Month: January 2025

The new M5 gains plug-in hybrid power for the first time, but what does that mean for the driving experience? James Baggott finds out.

What is it?

The BMW M5 has long been the pinnacle of performance saloons. Introduced 40 years ago, the Autobahn-busting sports car has appealed thanks to its combination of supercar-slaying thrills and the ability to transport your family in comfort.

This latest version is the most powerful yet with a plug-in hybrid set-up that can drive silently around town for around 60 miles while still being capable of cracking 189mph and accelerating to 60mph in just under 3.5 seconds.

What’s new?

That plug-in hybrid set-up is a first for BMW’s performance M cars. It helps boost performance and efficiency and means it’s able to achieve fuel economy of around 28mpg.

There’s a new curved double screen display in the cabin, four wheel drive, adaptive suspension and dramatic new styling in look-at-me garish paint colours.

What’s under the bonnet?

Purists will be aghast that BMW has dared to introduce electric power to their beloved performance car, but they won’t sniff at the figures. The electric motor is mated to a 4.4-litre V8 which, combined, produces a whopping 737bhp and 1,000Nm of torque.

The battery can be charged with a 7.5kW home charger in around three hours too. All that translates into a kidney-punishing punch on the open road, but it does feel slightly strange when you put your foot down as there’s a momentary, but noticeable, pause when it switches from electric to petrol power.

What’s it like to drive?

It’s devastatingly quick once V8 and hybrid powertrain are working in harmony, but it’s seriously heavy. With an engine, battery and electric motor to conceal under its clothes, there’s definitely been a bit of mid-life spread for the now 40-year-old M5.

These days it tips the scales at nearly 2.5 tonnes – some 470kg more than the previous model. Engineers have tried to make it feel lighter to drive, mostly thanks to lighter steering and adaptive suspension, but it’s not completely flawless.

How does it look?

The new M5 is certainly striking and when specified with the outlandish yellow or garish green paint job, it’s impossible to miss.

Quad exhausts at the rear, a subtle boot spoiler, deep front splitter and flared arches mean you won’t mistake this for anything other than a performance M car.

What’s it like inside?

Inside the huge curved screens dominate the driver’s view. They’re packed with information and can be fussy to use on the move. But an Alexa-like control system, that allows you to ask the car to open windows, turn up the heating, change the radio station and most other things you’ll want to do on the move works well and is intuitive.

Flashy lighting panels around the dashboard and doors, which pulse in the colours of the M badge, also add some drama to the cabin at night. The seats are wonderfully comfortable and there’s plenty of room for the kids and their assorted accompaniments.

What’s the spec like?

You get plenty of toys on the M5 including huge six-piston brake callipers the size of loaves of bread, driver assistance systems to get you out of trouble and lots of parts made from carbon fibre to try and save weight. It’s got adaptive suspension for a smoother ride and even has an app to help you park the car remotely from up to 200 metres away.

Inside there’s also a head-up display that projects speed, revs and other information onto the windscreen. Prices for the new M5 start from £114,705 and remember that a more practical Touring version will be shortly available too.

Verdict

The big question here is does a hybrid set-up work in a performance BMW M car? And the answer is: sort of. The benefits of silent driving on electric power are a bonus, especially as it also brings down emissions and increases fuel economy. What’s more, the added punch it gives the V8 when you’re pressing on – and let’s face it, that’s what an M5 is all about – is also incredibly addictive, but you’ll just have to forgive for the jarring transitions.

If you’re looking for a performance car with a conscience, though, this could be it – just don’t expect to go anywhere unnoticed as it stands out like a police officer with a speed gun.

Facts at a glance

• Model: BMW M5 Saloon
• Base price: £114,705
• Model as tested:
• Price: £132,670
• Engine: V8 plug-in hybrid
• Power: 737bhp
• Torque: 1,000Nm
• Max speed: 189mph
• 0-60mph: 3.5 seconds
• MPG: 28
• Emissions: 34g/km
• Range (if applicable): 60 miles

The Rocket 3 Storm has a car-like engine underneath, but what else does it offer? Jack Evans finds out.

