course they also have a Rogue, so it's a double CVT hell for them.

Share this post


Link to post
Share on other sites

Rogue and Outlander, two of the 'best value' crossovers with third row and some space out there.  And yes that includes the CVT.

I admire said value, but even I can't pop for an outlander any more these days.  They badly need a new version.  By the time they do, it will be outdated by a generation.

Share this post


Link to post
Share on other sites

Join the conversation

You are posting as a guest. If you have an account, sign in now to post with your account.
Note: Your post will require moderator approval before it will be visible.

Guest
Reply to this topic...

×   Pasted as rich text.   Paste as plain text instead

  Only 75 emoji are allowed.

×   Your link has been automatically embedded.   Display as a link instead

×   Your previous content has been restored.   Clear editor

×   You cannot paste images directly. Upload or insert images from URL.




  • Social Stream

  • Similar Content

    • By William Maley
      The last-generation Lexus LS felt a bit lost. It had many of the qualities of previous LS models, but it could not fully compete with the likes of Mercedes-Benz S-Class, Audi A8, and BMW 7-Series. People pointed out the somewhat plain design, lackluster performance of the V8 engine, or the confounding infotainment system as possible reasons. But I think the reason comes down to Lexus not having something that made the LS stand out. How do you right the ship of what many considered to be at one time, the best luxury sedan on sale? If you’re Lexus, that means making some very drastic changes.
      Lexus has tended to play it safe with the LS’ design to fit with the general idea of a flagship sedan - providing a presence without shouting. But this new generation decides to stray away from that idea. The front end features a lot of inspiration from LC coupe with a wide grille, protruding cutouts for the faux vent, and a lowered hood. A set of Z-shaped LED headlights help the LS stand out from other Lexus models. The rest of the design looks to be an evolution of the previous model with slightly wider fenders and a new trunk lid design. 
      One of the places that LS surprised me was the interior. The layout is quite attractive with a flowing dash and contours on the door panels. A clever touch is the horizontal slat pattern used on the center part of the dash that somewhat disguises the center vents. Material quality is top-notch with leather, real wood, and metal used throughout. 
      This particular test vehicle was equipped with perforated leather upholstery which had a unique snakeskin pattern. I quite liked it, but some who rode in the vehicle found it to be a bit gaudy. This seat pattern is only available on the F-Sport, all other LS models have a plain design. The front seats are quite comfortable and provide numerous power adjustments, along with heat and ventilation. Rear seat passengers will find plenty of legroom, but tall passengers will be annoyed by their heads touching the roof liner, a major downside to the lower roofline.
      The interior also houses a big disappointment; Lexus Remote Touch. The touchpad controller is still confounding and distracting to use as you need to be precise with your finger movements to correctly select the function you want. Otherwise, you’ll end up on another screen and want to scream. This is disappointing considering that Lexus Enform has improved a lot. The system is noticeably quicker in various functions and can use Apple CarPlay and Amazon Alexa.
