After driving the Hyundai Inster I'm convinced it's another small EV success story
We love a small electric car with a personality and the Hyundai Inster is just that. It's not the cheapest but there's practicality, decent range and drive appeal too. So, what's not to like?
Pros Compact but clever small car design
Reassuringly efficient and quite zesty too
Lots of personality and a fun vibe going on
Cons Expensive against some very good rivals
Quirky styling touches might not work for all
Smallish boot but movable seats deals with it
Introduction
The Hyundai Inster is my kind of EV. It's small and efficient, but it also arrives packing lots of personality. Alongside the likes of the Renault 5, the Fiat Grande Panda, Citroen e-C3 Aircross and, more recently, the all-new Renault 4, I'm now spoilt for choice when it comes to affordable compact electric cars. That's a good thing after being subjected to lots of battery-powered SUVs that, whilst being comfortable and all, often lack much in the way of charm. Frequently, they aren't very efficient either.
Refreshingly, the Hyundai Inster is a more reduced proposition, which falls nicely between the A and B segment and directly into the compact arena. I'd call it a city car as that's what it's perfectly suited to, with a small footprint making it easy to get around town. Equally though, the Hyundai Inster is something of a driver's car, with oodles of fun potential on tap once it's taken out into the sticks and thrown around a bit.
Considering its diminutive stature, the Hyundai Inster is a five-door hatchback that's way bigger on the inside than I'd expected. I'm impressed with the power options here too, with a long range 49kWh battery pack being the one to go for unless a smaller battery is going to be fine for hops to the shops. There's a single electric motor, well over two hundred miles of range and three trim options to choose from. Pick from, er, the 01, the 02 or a rugged-looking top-of-the-tree model in the shape of the Cross.
How we test cars
Every electric car reviewed on Stuff is tested on a range of road surfaces and, where possible, in varying weather conditions. We use our years of experience to compare with rivals and assess ergonomics, technology features and general usability. Manufacturers have no visibility on reviews before they appear online, and we never accept payment to feature products.
Find out more about how we test and rate products.
The styling
Back in its native Korea, the Hyundai Inster started life as the Caspar, which also comes as a petrol edition. For Europe, the Inster has been tweaked a bit, and the overall look is definitely fun and funky. Lower trim levels lack the extra design pizazz of the Cross edition but all levels of this little car work, although I think it needs a bright, zingy colour like the delicious Sienna Orange to bring out the best of those angular lines. Hyundai offers it in matt finishes too, which add an industrial edge to the car, but I don't think they really do justice to the shape.
Nevertheless, no matter which direction the Inster is viewed from, there is something interesting to be found. The front end, with its trademark Hyundai pixel headlights and cutesy round LED daytime running lights give the car a distinctive entry point. There's a handy charging port in the nose as well. I like the boxy arches with their plastic liners too for the sides, while around at the back there is a continuation of the pixel-lighting theme with a brake bar that runs across the tailgate.
Head for the Cross model if you want to max out the funkiness, as that packs skid plates for good measure, along with some cool trim flourishes for the interior. However, the interior on any of the trim options is rock solid. I think this is one of the most distinctive cockpits currently on offer, with a heady blend of practicality mixed with eye-catching details.
There's the neat design of the driver's seat, for example, and great little storage spaces all over the place. The biggest surprise, though, is that space levels are excellent in the front and not bad in the back either, topped off with generous headroom. The boot space isn't the biggest, but Hyundai has come up with a compromise because the rear seats can be moved to suit your needs. It's all very cleverly thought out.
The drive
I wasn't expecting the Hyundai Inster to be quite as zippy as it is. This is quite an upright car, so I thought it might be a little all over the place in the bends, but it's surprisingly stable and well planted. There's enough power too, with 113bhp a good amount of torque on tap. Around town, that makes the Inster's front-wheel drive setup work perfectly. However, out on the back roads it felt like it was suspiciously easy to spin the little Hyundai's wheels and that was in the dry.
Nevertheless, during my time behind the wheel this car is typically Korean, in that the efficiency seems very decent with up to – and occasionally over – 5 miles per kWh possible. The 220-plus mile range seems perfectly achievable and, because the battery pack isn't huge, it's relatively quick to recharge via 80kW DC. Not the fastest, but fine for this sort of car. Overnight charges at home, too, should be the perfect way to go with running this car on a regular basis.