What is it?

There are plenty of motorcycles that aim to deliver high levels of performance. From stripped-back street bikes to nimble cafe racers, there’s a model out there that’ll appeal to all different types of riders. This bike – the Triumph Rocket 3 Storm – appears to have been designed for riders who like to have the largest possible engine underneath them, all wrapped up in a classic cruiser-esque design.

But is the Rocket simply an ultra-large engine and little else or is there something more going on underneath the skin? We’ve been out on it to find out.

What’s new?

The Rocket was updated for 2024 and is now available in two flavours – Storm GT and Storm R. As you might expect, the former brings a more relaxed, upswept riding position while the latter creates a more engaging, focused place to ride. The biggest difference between the two, however, is the footpeg placement; the R gets a sportier mid-mounted setup, while the GT favours feet-forward controls which more closely tie in to that cruiser feel.

There’s plenty of electronic wizardry going on, too. The Rocket 3 utilises lean-sensitive ABS and a special Torque Assist system which helps to make gearchanges as smooth as can be. There’s even cruise control to transform those long-distance journeys on the Rocket into something a little easier than you might expect.

What’s it powered by?

Anything called ‘Rocket’ needs an engine to match the same and that’s certainly the case on this Triumph. The enormous 2.5-litre engine powering the Rocket has the most amount of torque you’ll find on any production motorcycle – 225Nm, to be exact – while total power stands at a not-insignificant 180bhp, a 15bhp bump over the previous model. It’s more power than you’ll find on many medium-sized cars.

Up front on the Rocket you’ve got a 47mm Showa forked, while in the middle sits a monoshock from the same brand. Helping to bring the Rocket to a stop are beefy Brembo Stylema brake calipers with twin 320mm discs, while at the rear there’s a Brembo four-piston caliper with a powerful 300mm disc.

What’s it like to ride?

Riding the Rocket 3 takes a short period of recalibration. It’s a large and reasonably heavy bike so moving it about at slow speeds isn’t that easy – in fact, a reverse gear that you’ll find on many cruiser bikes could be quite helpful. However, its low seat height and welcoming bar angles mean that it’s easy to get aboard and comfortable once you’re there.

Of course, that engine dominates the character of the Rocket but it’s more nuanced than you might expect. At idle it brings a rich, meaty noise – but thankfully without too many vibrations – and at speed, it’s barely ticking over. In fact, when coupled with the standard-fit cruise control the Rocket tackles big stints admirably. Despite its cruiser look and feel it doesn’t fall apart when things get twisty, either, with the 2.5-litre engine’s sheer abundance of torque meaning that you can simply roll on the throttle – in any gear – and get loads of acceleration as and when you want it. Without any real forward wind protection, it’s a blustery affair but, after all, this is no touring bike.

How does it look?

The Rocket 3 makes a big impression wherever it goes. As we’ve come to expect from Triumph the general fit and finish of this motorcycle is excellent with everything having a reassuringly solid feel to it. As with other models within this brand’s stable you’ve got a good range of accessories to choose from in order to tailor the bike to your needs. Highlights include upgraded rider and pillion seats, additional styling parts to change the look of the bike and extra touring options for taking more equipment with you on long-distance rides.

There are three colourways available on both GT and R specifications, too, but both get the same blacked-out detailing and coated exhaust section.

What’s the spec like?

Prices for the Rocket 3 Storm start from £23,195 for the R, or £23,895 for the GT – so as well as the car-like power outputs this motorcycle costs nearly the same as one too. Naturally, much of that cost is reflected by the sheer amount of engineering going on with this motorcycle but, as previously mentioned, it’s all tied together with a lovely finish too.

All bikes include a handy TFT multi-view instrument readout, too, where you’ll find key information such as speed and revs and trip details. Plus, all models have ultra-bright LEDs, with powerful LEDs in the front and rear lights, indicators, and number plate illumination to ensure you’re as visible as possible at night.