      Despite the 500 designation, there is not a 5.0L V8 under the LS’ hood. Instead, Lexus is using a twin-turbo 3.5L V6 engine with 416 horsepower and 442 pound-feet of torque. A ten-speed automatic routes power to either the rear or all four wheels like in my test vehicle. The twin-turbo V6 is disappointing when leaving a stop as there is a considerable amount of turbo lag between pressing the accelerator and the engine responding. Once you get past this, the V6 provides plenty of scoot. Never once did I think that the V8 would be better whenever I need to merge or speed out of a corner. It is also noticeably quieter and more refined than the old V8.
      Fuel economy is rated at 18 City/27 Highway/21 Combined if you opt for AWD. Stick with RWD and the numbers rise to 19/30/23. My average for the week landed at 20.2 mpg on a 60/40 mix of highway and city driving.
      Picking the F-Sport trim will get you a revised suspension setup and uprated brakes. It will not transform the LS into something like an Alpina B7 or a Mercedes-AMG S63, but it does make the vehicle feel a bit more poised on a winding road. When put into S+ mode, Body roll is kept in check and the steering is quick to respond. The coil springs used on the LS F-Sport are a bit stiff, which will provide a more choppy ride. An optional air suspension is reportedly better at dealing with bumps and other imperfections, but I will need to try it out before saying it is better or not.
      This drastic move by Lexus with the new LS could have gone wrong, but it pulls it off. The new model is more interesting to look at, luxurious and offers improved driving dynamics when ordered with the F-Sport package. There are still some thorns Lexus needs to extract such as the poor initial performance of the twin-turbo six and the mess that is Remote Touch. If you’re willing to deal with these issues, then the 2019 LS is a very viable alternative to the Germans.
      How I would configure an LS 500: Most likely I would build one similar to the one seen here, although I would get it in red as I think the paint really makes the design pop. 
      Alternatives to the LS 500
      Mercedes-Benz S-Class: The S-Class is still considered by many to be the best of the best. Considering its wide range of engines, very smooth ride, and impressive interior quality, it is tough to argue this. But the LS comes very close to matching the S-Class's interior quality, along with a more eye-catching design. It doesn't help that the S-Class is about $7,000 more than the LS. Genesis G90: Still the bargain in the flagship sedan class with a base price of $69,350 and coming with almost every feature you would expect. The twin-turbo 3.3L V6 offers better off-the line performance than the 3.5 found in the LS. But the LS offers higher quality interior materials than what is available in the G90. Disclaimer: Lexus Provided the LS 500, Insurance, and One Tank of Gas
      Year: 2019
      Make: Lexus
      Model: LS
      Trim: 500 F-Sport
      Engine: 3.5L Twin-Turbo 24-Valve DOHC V6
      Driveline: 10-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 416 @ 6,000
      Torque @ RPM: 442 @1600 - 4800
      Fuel Economy: City/Highway/Combined - 
      Curb Weight: 5,027 lbs
      Location of Manufacture: Tahara, Aichi, Japan
      Base Price: $84,420
      As Tested Price: $88,605 (Includes $1,025 Destination Charge)
      Options:
      Mark Levinson Audio System with 23 Speakers - $1,940.00
      24-Inch Heads-Up Display - $1,220.00