The performance stats aren't exactly blistering, with 0-60mph arriving in 10.4 seconds, and a top speed of 93mph. I tried the Hyundai Inster on a section of dual carriageway though, and once it got going it moved along very nicely. The best moments, however, were had when I was trundling around country lanes and also working it through crowded streets. Parking the Inster into tight spots was a breeze too. Best bit, as is often the case with EVs, has to be the one-pedal driving option.
The technology
Hyundai's Inster comes with a drive layout that will be very familiar to anyone who's driven other models in the range. There's the chunky drive selector down by the steering wheel, which is also laid out with functionality in mind. In front of the wheel, there's a very neat little pod that displays driving and efficiency information. This can be customised and some of the graphics are great, like the way one view shows animated cubes that emulate flames when Sport mode is engaged. Standard dials can be viewed if preferred, mind.
Across the top of the central part of the dash is where Hyundai has squeezed a 10.25in touchscreen, which is high enough to work with and not be too distracted from the road. Hyundai has the touchscreen arrangement well-honed by now and I liked the way it worked here. Down below the screen and central vents, there's an array of physical controls plus buttons that matter. Back over on the steering wheel, drive modes can be controlled by a circular button, again like that seen in other cars from the range.
Hyundai Inster verdict
The Hyundai Inster is a hit for me, even though there are several other temptations when it comes to buying a compact EV right now. Of the three model variants, the 02 with the larger battery pack for £26,745 is the one to go for; it's got some great trimmings, including 17in alloys and roof rails for additional head-turning appeal. Some might find the kooky interior design a little too much for their tastes, but I love the sense of fun that oozes from every millimetre of this car.
Stuff Says…
Score: 4/5
We love a small electric car with a personality and the Hyundai Inster is just that. It's not the cheapest but there's practicality, decent range and drive appeal too. So, what's not to like?
Pros
Compact but clever small car design
Reassuringly efficient and quite zesty too
Lots of personality and a fun vibe going on
Cons
Expensive against some very good rivals
Quirky styling touches might not work for all
Smallish boot but movable seats deals with it
Hyundai Inster technical specifications
Powertrain Permanent magnet synchronous motor Battery 49kWh Power 113bhp Torque 109lb-ft 0-0mph 10.4sec Top Speed 93mph Range 223 miles Maximum charge rate 80kW Cargo volume 238 litres
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Stuff.tv
5 days ago
- Stuff.tv
The Porsche 911 GTS taught me hybrids can be a riot when they want to be
Stuff Verdict Keeps the 911 in the conversation without adding a plug socket. The GTS T-Hybrid is a confident first step towards electrification that's just as dynamic to drive as you'd expect from a Porsche Pros Astounding performance only aided by hybrid system Rides and handles superbly, as a 911 should Luxury cabin feel with plenty of tech Cons Only available with a PDK transmission Introduction Are you one of the small portion of petrolheads that refuse to put the whole 'electrification means the death of combustion' argument in the rear view mirror? Have a blast in the latest 911 GTS. Porsche's new T-Hybrid powerplant will soon change your mind. OK, so one of the world's most recognisable sports cars isn't actually ditching petrol for protons entirely just yet. Porsche's familiar flat-six engine has instead been mated with a single turbocharger – rather than the two seen on the last-gen model – that slots an electric motor between its compressor and turbine. The resulting extra horsepower reduces turbo lag by two thirds at 2000rpm, and improves fuel efficiency to boot. Another e-motor inside the PDK gearbox lends even more assistance when you really get going. Not too shabby for a 50kg kerb weight increase. The first electrified 911 can't use its 1.9kWh battery for propulsion, so you'll still need to head to the Taycan – or wait for the electric Cayman – if you want zero emissions driving. But neither have the sports car pedigree of the GTS. I spend a week with the four-wheel drive Cabriolet, which might just be the best of the bunch. How we test cars Every electric car reviewed on Stuff is tested on a range of road surfaces and, where possible, in varying weather conditions. We use our years of experience to compare with rivals and assess ergonomics, technology features and general usability. Manufacturers have no visibility on reviews before they appear online, and we never accept payment to feature products. Find out more about how we test and rate products. The styling: subtle evolution The 911 silhouette is as distinctive as ever for this latest generation, albeit a larger one than it used to be. The 992.2 refresh added bolder styling front and rear, including LED Matrix