Verdict

The Triumph Rocket 3 Storm is unlikely to be for everyone. It’s relatively heavy, quite relaxed and a far cry from the stripped-back bikes that we’ve seen released lately. However, it’s more capable than its looks may lead you to believe and there’s an inherent silliness to having this size of engine available on something with two wheels.

It’s expensive, for sure, but the Rocket 3 Storm is so well executed that it’s unlikely to disappoint those after a fast and capable cruiser.

An unfortunate inner-city incident has put the Ibiza’s safety to the test. What else has Jack Williams been discovering about it?

Who would win in a fight: Superman or Spiderman? Robocop or The Terminator? A Seat Ibiza or a Tesla Model 3? These are surely all questions which have fascinated generations of school children and recently I had the misfortune of finding out the answer to one.

No, I have not been watching superhero films – because I’m above the age of 14 and I don’t like Monster energy drink – I am in fact very sad to report that my little Seat Ibiza has been in the wars since my last update.

Attempting to emerge from a junction I was hit hard on the driver’s side door by a Tesla Model 3, which was thundering its way up the outside lane from a horribly placed blind spot. Cue much apologising to Seat for crashing the car they very kindly lent me!

Thankfully nobody was injured and everything was ironed out within a few weeks but I couldn’t help but be impressed by just how well the Ibiza took the blow. The Tesla was travelling at a good lick when it smashed into the side of the car but half an hour later you would have struggled to notice the damage! It turns out the Ibiza is made of stern stuff and the only battle scars it had to prove its punch up with nearly two tonnes of American EV was a microscopic dent and graze on the door and a fairly scuffed alloy – which was no worse than most of the cars you see parked around most cities on a daily basis.

The Tesla on the other hand, with its five-star safety ratings and £40,000 price tag, suffered a shattered front bumper in the collision. As I said, nobody was hurt and all damage has since been repaired but I was incredibly impressed by the Seat’s toughness in what was a fairly hefty inner-city collision.

Thankfully, that’s as far as the Demolition Derby stories go for this report and for the most part, recent weeks have seen the Ibiza churn up the miles. First up was a trip to Cardiff from the south coast to watch what could loosely be described as football. As a Portsmouth FC fan that midweek night was one I’d rather forget (if our players ran half as well as the Seat Ibiza they’d be in a lot less trouble!) but the Ibiza proved comfortable, economical and completely drama-free on what turned out to be a pretty bleak 300-mile round trip in the end.

There was also the small and relaxing matter of a drive into Central London for a work event. Anyone who lives within about 10,000 miles of the capital knows that driving to its centre is a hellish experience at the best of times but the Ibiza’s compact size and agility at least gave us a fighting chance of weaving through the endless traffic. That trip also provided a test for the Seat’s boot, with two large boxes of trophies to carry as part of an awards night. The two cardboard boxes took up pretty much the entirety of the boot space, meaning the rest of our luggage was consigned to the back seats, which did need folding down in order to accommodate the cargo.

Overall, I’ve really settled into life with the Ibiza and almost found myself pining for it while it was back with Seat having its war wounds patched up. During that time, I was largely driving a borrowed Hyundai i10 – an awful tin box of a car which pierces your eardrums if you dare to go above 50mph – and the return of the infinitely superior Seat was a blessed relief (thank you to my mother for letting me use her awful Hyundai).

The only real issue I have had with it of late is the backlit air vents, which shine red once night has fallen. Over the summer, when it didn’t get dark until 10pm, these didn’t really create much of a problem – other than the fact the translucent plastic looks like offcuts from old milk cartons – now however, with darkness setting in early, they are proving something of a safety hazard.

The problem is that the lights shine directly onto the windows and then reflect right in front of the wing mirrors. The impact of this when driving on an unlit road is that you have absolutely no view of what is coming behind you because all you can see is a haze of red lights, like walking down some dodgy street in Amsterdam.

