Edward Fredkin is a professor of digital physics, and his contributions in the field of computer science is, if I'm honest, a bit beyond me to fully explain. The Trie data structure is one of them – autocorrect wouldn't exist if it wasn't for this invention, so to say he's a pretty big deal is to undermine things.

In his spare time however, Fredkin postulated the eponymous paradox: "the more equally attractive two options seem, the harder it is to choose between them." It illustrates why we hem and haw over seemingly inconsequential choices, but today some philosophers extend it to big decisions as well, like buying a car.

And how does this concern the 2023 Kia Niro EV? Well, because a decision's got to be made isn't it? Problem is, it makes the decision making a bit too simple...perhaps in a way you'd already see coming.

Exterior: Simple and refreshing

We're fans of the Niro's looks. There's something to be said about a design that walks the tightrope between being cool and unique but not being bemusing; and in doing so they've gone to hide the conventional SUV's proportions really well.

Also read: 2023 Kia Niro EV launched in Malaysia, from RM 256k, 204 PS/255 Nm, 460 km, V2L

You're looking at something that's about the size of the BYD Atto 3, and while the Chinese competitor takes on a more traditional shape, the Niro's hatchback-y style conceals its size pretty well.

There's a lot of EV-ism going around here, with a lack of grille, and arty takes where common elements once sat. Note too that the charging port is right on its snout, so it looks elephantine when the plug is connected.

We'll agree that it's questionable aesthetically, yet I personally found it to be a boon as it saves one the trouble of lugging the heavy CCS2 cable along the sides.

Speaking of sides, along them are 17-inch flat-faced wheels (for aerodynamics), and black plastic Aero Blades by the rear quarter panels. These contain an aero element too, guiding air along the body through the strakes, resulting in better control of wind noise and helps with efficiency too.

Also read: Kia Niro EV in Malaysia - No plans for CKD, or HEV and PHEV variants

If we could change one thing? Perhaps colour choices, since all three we have are a wee bit too subtle. The test car’s Cityscape Green is rather flat in the flesh, while Snow White Pearl and Mineral Blue are not dissimilar to the scores of cars out there with similar shades. There’s attractive reds and a cool burnt orange in other markets that we sadly don’t get.

Interior: Sustainable & delectable

Kia's trademark blend of character and personality is out in full force with the Niro EV's interior, armed with not only just design flair but also superb materials too.

'Brushed aluminium' details neatly tie into the car's cockpit-style cabin; and the swooping lines that lead from the doors before dramatically culminating into the dashboard is best described as a design masterclass.

Also read: Taking sustainability to another level, Kia Niro designers talk design and materials

Note too that a lot of it are sourced sustainably: its headliner is made of reused wallpaper, while the seats are formed from the fibres of sustainably-sourced eucalyptus trees. Nary a real tree or animal hurt in the making of this car, and some extra green bragging rights goes a long way...

Yet despite all the reused materials, you won't feel things to be any different inside. It all feels sturdy where it matters, and does nothing to change our opinion that Kia makes some of the best seats in the business. No wonder it's called Relaxion seats.

In actual functionality the Kia Niro is really good. Power adjustable seats plus tilt-and-telescopic steering wheel adjustments mean finding your ideal driving position is easy, with stellar visibility to boot. Solid ergonomics too, and there's a sense of satisfaction in getting some of the Kia EV6's tech trickling into it.

Key to that is the two-spoke steering, but the better addition is the dual-purpose touch panel that alternates between air-cond and infotainment controls. Brilliant solution to the "button or touchscreen?" conundrum plenty carmakers find themselves in these days, plus it looks and feel expensive.

Also read: Eco-friendly for the masses, all-new 2022 Kia Niro’s designers speak up about design concept

Cubby spaces are pretty middle-ground in terms of size and quantity, while boot space is a respectable 475 litres with the seats up. They fold down 60:40 too, good enough to take in a flat-pack display cabinet or two.

Connectivity however, is where it aces. Multiple USB ports (2 at the centre console, plus 1 each by the front seats), as well as a Qi wireless charger means there's fast charging for all, and for the chronically online there's a 240V three-pin socket below the rear bench so there's no missing the next Teams check-in.