headlights that neatly integrate the indicators, aero-optimised flaps in the front bumper, and an updated LED light bar on the back. You get a few extra black trim accents on the GTS, along with model-specific black alloys – 20in front and 21in rear – that give it a purposeful stance. Then there's the dramatic central dual-exit exhaust, influenced by Porsche's GT division. In the right colour, this car can look properly menacing. Yet it's still a 911 at heart, meaning it can be used for pretty much all your driving needs. I got an infant car seat in the front, my wife in the back seat (just), and the fold-down pushchair fit in the front boot. That officially makes it a family car, dads. Clever packaging also means the extra hybrid gubbins hasn't forced the driving position to change, so you still get the same low-slung view of the road ahead, peeking out over the iconic headlight bulges. You can have one in coupe, cabrio, or targa bodystyles; the latter is only available with four-wheel drive, while the hard- and soft-tops have rear-driven options as well. All have a PDK automatic gearbox, necessary for the hybrid system. Arguably that makes the manual transmission Carrera T more of a driver's car, though I've not driven one to confirm. The Cabriolet's roof retracts in twelve seconds, or more than enough to go tops-off at a set of traffic lights. If they do turn green, you're good to keep the button held up to 31mph. There's very little wind turbulence at 50mph, even with the wind deflector stowed. The drive: electrifying The GTS fires up like any combustion 911, the hybrid system preferring to lurk in the background until called upon by your right foot. Once it is, there's an immediacy to the powertrain that you just don't get elsewhere in the range. The turbocharger fires up almost instantly, letting the flat six put its power down with real ferocity. That's not to say the other cars are lethargic, or that we've entered EV-levels of instant acceleration; more that it makes the engine feel that bit more ready to respond to your inputs. It takes total power to a heady 534bhp, a 60 horsepower gain over the last-gen GTS, and means the Cabriolet driven here manages the 0-62mph sprint in just 3.1 seconds. That doesn't leave much legal room to reach the upper end of the rev range, where the exhaust note lets out an imposing roar even without reaching for the Sport setting. You get just the slightest electrical hum from the hybrid system, and even then you've got to really go searching for it. While the hybrid does add extra weight, on top of that gained by optioning the convertible roof, this is still a wonderfully balanced sports car. With rear-axle steering as standard and a sublimely weighted, Alcantara-trimmed steering wheel, you're given ample feedback and you feel properly connected with it as you make swift progress. The four-wheel drive system ensures stability as you attack corners, and propels you out of them with authority. The ride is firm, even in the softest damper setting, but it in no way hampers the driving experience. When called for, the more dynamic modes help you feel hunkered own on the road, giving a reassuring amount of grip but keeping some rear-end playfulness accessible if you go looking for it. The technology: preserves the lineage It would've been easy for Porsche's engineers to draw a line under the outgoing car and go all-in on tech for the 922 generation, but instead the 911 keeps one foot in the past. The 12.6in curved digital dashboard has a classic five dial view reminiscent of the 997-era car, and the Sport Chrono clock hasn't gone anywhere. Sure, I miss having to turn an analogue switch to fire up the engine; pressing a button isn't quite as engaging. But the new dash is far more practical, letting you pick and choose which vital stats get shown next to the tachometer. There are plenty of physical buttons, and while the climate controls take some learning, it all falls easily within reach. I'm not entirely sold on the centre console's high gloss finish, but materials quality is otherwise excellent. The 10.9in central infotainment system is easy to navigate and comprehensive. It's got all the goodies you'd expect, including wireless Android Auto – because while a significant portion of Porsche drivers are also iPhone owners, the firm isn't leaving anyone out. Wireless Apple CarPlay is beamed onto the digital cluster. That said, there are no plans to add the dash-transforming Apple CarPlay Ultra to this generation. Naturally the press car came fully loaded with all the toys, including a Surround View camera with active parking support (that'll be £1298, please) and adaptive cruise control (£1468). The latter doesn't include lane change assist as standard – if you want it, expect to spend an extra £739. The 12-speaker Bose surround sound system will set you back a substantial £1468, but it's a box well worth ticking. Porsche 911 GTS T-Hybrid verdict I was never in doubt the GTS would be a corker of a 911, but was still surprised at how little it strays from the established formula, despite the extra technology – and extra weight. It's a reassuring sign of what's to come. It also creates a considerable gap to the regular Carrera in terms of potency, which only adds to the driver appeal. The cabriolet wins out for me over the hard-top: it makes even short drives at pedestrian speeds an event, and doesn't entirely sacrifice rear occupant space to achieve it. That said, in coupe form the GTS can be had with a rear spoiler that looks particularly menacing. There's also the small matter of the price: the most powerful non-Turbo 911 will set you back £154,400 before options, or £168,145 as tested here. On the other hand, you're getting faster acceleration than either a McLaren GTS or Ferrari Roma, with quite a bit of change to boot. If you're in the market for a junior supercar, this looks like an excellent addition to your shortlist. Stuff Says… Score: 5/5 Keeps Porsche's iconic sports car in the conversation without adding a plug socket. The 911 GTS T-Hybrid is a confident first step towards electrification that's just as dynamic an experience as you'd expect from the badge. Pros Astounding performance only aided by hybrid system Rides and handles superbly, as a 911 should Luxury cabin feel with plenty of tech Cons Only available with a PDK transmission Porsche 911 GTS T-Hybrid technical specifications Powertrain 3.6-litre turbocharged flat six petrol engine Battery 1.9kW Power 534bhp Torque 450lb ft 0-60mph 3.1sec Top speed 194mph Fuel economy 25.7-26.4mpg Cargo volume 135 litres
Stuff.tv
22-07-2025
- Stuff.tv
I think the Nissan Qashqai e-Power is the best compromise if you can't charge at home
Stuff Verdict The hugely popular Nissan Qashqai e-Power has been spruced up and looks and performs noticeably better than earlier editions, but it's got some tough competition to beat. Pros Refreshed design works a treat Offers most of the appeal of an EV Interior has had a real boost Cons Average driving experience Boot space could be better Feels a bit lumpy on rough roads Introduction One of the biggest hurdles with buying an electric car is where to charge it. Things have got better in terms of infrastructure but costs to charge are high. Charging at home therefore makes a lot of sense, but not everyone is able to do that. One possible answer is the new Nissan Qashqai e-Power. This hugely popular family-friendly SUV has sold by the bucketload, and it's also built in the UK. The new edition looks like it could make even more friends. In many ways it feels like a proper EV, but it never needs to be plugged in. This is, in essence, a petrol-engine hybrid, but the engine charges a small battery that in turn supplies electric power to the wheels. While the Nissan Qashqai e-Power isn't quite as smooth and silent as a genuine EV all of the time, it actually works very well when driven on frequent around town-type journeys. Nissan has worked hard to refine the latest iteration, promising longer service intervals that can lower running costs, along with some cosmetic tweaks and a quieter driving experience. Underneath the tasty new bonnet lines, the powerplant has been reworked into a more condensed and much leaner setup, which promises a much more refined experience than older cars. That said, it's up against the new Kia Sportage, which I've just driven and is a hard act to follow… How we test cars Every electric car reviewed on Stuff is tested on a range of road surfaces and, where possible, in varying weather conditions. We use our years of experience to compare with rivals and assess ergonomics, technology features and general usability. Manufacturers have no visibility on reviews before they appear online, and we never accept payment to feature products. Find out more about how we test and rate products. The styling Nissan knows it's got a good thing going on with the Qashqai, so there's not a huge amount of difference with the exterior of the new version compared to the old. I'd say it's a case of tweaking, rather than transforming, but the overall effect makes the Nissan Qashqai e-Power great to look at. The front end is the best example, with a more prominent grille area that's particularly striking. It's the same at the back, with revised taillights that bring the look bang up to date. Adding to the external design appeal is a nice balance between shiny black trim and chrome flourishes, with the icing on the cake being a very decent selection of alloys across the trim levels. This rather more premium tone continues on the inside, with an interior that both looks and feels a lot more impressive than some of the older trim grades. It didn't feel quite as snazzy as the Kia Sportage, but it's acceptable enough. The drive Nissan's engineers have done a fine job with the new powerplant, so this Qashqai feels like a much more refined car than the last one. Setting off for the first time, I found the car to be effortless to drive, and the vibe is the same one delivered from a proper EV. It's super quiet, offers lightweight but positive steering and delivers a commanding view of the road ahead. To enhance the feeling that I was driving an EV, I also made full use of Nissan's