See the 2019 Kia Niro EV in Photos

It's not right that the Kia Niro EV comes with not even a whiff of the anticipation that swirled around the Chevy Bolt EV ahead of its launch, nor the star appeal of anything Tesla. This electric-only small crossover joins the alternative-fuel Niro lineup, which already includes hybrid and plug-in hybrid models. The Niro EV is no phone-it-in compliance car but an impressively thorough engineering effort that is painting Kia and corporate sibling Hyundai as the dark horses in electric-vehicle excellence.

It offers a substantial 239-mile EPA-range rating-one more than the Bolt EV-plus more back-seat room and nearly 25 percent more cargo space than the Model 3.

Priced at a substantial discount of roughly $10,000 compared to the small Tesla sedan, the Niro is arguably the EV that the masses should be lined up to buy.

It also doesn't have any of the Model 3's cost cutting masquerading as innovation, e.g., controlling nearly everything through the center screen or steering-wheel buttons.

The Niro EV is offered in two feature-rich trim levels: EX and EX Premium. Standard content includes passive entry with push-button start, Apple CarPlay and Android Auto functionality, automatic climate control (single zone), and a host of driver aids such as adaptive cruise control, lane-centering steering assist, and blind-spot warning.

The Premium trim adds LED head- and taillights, a sunroof, leather front seats that are heated and ventilated, an 8.0-inch center touchscreen rather than a 7.0-inch unit, and Harman/Kardon stereo.

Powering the Niro is a 210-hp electric motor and a 356-volt, 64.0-kWh battery pack shared with both the Hyundai Kona Electric and the coming 2020 Soul EV.

The Kona and the Soul are dimensionally very similar while the Niro is larger and more spacious, 7.6 inches longer overall with a 3.9-inch-longer wheelbase.

The need to package the large battery leads to a few compromises. The floor in the rear cabin is raised almost two inches, which pinches footroom under the front seat.

It also elevates knees, which is particularly noticeable for tall riders, although the legroom is more than adequate and more than what the Model 3, Bolt EV, or Kona offer.

The driving experience is serene; the front seats cosset, the Niro is extremely quiet over the road, and it quells wind noise impressively.

There's also very little whine from the electrical hardware. It feels solid, sturdy, and well built.

Steering effort on-center is a bit heavier than the small-crossover norm but imparts a sense of security in directing all those pounds. The last thing you'd want is dartiness with a half-ton battery pack onboard. That's right: the Niro's state-of-the-art battery pack weighs a claimed 1008 pounds, which is what it takes to store the same amount of energy as found in just under two gallons of gasoline.

To accommodate the battery pack, the ride height of the Niro EV is an inch higher than in other Niros, as can be readily seen in the increased gap between its tires and fenders.

Although it clomps a bit heavier on its 17-inch Michelin Primacy MXV4s-an upgrade versus the Nexens that the Kona Electric wears-the Niro is tuned to be more comfortable and less sporty than the Kona.

An occasional unnatural body gyration over a large undulation, due to the extra mass and non-sporty tune, seems like a reasonable trade-off.

Brake feel is fine when the pedal is used gently, but large or quick stabs show the typical blended-brake nonlinearity of many regen systems.

Less impressive are some of the finishing details. Although there are some EV-specific blue accents, the interior is standard economy-car execution. It's not off-putting, but there are large sections of featureless, monotonous black plastic, some of it the cheap, hard stuff.

The Niro isn't as quick or as sporty as the Model 3, but it excels at the more difficult task of being quieter and more refined over textured roads.

It's also not as quick as its Kona Electric sibling or as quick to roast its front tires. Although it still delivers that initial off-the-line EV thrust, the Niro's powertrain has a more mature tune that brings on the power in a more progressive manner.

Even with the traction control off, it won't burn the front tires if they're pointed straight. And it will probably be about a half-second slower to 60 mph than the speedy 6.4-second run that we've measured in a Kona.

Despite a few high-speed excursions during our couple of days of driving in northern California, we saw range estimates even higher than the stated 239-mile figure, aided by range-enhancing 60-degree temperatures.

The Niro EV's winning combination of price, range, refinement, and small-crossover practicality means that it's deserving of way more familiarity than it appears destined to receive.