      View full article
    • By William Maley
      The last-generation Lexus LS felt a bit lost. It had many of the qualities of previous LS models, but it could not fully compete with the likes of Mercedes-Benz S-Class, Audi A8, and BMW 7-Series. People pointed out the somewhat plain design, lackluster performance of the V8 engine, or the confounding infotainment system as possible reasons. But I think the reason comes down to Lexus not having something that made the LS stand out. How do you right the ship of what many considered to be at one time, the best luxury sedan on sale? If you’re Lexus, that means making some very drastic changes.
      Lexus has tended to play it safe with the LS’ design to fit with the general idea of a flagship sedan - providing a presence without shouting. But this new generation decides to stray away from that idea. The front end features a lot of inspiration from LC coupe with a wide grille, protruding cutouts for the faux vent, and a lowered hood. A set of Z-shaped LED headlights help the LS stand out from other Lexus models. The rest of the design looks to be an evolution of the previous model with slightly wider fenders and a new trunk lid design. 
      One of the places that LS surprised me was the interior. The layout is quite attractive with a flowing dash and contours on the door panels. A clever touch is the horizontal slat pattern used on the center part of the dash that somewhat disguises the center vents. Material quality is top-notch with leather, real wood, and metal used throughout. 
      This particular test vehicle was equipped with perforated leather upholstery which had a unique snakeskin pattern. I quite liked it, but some who rode in the vehicle found it to be a bit gaudy. This seat pattern is only available on the F-Sport, all other LS models have a plain design. The front seats are quite comfortable and provide numerous power adjustments, along with heat and ventilation. Rear seat passengers will find plenty of legroom, but tall passengers will be annoyed by their heads touching the roof liner, a major downside to the lower roofline.
      The interior also houses a big disappointment; Lexus Remote Touch. The touchpad controller is still confounding and distracting to use as you need to be precise with your finger movements to correctly select the function you want. Otherwise, you’ll end up on another screen and want to scream. This is disappointing considering that Lexus Enform has improved a lot. The system is noticeably quicker in various functions and can use Apple CarPlay and Amazon Alexa.
      Despite the 500 designation, there is not a 5.0L V8 under the LS’ hood. Instead, Lexus is using a twin-turbo 3.5L V6 engine with 416 horsepower and 442 pound-feet of torque. A ten-speed automatic routes power to either the rear or all four wheels like in my test vehicle. The twin-turbo V6 is disappointing when leaving a stop as there is a considerable amount of turbo lag between pressing the accelerator and the engine responding. Once you get past this, the V6 provides plenty of scoot. Never once did I think that the V8 would be better whenever I need to merge or speed out of a corner. It is also noticeably quieter and more refined than the old V8.
      Fuel economy is rated at 18 City/27 Highway/21 Combined if you opt for AWD. Stick with RWD and the numbers rise to 19/30/23. My average for the week landed at 20.2 mpg on a 60/40 mix of highway and city driving.
      Picking the F-Sport trim will get you a revised suspension setup and uprated brakes. It will not transform the LS into something like an Alpina B7 or a Mercedes-AMG S63, but it does make the vehicle feel a bit more poised on a winding road. When put into S+ mode, Body roll is kept in check and the steering is quick to respond. The coil springs used on the LS F-Sport are a bit stiff, which will provide a more choppy ride. An optional air suspension is reportedly better at dealing with bumps and other imperfections, but I will need to try it out before saying it is better or not.
      This drastic move by Lexus with the new LS could have gone wrong, but it pulls it off. The new model is more interesting to look at, luxurious and offers improved driving dynamics when ordered with the F-Sport package. There are still some thorns Lexus needs to extract such as the poor initial performance of the twin-turbo six and the mess that is Remote Touch. If you’re willing to deal with these issues, then the 2019 LS is a very viable alternative to the Germans.
      How I would configure an LS 500: Most likely I would build one similar to the one seen here, although I would get it in red as I think the paint really makes the design pop. 
      Alternatives to the LS 500
      Mercedes-Benz S-Class: The S-Class is still considered by many to be the best of the best. Considering its wide range of engines, very smooth ride, and impressive interior quality, it is tough to argue this. But the LS comes very close to matching the S-Class's interior quality, along with a more eye-catching design. It doesn't help that the S-Class is about $7,000 more than the LS. Genesis G90: Still the bargain in the flagship sedan class with a base price of $69,350 and coming with almost every feature you would expect. The twin-turbo 3.3L V6 offers better off-the line performance than the 3.5 found in the LS. But the LS offers higher quality interior materials than what is available in the G90. Disclaimer: Lexus Provided the LS 500, Insurance, and One Tank of Gas
      Year: 2019
      Make: Lexus
      Model: LS
      Trim: 500 F-Sport
      Engine: 3.5L Twin-Turbo 24-Valve DOHC V6
      Driveline: 10-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 416 @ 6,000
      Torque @ RPM: 442 @1600 - 4800
      Fuel Economy: City/Highway/Combined - 
      Curb Weight: 5,027 lbs
      Location of Manufacture: Tahara, Aichi, Japan
      Base Price: $84,420
      As Tested Price: $88,605 (Includes $1,025 Destination Charge)
      Options:
      Mark Levinson Audio System with 23 Speakers - $1,940.00
      24-Inch Heads-Up Display - $1,220.00
    • By Drew Dowdell
      The Volkswagen Arteon is the vehicle that effectively replaces the Volkswagen CC in VW’s lineup, however, it comes at the segment with a noticeably different approach. The Arteon is much more interesting looking than the old CC and comes as a hatchback rather than a sedan.
      I would hesitate to use the word “bold” about the Arteon’s looks, as feels rather conservative to me, but it still has a gravitas that lets passers-by know that this is not an ordinary Volkswagen. The front end has a lot of detailing with multiple creases in the hood and a deep, wide grille. Thick wheel arches give the car a muscular look. Around back, the hatch area fits between a set of thick thighs and a set of tail lights that almost look Benz-like. Down below there is a chrome strip that runs around the entire perimeter of the car.
       
