The all-new 2017 Kia Niro is classified as a compact hybrid crossover SUV, though it really functions more like a hatchback. Your view of the road is marginally higher because of the Niro's elevated stance, but Kia doesn't offer the Niro with all-wheel drive, so don't expect to be a snow-busting trailblazer in bad weather. The Niro's core appeal comes from its traditional exterior design (no "hybrid!" shouting here) as well as a new powertrain that is capable of returning up to an EPA-estimated 50 mpg in combined city/highway driving.
Pros: Impressive fuel economy from the base trim model Six-speed transmission shifts like a conventional car's One of the more affordable hybrids in the segment Batteries are hidden under the rear seat and don't affect cargo space
Cons: All-wheel drive isn't offered despite the crossover styling Smaller cargo space compared to some rival models The Niro's Touring trim sacrifices some fuel efficiency
By calling it a crossover, the Korean brand also wants to get in the minds of the consumer wanting more utility. We all know crossover sales are booming, and part of their likeability is their higher ride height and boxy, useable interior space. But after spending a full day driving the Niro in Texas Hill Country, the question stuck in my head was whether it is really a crossover. The Niro is just 3.3 inches taller and has the same ground clearance as the Hyundai Ioniq, which it shares its platform with. And in terms of passenger volume, the Niro has only a small advantage, encasing 97.1 cubic feet versus the Ioniq’s 96.2 cubic feet. Although its two-box design might help its case for being a crossover, I suspect most will just see it as a lifted hatchback.
You shouldn’t have any nasty surprises, either. Kia was rated as above average in our most recent reliability survey and the Niro also gets a seven-year/100,000-mile warranty – a class-leading feature.
Pros: Low CO2 emissions Spacious interior Long warranty
Cons: More conventional rivals are cheaper Not much fun to drive Firm low speed ride
The first-generation Chevrolet Captiva offered buyers a lot of car for their money. It was a large, seven-seater SUV with powerful diesel engines and decent off-road capability thanks to its four-wheel-drive system. A facelift in 2011 brought revised looks and simplified the engine line-up down to just a single diesel. Two models are available: an entry-level, five-seat, two-wheel-drive version and a high-spec, seven-seat, four-wheel-drive one. Although all Captivas are comfortable and well equipped, they don't lead the class when it comes to efficiency and the range-topping LTZ specification can be quite expensive.
Despite its name, it seemed like the Chevrolet Captiva was merely content as the wallflower of the compact crossover segment. While everyone else boasted head-turning good looks or formidable performance (or both), the Captiva had an available diesel variant and seven seats. Sure, it was enough for a select few to part money for one, but the vast majority of Filipinos passed on it. Well, Chevrolet has finally understood that having a diesel and seven seats maybe good for few, but an updated styling and some spec tweaks are much more important. Enter the 2015 Captiva, a compact crossover that’s now slicker than your average. While it’s not a real fuel miser, at least it handles tidily. Along with the new engine, the 2015 Captiva receives a re-tweaked suspension. Chevy calls it a soft ride suspension, but it feels firmer than the pre-facelifted version. It sharpens the road manners, but the flip side is the ride isn’t as relaxed as it should be for this class. Bumps get easily transmitted into the cabin which isn’t helped by the less than solid feeling body structure. It doesn’t flop or flip through corners, but the overall experience is still very pedestrian. The steering isn’t as quick and feels rather numb, mainly because it still relies on a non-variable ratio hydraulic assist steering, but at least there’s still good grip. Unlike more modern offerings, it doesn’t have stability control to speak of and this causes the front tires to chirp at full throttle. But at least the torque steer is largely controlled.
