Nor does it need to. Sure, it’s got a Sport mode that brings heavier steering, wakes the petrol engine and turns the steering-wheel-mounted paddles (which you more commonly use to toggle through the brake regen modes) into gearshift paddles. But even with that in action, the steering still feels very anodyne – nicely weighted and predictable for everyday driving, but never engaging.

The Niro PHEV is comfortable and relaxed, though, which is far more relevant to its likely use. Our high-spec test car came on 18in alloy wheels that bring a slightly chatty ride around town, but it’s never intrusive enough to bother you, and it settles nicely at higher speeds.

Ultimately, the Niro PHEV is at its best when you’re at a steady gait, enjoying the confident, easy-going progress. It’s not a car you buy for its dynamic effervescence, certainly, but it is one that you can find satisfaction in driving – especially when you’re enjoying the hushed, seamless ebb and flow of EV mode. Hopefully, that’ll be more often than not, as we saw a real-world range of around 30 miles over a varied route that included a stint of motorway driving.

There has been a big improvement inside the Niro PHEV, too, where you get many of the styling cues and tech features from the Kia EV6, including the twin screens set into a single display (featuring a smaller, 8.0in touchscreen on the basic 2-trim model and a 10.0in affair on all the others). An array of touch-sensitive shortcut buttons allow you to switch between either air-con controls or infotainment shortcuts, which is a neat trick.

More than that, the new Niro has grown in most dimensions over its predecessor. It now measures 4.42m long and also has slimmer, EV6-style front seats, leaving a truly impressive amount of rear passenger space that’s right up there with bigger SUV alternatives like the Ford Kuga. The PHEV does lose the underfloor boot space of the other Niro models, but its 348 litres of luggage capacity (compared with 451 in the full hybrid and 475 in the EV) takes the form of a nice, squared-off boot that’ll house a chunky buggy or a sizeable dog with relative ease. It will now tow up to 1300kg as well.

The bigger problem might be that the Niro is no longer quite the bargain it once was. For the price of the mid-spec 3 (which gets keyless entry and heated seats so is likely to be a popular one for retail buyers), you could have a high-spec Skoda Octavia iV, which has a much better boot and costs less. Monthly PCP costs do look good on the Niro, though, with Kia expecting the Niro PHEV to start at around £360 per month with a 10% deposit, so it promises to be really competitive on that crucial front.



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