      As handsome as the exterior is, the interior is a bit of a letdown. In the SEL version I drove, the interior materials were not up to snuff for a car with a $42,795 sticker price and the design is fairly sterile. There is a wide strip that traverses the dash and mimics the look of the grille and below that, another wood (plood?) strip runs parallel. The center stack is neatly organized with all knobs and buttons within easy reach.  If you are a bit of a neat freak like me about your car, keep a microfiber duster in the glovebox to wipe down the piano black surfaces.  The seats are flat and firm but without much lateral support. As a hatchback, rear passengers get cut out of a bit of headroom, but there is plenty of legroom back there for them to stretch out.  Cargo room for this size of a car can only be described as cavernous. The hatch lifts up high and out of the way giving you easy access to anything you can rear. Fold the rear seats down and you may even say “Crossover, what?”, there is 55 cubic feet of cargo room back there.
      The Arteon comes with an 8-inch touch screen display that includes Apple Car Play and Android Auto. Android Auto is easy to set up and I stayed in that mode during my entire drive.
      Driving the Arteon is probably the best part about it. My tester came equipped with 4motion, Volkswagen’s all-wheel-drive system. It works well and the car feels glued to the road during the twisties.  No matter which level of Arteon you buy, you have a single choice of engine. Standard is a 2.0 liter turbocharged 4-cylinder with 268 horsepower and 258 lb.-ft of torque connected to an 8-speed automatic transmission. It is this engine that delayed the Arteon’s entry into the U.S. due to a backlog of certification testing. This setup is merely adequate. It neither thrills you nor lets you down.  I do wish a V6 were available, but small-displacement turbo-4s are where the market is going these days.  Unfortunately, even with the small displacement 4-cylinder, you still get V6-like fuel economy.  The Arteon is rated for 20 city / 27 highway / 23 combined. For reference, that’s about the same as an AWD Buick Lacrosse with a big V6 and 310 horsepower, in fact, the Buick does a little better on the highway and so do most other V6 sedans. In normal mode the transmission is a bit lazy, upshifting early and reluctant to downshift. In sport mode, it wakes up a little but there is still a lag when downshifting.
      The ride and drive of the Arteon is definitely dialed towards comfort over sport. It comes equipped with a DCC adaptive ride system, but I notice almost no difference between the Sport and Comfort modes. Cruising along in the Arteon is serene with very little noise from the outside entering the cabin. It is certainly a car that can get you into trouble with the leasing company for mileage.
      Is the Arteon a car I can recommend?  Yes and no.  If you’re a die-hard VW fan, then the Arteon is an easy choice to make. Otherwise, there are more powerful and more upscale options out there for the price, but you wouldn’t be wrong to choose this one.
      Year: 2019
      Make: Volkswagen
      Model: Arteon
      Trim: SEL w/4Motion
      Engine: 2.0L DOHC Turbocharged Direct Injected 4-cylinder
      Driveline: 8-Speed automatic with all-wheel-drive
      Horsepower: 268
      Torque @ RPM: 258 @ 0 - 3,600
      Curb Weight: 3,655 lbs
      Location of Manufacture: Emden, Germany
      Base Price: $35,845
      As Tested Price: $42,790 (Includes $995.00 Destination Charge)