Illicit lighting aside though, the Ibiza is a cracking little car. Around town, it’s nimble and light. Out in the open, it’s comfortable and genuinely fun to drive. No, it’s not perfect but with its return date rapidly approaching, I’m going to be very sad to see it go.

Facts at a glance

• Price as tested: £25,470
• Engine: 1.0 TSI
• Power: 115bhp
• Torque: 200Nm
• 0-60mph: 9.9 seconds
• Top speed: 123mph
• Fuel economy: 48.7-51.4mpg
• Emissions: 128g/km CO2
• Mileage: 2,960 miles

By Jack Williams

The 5N is one of the most talked-about electric cars of the year, but how has Jon Reay found it?

I’ve never been much of a believer in magic. By that I mean both the Harry Potter and David Blaine varieties – neither a flying broomstick, nor a sleight of hand with a deck of cards does much for me. But what I think we have here is the car industry’s first stab at a proper ‘illusion’, and for once it’s actually got my attention.

Electric cars, we’re constantly reminded, are never going to be as good as petrol ones. Aside from the usual arguments about charging infrastructure, cobalt mining, range anxiety and so on, the world is full of car enthusiasts that like the sound and feel of burning carbon – and they’re not prepared to accept anything less.

Enter Hyundai: a rather surprising saviour to car enthusiasts the world over. For the last few years its engineers have been blazing trails in two totally different directions. Their range of electric cars, like the Ioniq 5, are about as good as it gets in the EV world. Then there’s its range of N-badged hot hatches – giant killers that seemed to come almost out of nowhere when they appeared on the scene a few years ago.

Strangely, it’s taken Hyundai until now to realise that those two teams don’t have to be sequestered away in different bits of the engineering centre – and if this car is the proof of what they can do when working together, perhaps it should’ve combined them a bit sooner.

What we have here is the first electric car that actually – properly – feels like a petrol-powered one. It sounds like one. It accelerates like one. It changes ‘gear’ – and hangs on the rev limiter – just like one too. If this is all sounding a bit cheesy, well, I wouldn’t blame you for thinking so. We’ve been here before with fake engine noises and electric cars. But this is a next level trick – think David Copperfield making the Statue of Liberty disappear.

Plonk someone behind the wheel of the Ioniq 5 N, and – without telling them – I’m sure they’d be none the wiser that the petrol engine under the bonnet is 100% imaginary.

So how is the trick done? Software – a lot of software. Like a PlayStation game, the Ioniq is just doing an extremely good impression of a conventional car: copying the sounds, the throttle response, the torque curves and more. The whole act goes so far that, should you find yourself in the wrong ‘gear’ and hit the throttle, there’s a little delay factored in while the imaginary gearbox pretends to shuffle its cogs around to get you a lower ratio. At some point, there must’ve been a conversation about that: just how long should a shift from 6th to 3rd take? ‘Musn’t make it too quick – has to feel believable’.

In a way, it’s sort of madness. Volkswagen probably spends millions of euros trying to make its DSG automatic gearboxes shift even a tenth of second faster than the last generation did – and then here’s Hyundai, deliberately engineering in the exact opposite.

Logic dicates that you should drive the 5 N with all this trickery turned off: an electric car trying to be a petrol car is never going to be as quick as one unburdened by such things. But speed is just one part of the experience.

Hyundai hasn’t simply ramped up the power output and called it a day, of course. There’s four-wheel drive to help apply that to the road, some pretty beefy brakes to stop the two and a quarter tons of metal from flying off the edge of a Welsh B-road. Special mention must also go to the springs and adaptive dampers Hyundai has fitted: quite how a car of this size can handle so well without breaking any passengers’ spines is beyond me.

That’s the thing with the 5 N: it’s only a monster when you actually want it to be. Family-oriented performance cars always need some duality of purpose – and lots of them do, to some degree. But whether you put your Audi RS4 into ‘Comfort’ mode or not, it’s still going to wake the neighbours when you start it up at six in the morning.