e-Pedal mode, which delivers a regenerative feel to the braking. It's still very good. The six-speed automatic gearbox didn't deliver any unwanted surprises and shifted effectively without too much in the way of fuss. Hitting the open road and pushing it up to faster speeds, the Nissan Qashqai e-Power did change its tune a little though, but the engine noise does seem less pronounced than its predecessor. Delivery of said power seemed a lot smoother as well, although at motorway speeds it was also patently clear I wasn't behind the wheel of a full-blown EV. There's a Sport mode option from the drive selections, which is worth exploring even if it only adds a little colour to the driving experience rather than transforming it entirely. I'd imagine most owners who buy the new Nissan Qashqai e-Power will probably be fine pottering around in the standard drive mode. As a bonus, the efficiency of this car has been improved, so it should prove reasonable economical to run with up to 62mpg achievable on average. The technology One of the best improvements to the tech setup in the Nissan Qashqai e-Power is the revised suite of Google infotainment tools. They sit within a landscape screen that's okay rather than brilliant. Meanwhile, the dedicated camera views around the car are a real valued added extra if you're looking to squeeze into tight spots. Nissan is still pushing its ProPilot system, which has been around for a while but that too has been tweaked and functions as a useful assistant. This is especially so if you find it hard to stick to speed limits as ProPilot can help do that for you automatically thanks to its adaptive capability, with cool lane-keeping prowess as well. Heading for the middle of the range N-Design trim seems to get you most of the good stuff in terms of tech, which is topped off by a workmanlike audio system that gets the job done. Nissan Qashqai e-Power verdict The Nissan Qashqai e-Power will make a lot of sense for many folks, especially anyone who likes the appeal of going electric but doesn't have the means to charge at home. There are strong rival options, however, like the latest Kia Sportage, which I also love. That feels like a slightly better car too, especially when it comes to the interior. Nevertheless, the Nissan Qashqai e-Power looks and feels better than the outgoing model. It's noticeably quieter too. Stuff Says… Score: 4/5 The hugely popular Nissan Qashqai e-Power has been spruced up and looks and performs noticeably better than earlier editions, but it's got some tough competition to beat. Pros Refreshed design works a treat Offers most of the appeal of an EV Interior has had a real boost Cons Average driving experience Boot space could be better Feels a bit lumpy on rough roads Nissan Qashqai e-Power technical specifications Powertrain Petrol engine, electric motor Battery 1.8kWh Power 203bhp Torque 243lb-ft 0-62mph 7.9sec Top speed 105mph Fuel economy 62mpg (745 miles per refuel, estimated) Cargo volume 455 litres
Stuff.tv
16-07-2025
- Stuff.tv
The fab new Kia Sportage Hybrid will keep me going until I get my hands on the plug-in
Stuff Verdict The Kia Sportage in GT-Line hybrid guise packs in plenty of appeal although the forthcoming PHEV version might suit school run folks slightly better. Pros Tried and tested format is nicely honed Respectable performance from all versions Lots of room and plenty of comfort too Cons There's no fully electric option Can feel a little wafty when pushed Exterior looks might prove divisive The Sportage has gone gangbusters for Kia over its many generations; I liked earlier editions of the family-focused SUV and so did plenty of others based on the large numbers of them I see being driven around. It's no surprise, then, to see the Korean carmaker stick to the format – albeit in a much fresher incarnation here. The new edition is a much stronger package, with lots of in-car tech complimenting those already solid practical foundations. There's lots of strong competition in the family SUV arena, with the likes of the Nissan Qashqai, Ford Kuga and fellow Korean brand Hyundai with its Tucson, all vying for attention. However, Kia is coming on strong on the pricing front, with prices starting at £30,885 for the base level petrol model. I've just been driving a pre-production Kia Sportage Hybrid though, which comes in at £36,925 and is my own preferred pick of the new crop. Kia will also introduce a PHEV edition of the Sportage later on down the line. If it's anything like the rather good hybrid, I'd probably head for that one instead as I'm lucky enough to have a home charger. In the meantime, there are three model variants to choose from, starting out with the Pure, followed by the GT-Line and topped off with the snazzy GT-Line S. How we test cars Every electric car reviewed on Stuff is tested on a range of road surfaces and, where possible, in varying weather conditions. We use our years of experience to compare with rivals and assess ergonomics, technology features and general usability. Manufacturers have no visibility on reviews before they appear online, and we never