      View full article
    • By Drew Dowdell
      The Volkswagen Arteon is the vehicle that effectively replaces the Volkswagen CC in VW’s lineup, however, it comes at the segment with a noticeably different approach. The Arteon is much more interesting looking than the old CC and comes as a hatchback rather than a sedan.
      I would hesitate to use the word “bold” about the Arteon’s looks, as feels rather conservative to me, but it still has a gravitas that lets passers-by know that this is not an ordinary Volkswagen. The front end has a lot of detailing with multiple creases in the hood and a deep, wide grille. Thick wheel arches give the car a muscular look. Around back, the hatch area fits between a set of thick thighs and a set of tail lights that almost look Benz-like. Down below there is a chrome strip that runs around the entire perimeter of the car.
       
      As handsome as the exterior is, the interior is a bit of a letdown. In the SEL version I drove, the interior materials were not up to snuff for a car with a $42,795 sticker price and the design is fairly sterile. There is a wide strip that traverses the dash and mimics the look of the grille and below that, another wood (plood?) strip runs parallel. The center stack is neatly organized with all knobs and buttons within easy reach.  If you are a bit of a neat freak like me about your car, keep a microfiber duster in the glovebox to wipe down the piano black surfaces.  The seats are flat and firm but without much lateral support. As a hatchback, rear passengers get cut out of a bit of headroom, but there is plenty of legroom back there for them to stretch out.  Cargo room for this size of a car can only be described as cavernous. The hatch lifts up high and out of the way giving you easy access to anything you can rear. Fold the rear seats down and you may even say “Crossover, what?”, there is 55 cubic feet of cargo room back there.
      The Arteon comes with an 8-inch touch screen display that includes Apple Car Play and Android Auto. Android Auto is easy to set up and I stayed in that mode during my entire drive.
      Driving the Arteon is probably the best part about it. My tester came equipped with 4motion, Volkswagen’s all-wheel-drive system. It works well and the car feels glued to the road during the twisties.  No matter which level of Arteon you buy, you have a single choice of engine. Standard is a 2.0 liter turbocharged 4-cylinder with 268 horsepower and 258 lb.-ft of torque connected to an 8-speed automatic transmission. It is this engine that delayed the Arteon’s entry into the U.S. due to a backlog of certification testing. This setup is merely adequate. It neither thrills you nor lets you down.  I do wish a V6 were available, but small-displacement turbo-4s are where the market is going these days.  Unfortunately, even with the small displacement 4-cylinder, you still get V6-like fuel economy.  The Arteon is rated for 20 city / 27 highway / 23 combined. For reference, that’s about the same as an AWD Buick Lacrosse with a big V6 and 310 horsepower, in fact, the Buick does a little better on the highway and so do most other V6 sedans. In normal mode the transmission is a bit lazy, upshifting early and reluctant to downshift. In sport mode, it wakes up a little but there is still a lag when downshifting.
      The ride and drive of the Arteon is definitely dialed towards comfort over sport. It comes equipped with a DCC adaptive ride system, but I notice almost no difference between the Sport and Comfort modes. Cruising along in the Arteon is serene with very little noise from the outside entering the cabin. It is certainly a car that can get you into trouble with the leasing company for mileage.
      Is the Arteon a car I can recommend?  Yes and no.  If you’re a die-hard VW fan, then the Arteon is an easy choice to make. Otherwise, there are more powerful and more upscale options out there for the price, but you wouldn’t be wrong to choose this one.
      Year: 2019
      Make: Volkswagen
      Model: Arteon
      Trim: SEL w/4Motion
      Engine: 2.0L DOHC Turbocharged Direct Injected 4-cylinder
      Driveline: 8-Speed automatic with all-wheel-drive
      Horsepower: 268
      Torque @ RPM: 258 @ 0 - 3,600
      Curb Weight: 3,655 lbs
      Location of Manufacture: Emden, Germany
      Base Price: $35,845
      As Tested Price: $42,790 (Includes $995.00 Destination Charge)
    • By William Maley
      What a difference that four years make. That's the timeframe from the first Kia electric I reviewed (Soul EV) to the model seen here, the 2019 Niro EV. So much has changed in terms of battery technology and overall range that I could see myself having an electric vehicle as a primary mode of transport. There are some still some issues that make me think twice, but they are getting smaller.
