They didnt need to the areas which did need improvement, design on board tech and refinement, have all taken a big step forward, wed hoped for faster charging. But the nero is one of the most efficient evs around, although it will face some very stiff competition over the coming months. This is the all new kia, niro f, look at the on paper. Stats and its range of 285 miles might come as a surprise thats, because the latest version of the brands popular electric c segment – crossover, the outgoing e nero – has been the second best selling electric car in the uk. Since the start of 2021 only beats its predecessors. Wltp certified range by three miles to stay up to date with latest top stories, make sure to subscribe to this youtube channel by clicking the button above this video, its not the only figure that might look a little like a copy and paste job from the old Model the battery is still a little under 65 kilowatt hours. In capacity, though kia has switched manufacturers for the new model, the front driven electric motor still produces 201 bhp the zero to 62 miles per hour. Time has gone up now, 7.8 seconds to the old cars 7.5 seconds, such as the rate of progress in the battery powered segment. Some might expect each new generation to go further and faster than the last, even more so when this is such a key model in the brands lineup.

Sixty percent of nero buyers are expected to go fully electric compared to thirty five percent and five percent for heav and feb versions, but while the stats have hardly changed its everything around that electrical system, thats new most obvious, is the sharp new look. The dowdy styling of the old car has been ditched in favor of something altogether more contemporary theres hints of the sportage in the angular face. While the flanks draw your eye to the rear, with a dramatic c pillar which, depending on the exterior color you go for, can be finished in a contrasting shade, the body has grown 65 millimeters longer 10, wider and 10 millimeters taller. The second generation, nero f, sits on the new hyundai kia k3 platform, and the body in white makes use of a greater proportion of high strength, steel in its construction, which means its one percent stiffer yet 20.3 kilos lighter impressive, considering the growth in size, step inside And the family resemblance with kias flagship electric car, the ev6 is clear. The dashboard has a very similar layout to its big brother and it gets the same twin, spoke steering wheel and the same dual purpose touch panel at the press of the button. The keys and physical dials alternate between controlling either the climate or infitment functions. Its very slick working much like the 10.25 inch infinite system sitting above it, its standard key affair, which means the menus are logical. The loading times are quick enough and the graphics are neat, if not as glitzy as some rival systems, it sits beside a digital instrument.

Cluster also 10.25 inches material quality is decent enough as long as youre looking straight ahead, the door panels have an angular appearance that complements the dash, but theyre mostly finished in flat hard plastics that feel a bit cheap to the touch. The door bins are small, too. Move into the back and the nero impresses, though rear passenger space, particularly headroom, is great and a pair of usbc ports are mounted to the sides of the front seats, so theyre within easy reach for charging devices. The 451 liter boot is also 15 liters larger than the outgoing e nero. The driving experience, meanwhile, has become much more grown up than the last nero. Of course, the electric powertrain is similar to before, with acceleration dispatched in a brisk silence. There are changes in its character, though the throttle response feels softer, making it a little less jumpy and less likely to spin the front wheels as you try to pull out of a junction with a touch too much enthusiasm. The biggest change comes in ride. Quality, though gone, is the old slightly brittle setup of the previous nero and comes a softer, more relaxing feel, which manages to both combine impressive comfort at low speeds with enough body control on country roads, the steering is precise and well weighted and a little too much Road noise aside refinement is fine, theres, also an updated version of kias highway driving assist. Not only can it steer the car within its lane autonomously for short periods, but a nudge of the indicator will let the system check if theres a safe space beside and change lanes by itself.

The nero will also reposition itself within its lane. If a vehicle beside, you starts to veer too close to the white line, theres five modes of brake regen to choose from with flicks of the two steering wheel, paddles, allowing the driver to switch between anything from free, coasting right. The way up to one pedal driving its a level of control that few other manufacturers offer. If you do, need a little more stopping power. The physical brakes do a solid job, but the switch between mechanical and electrical deceleration can be jumpy at times. So is the largely unchanged range, a problem we dont think so very few drivers will ever cover more than 200 miles in one hit anyway. Whats more important is that the nero remains impressively efficient. A mix of city motorway and enthusiastic bureau driving resulted in an efficiency of 4.4 miles per kilowatt hour, exactly matching the wltp certified 285 mile range driving, mostly in town. We got around five meters kilowatt hour without even trying. One area where wed have liked to see an improvement is charging, though a 10 to 80 percent rapid charge takes 43 minutes the same as in the old nero allowing drivers to make quicker top ups not only reduces the time taken over enforced brakes, but means they Can spend less time hogging the chargers that everyone else needs to? There are clever things to make the most of the tech, though, on a cold day when the battery might not be at its optimum temperature for charging, the car can precondition itself.

If you plot a charging destination into the navigation system, so its as close to its optimum condition as possible, when you arrive prices for the nero f start from 36 245 pounds for the base, 2 trim as standard it gets 17 inch. Alloy wheels lead headlights, rear parking, sensors, a reversing camera, plus an 8 inch touchscreen with apple carplay and android. Auto wed go for the three that we drove, though, for 38.995 pounds you get 18 inch wheels front parking, sensors, the bigger touchscreen wireless smartphone, charging, heated front seats and steering wheel, a blind spot warning system and more. The top spec 4 trim adds ventilated front seats and heated rear seats. A 10 inch head up display a sunroof, a powered, tailgate and vegan leather upholstery. It comes to 41 745 pounds. Those figures put the new nero ev right in the firing line of the upcoming renault megani tech plus rivals like the cupra born, both very capable ebbs in their own right itll, be fascinating to see how the nero competes with those two. But it certainly shows plenty of promise model: kianero f3 price, 38, 995 pounds, powertrain 64.8 kilowatt hours, battery 1xe motor power, 201 bhp 255 nm transmission, single speed, automatic front wheel, drive 0 to 62 miles per hour 7.8 seconds. Top speed 103 miles per hour range 285 miles, wltp charging 72 kilowatts, 10 to 80 percent and 43 mins on sale.

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