On the flip side, the Ioniq lets you potter around town in serene, silent comfort much like any other electric car. You can plug it into your house overnight and get 200 miles of range for a fiver. Perhaps most compellingly, it’s even available on a salary sacrifice scheme.

Amusingly though, it’s not for any of these reasons that the Hyundai finds itself here in Wales. Our little team of EV advocates, agnostics and sceptics were all united by one thing: we all thought the Ioniq was an absolute riot to drive, no matter what happens to be hiding under its duck egg blue bonnet.

With any luck, this is the start of something bigger. Perhaps this is what proper petrolheads were looking for from an electric car: put simply, something that’s pretending not to be one.

Illusion or not though, Hyundai has created something properly magical with this car – because here, in a rainy layby in Wales, a group of people saw what the future of performance cars looked like. And for once, they didn’t hate it.

Facts at a glance

• Price: £65,000
• Engine: Twin electric motors, 84kWh battery
• Power: 650bhp (boost)
• Torque: 740Nm
• Max speed: 161mph
• O-60mph: 3.4 seconds
• Range (WLTP): 274 miles
• Emissions: NA g/km CO2

A week with a Vauxhall Astra hybrid was great but it made James Batchelor long for his electric version.

One of the things I like most about the Vauxhall Astra Electric is that it’s just so ordinary. An odd thing to say, I’ll admit, but hear me out.

Over the past couple of months, I’ve been driving several EVs, and I’ve noticed that most have tried to be wilfully different from each other. Some have very streamlined styling to improve the car’s electric driving range, while others have fancy lights and interesting interiors. But with the Astra, there’s none of this.

I like that. Apart from the tiny ‘e’ badge on the tailgate, the green stripe on the number plates, and the slightly different alloy wheels design, the Astra Electric looks just like any other Vauxhall Astra. This is no bad thing as I think the current car is one of the best-looking hatchbacks on sale – never have I said about a Vauxhall Astra in the past.

There’s a very good reason for this, though. Unlike Volkswagen and its ID-badged EVs, Vauxhall doesn’t want to make a big thing about having a pure-electric range of models. So, you can have a Corsa, a Mokka and the new Frontera and Grandland SUVs with petrol or electric power. The Astra can also be a petrol plug-in hybrid. Same car, different power.

I had a taste of this recently as I was planning on taking my partner away for her birthday. Knowing that the (hugely expensive, if she’s reading this) country hotel was in a part of the country where EV charging was a little thin on the ground, I decided not to take my Astra Electric. I know, I know… But while I quite enjoy hunting around for EV charging points and commenting on how many pence-per-kWh I’m being charged, others don’t you see – not least my girlfriend.

I could have borrowed a flash German limo, but due to my dedication to living with a Vauxhall and writing reports about it, I thought the perfect substitute for my car was another Astra. The one which was delivered for this romantic getaway was a Sports Tourer (estate, in other words) in identical Ultimate specification. But instead of my car’s 154bhp electric motor and 54kWh battery pack, this one was powered by a 1.2-litre hybrid petrol engine.

It was a nice thing to whisk down to Dorset. It was amazingly refined for a three-cylinder petrol, and I like how it slipped into electric power mode pretty often – that’s not always a given with a hybrid. The geek in me noticed how the central cubby under the armrest is much bigger, and (I’m pretty sure about this and it wasn’t my imagination) how the driver’s seat could be lowered further. Both things are possible, presumably, because there wasn’t a whacking great big battery underneath them.

But, hand on heart, despite having the extra flexibility of not having to find a roadside charger and fill it up, I longed to get back into my electric-powered hatch. I just preferred the silence that comes from the electric motor, and in comparison to my car the hybrid felt coarse (it’s actually pretty refined for a three-cylinder engine, so still the comparison stands). It’s the first time I have ever been in a petrol-powered car and preferred it if it ran on electricity – that’s quite a decisive moment for me. But is the serenity of EV power worth the several thousand pounds extra over the already-excellent hybrid? I’m still trying to work that out and haven’t made up my mind yet.