accept payment to feature products. Find out more about how we test and rate products. The styling I like the continuity of the current Kia range and the styling of the new Sportage is on a par and just as impressive as any of the angular lines seen on the likes of the Kia EV3 or Kia EV9. Things get off to a cracking start with the front end. There's quite a lot going on and the imposing grille and the quite dramatic lights might not be to everyone's approval. I like the overall effect though, and I also think this car looks great in plain old white. And that's from someone who doesn't like white cars. However, Kia's so-called 'opposites united' design approach works to even better effect on the duo tone models with a nice line on colour contrast and funky alloys across the range including 19s on the GT-Line hybrid driven here. I loved the chunky door mirrors too, which offered up a good view backwards to compliment the generally good sight lines delivered by the sizeable expanse of glass all round. As usual, things taper towards the back and there's some compromise to be had, but overall, the high-riding position makes it easy to get the Sportage in and out of less generous spaces. Around at the back, there's a very generous boot hiding behind the neatly styled tailgate. Meanwhile, the interior feels like a real success story with an excellent combination of materials and low-key trim colours. The dashboard is dominated by lots of kit that will be familiar if you've already sampled recent Kia's and it's all easy to use and works as it should. After driving the GT-Line hybrid, I was also really impressed with the comfort levels. Those front seats were really accommodating and the room in the back is very decent too. The drive Kia is offering the Sportage in a range of powertrains, from a meat-and-potatoes 1.6 turbocharged petrol, a mild hybrid as well as a self-charging hybrid and a soon-to-arrive plug-in hybrid armed with a 13.8kWh battery. Anyone wanting full electric with similar dimensions and practicality will have to opt for the similarly soon-to-arrive Kia EV5, due later in the year. Driving the Kia Sportage GT-Line hybrid was everything I'd expected from such a proven workhorse. Sure, there's a little bit of roll and a touch of bounce from the suspension if this car is pushed but, driven casually as it probably would be in everyday family ownership scenarios, the Kia Sportage is a very comfortable car. Performance is fine too, with enough oomph for times when it's needed but, equally, clever use of the power for delivering great fuel economy. I also quite like the circular twist-and-go drive selector located in the central console. This is certainly different to other Korean models, where drive options are on the column, but this format worked well for me. The Sportage was also a doddle to park, with light steering making it an easy thing to wend around city streets. The suite of camera views made reversing into tight spots no big deal either, which when you consider this car is a mid-size, feels all the more impressive. The technology I'm pretty happy with what Kia has going on in its cabins for the current range, with the dashboard of the new Sportage being dominated by a now-familiar 12.3in touchscreen infotainment screen. I also like the way it works, with good levels of control options both in the screen and in the long touch button panel, which sits immediately below it. These offer easy access to climate controls and navigation options. Wireless Apple CarPlay and Android Auto are also present. My test car came with lots of additional goodies, like heated and cooled seats, with the latter option being mighty handy in the hot temperatures. There's other neat stuff too, like the way the instrument panel shows the view down the side of the car when either indicator is on, which has been present on Kia's for a while now. I still think it's a nice touch, although I'm not sure just how useful people find it if they already use their door mirrors. Kia Sportage verdict I think Kia has got the Sportage just about right now and there's something for everyone in the powertrain department. I'll personally be heading in the direction of the plug-in edition when that arrives, with its ability to offer 40 miles of all-electric range being perfect for my needs. However, the GT-Line hybrid car seen here is an excellent SUV that offers a decent driving experience, oodles of practicality plus enough storage space to make it a proper family car option. Stuff Says… Score: 4/5 The Kia Sportage in GT-Line hybrid guise packs in plenty of appeal although the forthcoming PHEV version might suit school run folks slightly better. Pros Tried and tested format is nicely honed Respectable performance from all versions Lots of room and plenty of comfort too Cons There's no fully electric option Can feel a little wafty when pushed Exterior looks might prove divisive Kia Sportage technical specifications Powertrain petrol engine + permanent magnet synchronous motor Battery 1.49 kWh Power 177 bhp Torque 184lb-ft 0-62mph 8.1sec Top speed 121mph Cargo volume 587 litres