      Kia avoided the trend of going crazy with the Niro EV’s design. Little touches such as blue accent trim, 17-inch alloy wheels, and closed-front grille hiding the charging port help the EV stand apart from other Niro models. Changes inside are even smaller with a new center console featuring a dial control for the drive selector. This move is very smart as many buyers really don’t want their vehicle to shout “LOOK AT ME” when driving. The electric powertrain in the Niro EV packs quite the punch - 201 horsepower and 291 pound-feet of torque. This is up 62 and 92 respectively from the Niro Hybrid I drove a few years back. Providing the electricity is a 64 kWh Lithium-Ion Polymer Battery that provides an estimated range of 239 miles. Kia says the Niro EV will hit 60 mph in under eight seconds. But I found it to be slightly quicker thanks to all of the torque being available instantly. Merging onto a freeway is where the electric powertrain does lose steam - blame a hefty curb weight of 3,854 pounds. I saw a maximum range of 208 to 210 miles throughout my week. This was due to cold temperatures ranging from low 30s to high 40s. But I was able to do a forty-mile round-trip commute for most of the week without having any range anxiety issues. Charging anxiety is a different story. If you have been reading my electric and plug-in hybrid reviews, then you’ll know that I only have access to 120V charging at home. Plugging the Niro EV after my day job meant waiting over sixteen hours for a full charge. This caused me to not want to venture out far unless I had some important errands to run as it would mean a longer time for a recharge. If I had completely depleted the battery, I would be waiting over two days for the battery to recharge. If you have a 240V charger, that time drops to 9.5 hours for a full-recharge. Finding a quick charger has gotten easier in the past year or two, but it is still a hit and miss affair. There are no quick chargers near where I live (unless I have a Tesla). It's slightly better further south where I work as there some around the area. But that introduces its own set of problems such setting aside the time to charge up the vehicle to finding if one works. I should note that I didn’t get the chance to try quick charging with the Niro EV during my week.  Handling is slightly better in the Niro EV thanks to the additional weight of the battery pack which reduces body roll. Steering is very light when turning, but will surprise you with how quick and accurate it deals with changes in direction. Ride quality is a little bit firm with some bumps and imperfections making their way inside. Where the Niro EV shines is noise isolation. During my work commute, I was surprised by how little wind and road noise came inside.  The major downside to the Niro EV is its limited availability. At the time of this writing, Kia is only selling the Niro EV is twelve states - most of them having Zero Emission Vehicle (or ZEV) programs that require automakers to sell a certain amount of electric vehicles in their lineups. Nothing is stopping you from purchasing a Niro EV in one of the states that it is available, but I’m wondering how many people will do that. Pricing for the Niro EV begins at $38,500 for the base EX model. I had the EX Premium at $44,000 which adds such goodies as an eight-inch touchscreen, premium audio system, heated and ventilated front seats; sunroof. Add in a $1,000 Launch Edition package (LED headlights, front parking sensors, and auto-dimming rear-view mirror), and my as-tested price came to $45,995. Expensive bit of kit, but the Niro EV does come with a long list of standard features including heated outside mirrors with power folding; seven-inch infotainment system with Apple CarPlay and Android Auto; adaptive cruise control, blind-spot monitoring, and push-button start. Plus, the Niro EV qualifies for the full $7,500 federal tax credit which may sway some buyers when it comes time to do their taxes. The Kia Niro EV is the first electric vehicle that I could see myself living with. It drives for the most part as a normal vehicle and offers enough range for most people. The big item you need to be aware of is charging. If you decide to purchase, be sure to get a 240V charger and check to see if there are any sort of fast chargers in your area. It may mean the difference between worry-free and a large amount of anxiety. Disclaimer: Kia Provided the Niro EV, Insurance, and One Tank of Gas
      Year: 2019
      Make: Kia
      Model: Niro EV
      Trim: EX Premium
      Engine: 356V Permanent Magnet Synchronous Electric Motor
      Driveline: Front-Wheel Drive, Lithium Ion Polymer Battery Pack
      Horsepower @ RPM: 201 @ 3,800 - 8,000
      Torque @ RPM: 291 @ 0 - 3,600
      Estimated Range: 239 Miles
      Curb Weight: 3,854 lbs
      Location of Manufacture: 
      Base Price: $44,000
      As Tested Price: $46,045 (Includes $1,045.00 Destination Charge)
      Options:
      Launch Edition - $1,000.00

      View full article
  • Recent Status Updates

  • Reader Rides

About us

CheersandGears.com - Founded 2001

We ♥ Cars

Get in touch

Follow us

Recent tweets

facebook

×
×
  • Create New...