Unless things have changed since I was a CR regular, they separate their own performance/test rating of the car from reliability issues. Bad reliability may cause them to not recommend a car they otherwise would have recommended, but it does not affect their test rating.
When you say "test rating" I assume you mean what they call "Roadtest Rating". Yes, it's true reliability issues are not part of the Roadtest Rating, but it should also be noted that reliability issues ARE part of the Overall Rating.
Coincidentally, in just the last 24 hours the EV ratings have been substantially updated (that's what BillX is quoting from)and now compare the '22 Niro (was '21 a day ago) to the following 2022 models.. Mach E, Models 3, Y, X, and S, Bolt, Kona, Etron, Polestar 2, Taycan, and iPace, as well as 2021 i3. The My21 ID4 is "in test".
The Niro has the highest overall score of the group at 88. Perhaps most notable is predicted reliability has improved from the worst possible rating (red) to the highest possible rating (dark green). The next highest is the Mach E at 80.
Here's a portion of the full roadtest results as posted in the last 24 hours (can't fit it all into a single post):
The Niro EV is a versatile all-electric hatchback that boasts an impressive EPA-estimated 239-mile range. That—plus a heavy dose of practicality and creature comforts—makes it one of the most livable new EVs. Compared to the Tesla Model 3, it has a more forgiving ride, a roomier interior, and easier-to-use controls. It also feels more refined and substantial than the Chevrolet Bolt and Nissan Leaf.
The Niro EV isn’t just a pragmatic choice—it’s also an enjoyable one. Like other EVs, the Niro is quick to accelerate and scoots silently down the road. The positioning of the large battery gives the Niro EV a low center of gravity, which helps when tackling sharp corners. The all-electric drivetrain also eliminates some of the deficiencies of the Niro Hybrid, such as bumpy shifts and delays when accelerating.
Even the base version is well appointed. Every Niro EV comes standard with Android Auto, Apple CarPlay, and advanced safety systems such as forward collision warning (FCW), automatic emergency braking (AEB), adaptive cruise control (ACC), lane departure warning (LDW), blind spot warning (BSW), and rear cross traffic warning (RCTW). The EX Premium trim is costly but adds desirable extras, such as leather seats, a sunroof, and heated and cooled front seats. Buyers in chilly climates can also add a heat pump that will help keep the cabin warm without quickly draining the battery, and a battery-heating system to speed up cold-weather charging.
Like its hybrid siblings, the Niro EV has an upright driving position, easy access for passengers and cargo, good visibility, and the utility of a small SUV.
The car does have a few weak spots. It isn’t available with all-wheel drive, and the rear seat may sit uncomfortably low for some passengers. Plus, it takes about 10 hours to charge from a 240-volt charger, and options quickly drive up the price. The Kia is initially available only in select states, although the company says it plans to expand sales nationwide.
The Niro’s most direct competitor is the Hyundai Kona Electric. They share a similar powertrain, but the Kona has a lower starting price, slightly more range, and less interior space. Both of them are prime examples of the rapid advancement of EVs.
Best Version to Get
The base EX is well equipped, especially considering all its standard safety features. The pricey EX Premium trim adds serious upgrades like leather seating, a sunroof, heated and ventilated front seats, and a power driver seat with lumbar support adjustment.
Cold-climate buyers should be aware of two standalone options: a battery heater and a heat pump. The heater warms the battery up to an optimal temperature when plugged in for faster charging speeds. That makes a difference when the temperature outside is below 45 degrees F.
Notable changes:
The Niro Electric is the first long-range electric vehicle from Kia. It shares many of its components with the Hyundai Kona Electric. (Hyundai and Kia are corporate cousins. For 2022, the touchscreen is now a standard 10.25-inch display with built-in navigation and Kia's UVO connectivity service.
Driving Experience
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Drivers can increase the level of regenerative braking and slow down instead of braking.
It took us 9.5 hours to charge the Niro EV from nearly empty on a 240-volt connection.
Powertrain
We clocked the Niro EV’s 0-60 mph sprint at a quick 6.8 seconds. As is typical for EVs, the Niro accelerates with a decisive initial spurt of power, and prodding the accelerator pedal results in smooth and immediate forward thrust at higher speeds. This is especially useful when passing or merging.
The 64-kWh battery provides a robust range. The EPA pegs it at 239 miles, but that seems conservative based on our observations.
It takes 9.5 hours on a 240-volt connection to charge the battery from 10 percent to full. Kia claims that it will take about an hour to add 70-percent battery charge at a 100-kW DC fast-charger, but those public chargers are rare, and can be difficult to find.
Handling
Compared to the hybrid version of the Niro, the EV benefits from electrification when it comes to handling. A heavy battery at floor level and a lack of a conventional engine over the front axle give the Niro a low center of gravity and good weight distribution. In everyday driving, the car turns in promptly without much body roll. The Niro EV also proved agile and capable on our test track, where it demonstrated neutral, balanced handling. At the limits, it was easy to keep the car pointed at corners while following a desired line. It also performed well in our avoidance maneuver, in which our testers steer suddenly around a set of cones as if swerving around an obstacle at highway speeds.
Ride comfort
The Niro’s ride is comfortable but firm. It absorbs most bumps well, but it has a tendency to transmit short and quick motions that make the ride feel a bit fidgety.
Noise
Unsurprisingly, the EV is the quietest version of the Niro. Instead of the hybrid’s coarse engine sounds, there’s just a soft whisper of motor hum. Wind and road noise are barely noticeable. Like all EVs, the Niro EV emits a high-pitched whine at speeds below 12 mph to warn pedestrians of its approach, but we found the particular sound Kia chose to be grating.
Braking
The Niro EV had a solid performance in our tests with short stopping distances, especially on wet pavement. The brake pedal’s response was a bit nonlinear and took some getting used to. Drivers can also make use of the paddle on the left side of the steering wheel to initiate regenerative braking and minimize the use of the brake pedal during deceleration, but passengers may end up nauseous from the ensuing abrupt motions.
Partial automation
The Niro’s driver assist features are completely customizable, and there are a lot of options to pick from. The driver assistance menu in the instrument cluster lets drivers choose between LDW or LKA.
The LDW system has both visual and audible warnings. Its annoying beep cannot be turned off and will automatically be on if any other LKA systems are being used. The “Lane Following Assist” feature claims to track the vehicle ahead. With both it and LKA turned on, the Niro struggles to stay in the center of a lane, but at least it stays within the lines on most straight roads. A “Driver Attention Warning” warns the driver if there is too much swaying within the lane. This feature does not work well, and we predict most drivers will likely never use it.
ACC has three different settings for how it accelerates. The adjustment is labeled “SCC Reaction” in the menu, which stands for Smart Cruise Control. When set to the fast setting, the car accelerates quickly after the vehicle ahead speeds up rapidly or leaves the lane. “Lead vehicle departure alert” beeps whenever a vehicle is detected ahead in the same lane, and can be turned off.
Headlights
Our Niro EV came with optional LED headlights, which do a good job of lighting the road ahead with both low and high beams.
Low beams provide good levels of brightness and white color that is pleasing to drive behind. They project a good distance ahead and also illuminate the sides of the road.
High beams improve on that distance still further. A distinct cutoff marks the transition between light and darkness at the top of the low beam pattern, which can reduce the range of visibility when driving over dips and bumps in the road.