There's Vehicle-to-Load (V2L) support of up to 3.6 kW that allows for a small campsite to be run off the car too, if that's your jive.

These are all interspersed among the 10.25-inch digital instrument cluster (pretty much similar to what's in other Hyundai or Kia products to be honest) and a 10.25-inch digital instrument cluster that plays well with Android Auto and Apple CarPlay. Sound quality? Adequate, even if its totally middling.

For the most part, the cabin is great. Rear seating is adequate for two, though three people will certainly be a squeeze. It's a car that seems best for small families more than a "one car for all" deal. Extra points goes to the flat floor – no need to perch like so many other lesser EVs force you to, so it's generally a comfortable experience for all.

Driving impression: Quality ride and handling

This is where the obnoxious price tag hurts a bit more because the Kia Niro EV is so nice to drive. Like our opinion of the EV6 – which we said is setup by people who love cars and love driving – the Niro EV is just as accomplished in skills that matter.

It's not ashamed to be a comfortable cruiser. It won't try to pull the proverbial wool by blurring you with fast 0-100 km/h times (it's still a respectable 7.4 seconds as tested, by the way), and the way it delivers power won't be jarring to EV first-timers – you may come across other reviews from elsewhere that describe acceleration as tepid, but I disagree and think 'gentle' is the better word. 

Such controlled but sustained acceleration is preferred over pin-you-head-to-the-seat launches, as it makes for less fatigue in stop and go driving. Plus, controlled intensity of initial acceleration is needed to avoid premature tyre wear, which is becoming a problem for instant-torque EVs.

Also read: Review: Perfected by ex-BMW M's maestro, the Kia EV6 is the best EV others have yet to build

Thick-walled tyres and well-judged suspension dampen everything but the worst of ruts yet doesn't lose the edge of handling (but we'll stop short of calling it properly incisive), while the sound insulation and Aero Blades do their best in soaking up outside noises. Steering feel is a bit on the light side; but daily drivers won't be missing much.

Much the same with braking as well, there’s none of that vagueness a lot of EVs have (usually regenerative braking is the culprit) and speaking of which, there’s five modes of brake regen to choose from; with flicks of the two steering wheel-mounted paddles allowing the driver to switch between anything from free coasting all the way up to one-pedal driving.

In terms of ADAS performance, the Niro EV with its full set of features (including Smart Cruise Control) are well-calibrated and perform just as expected. Calibration is important; as long as it's not a buzzy, beepy machine because its not used to Malaysian road conditions and all 

Energy consumption: Reasonable

Across 113 km of driving in the city and highways, plus the acceleration tests, the Kia Niro EV used 21.041 kWh. This translates to a 18.6 kWh/100 km energy consumption – bang on what we got with the Atto 3.

Points you should note is that the Niro does DC fast charging at 80 kW max, which admittedly is a little lacking compared to quicker competitors. My charging round took 53 minutes in total, using the Gentari DC chargers at Sunway X Park. Note charging costs vary depending on operator, and this particular charger asks a RM 1.50/kWh fee.

Verdict: About that price...

So, about that paradox up top...the sad thing is that the Kia Niro EV, despite being so good at most of what it attempts to do, simplifies the decision making process by removing itself from any meaningful discussion a potential buyer might have, just because it's too damn expensive.

Yes, the features are tip-top and it drives lovely, but at RM 256,668 it's outpriced by a large slice of the market: the BYD Atto 3, Hyundai Ioniq 5, Hyundai Kona EV, for instance, all offer similar levels of space and range, and can be had for magnitudes cheaper. Then there's the Tesla Model Y too, and while it's a totally different segment, its RM 199k pricetag is very hard to ignore.

Rest assured though that if your heart is set on one of these, you'd still be getting a really talented vehicle backed by a dependable brand custodian in Dinamikjaya Motors. It's just that Kia has made it a monumental task to appeal to a value-minded buyers, and for a car this good otherwise, that's a shame.