Aside from this brief dalliance with petrol power, I have been piling on the miles in the Astra Electric recently. There have been numerous runs to the airport, playing taxi driver for my friends, and the car’s practicality credentials were tested to the max when I moved my childhood collection of car magazines from my parent’s house to mine.

Despite being lucky in having test cars available to me much of the time, I have been driving the Astra far more than I thought I would. Thanks to having a home charger, I have really gotten used to walking out of my house every morning to a car that is fully charged. I say that, but thanks to the car’s high efficiency – I’m regularly getting 4.5 miles per kWh on most journeys – I’m probably only charging it twice a week.

I like the scheduled charging feature (you select the time you want the car to start charging through the touchscreen, and when plugging in you press the ‘clock’ button by the charging port) which allows me to charge the car when the energy tariff is cheaper, but I wish the remote heating function – which allows me to set the car’s interior temperature from the comfort of my bed before leaving in the mornings – wasn’t a pricey subscription package. But, then again, why should owners get this convenience feature free of charge?

BG73 ASV is rapidly homing in on 5,000 miles so it might have to have a service in the coming weeks, and the time when the Astra is picked up and returned to Vauxhall for good is also approaching. I shall be trying to complete as many journeys before that day comes.

Facts at a glance

• Model: Vauxhall Astra Electric Ultimate
• Price as tested: £43,960 (correct at time of delivery)
• Engine: Electric motor with 54kW battery
• Power: 154bhp
• Torque: 270Nm
• 0-60mph: 9.0 seconds
• Top speed: 105mph
• Range: 258 miles (claimed)
• Emissions: 0g/km CO2
• Mileage: 4,218

By James Batchelor

The GR Yaris feels ideally suited to the wet Welsh weather, but what else is there to explore? James Baggott finds out.

It’s a grim, grey and damp day when I finally get thrown the keys to the Toyota GR Yaris – a car I’ve been waiting four long years to get behind the wheel of.

I must be the only motoring journalist not to have had a go in Toyota’s rally-inspired four-wheel drive hot hatch, but now the day has finally come and… it’s pouring down.

Usually that would be somewhat of a disappointment, but Toyota’s sprightly hot hatch is made for days like these. Its raucous 1.6-litre turbocharged engine has a huge spread of power and the competent four wheel drive system inspires confidence.

My first drive is on slippery Welsh roads, peppered with suicidal sheep and greasy mountain runoffs that would unsettle most performance cars. Not this Yaris.

It picks up its tail and scarpers up the twisting and tight mountain passes. For this test, it’s up against positive supercar rivals and electric cars with more than double its power.

Not that any of that phases this wonderfully competent performance car. While you might be used to seeing a Yaris troubling trollies in the local supermarket car park, this version is more at home nipping at the heels of some of the most competent cars on sale today.

The GR now comes with an automatic gearbox option and some minor tweaks, including a near-20bhp upgrade to the engine. It’s now producing 276bhp and is capable of hitting 60mph in five seconds. There’s 30Nm more torque too over the previous model. This is a rapid machine and feels far faster than these figures suggest.

What I really love about the GR is its linear power delivery. Yes, the auto gearbox is a little agricultural in operation, but I actually really rather liked it. I’d go as far as to say it is endearing. Colleagues who’ve driven the manual version say they preferred that cog swapper, but with the UK’s roads as congested as they are, for me, an auto really is a far better option.

The gearbox in no way dulls the enjoyment of the car and with one less thing to worry about you can concentrate on enjoying the incredibly direct, feelsome steering and the superb handling. The four wheel drive system on this car is astonishing too. It finds grip where few others would in bends and the way the nose dips and the car tucks into bends is down right addictive.

Toyota took inspiration from its World Rally Championship experience to hone the Yaris GR and it ripples through the veins of this car. The manufacturer called upon its Gazoo Racing arm to fine tune the Yaris – if you hadn’t guessed it, that’s where the ‘GR’ name comes from. In turn, the tuning arm called on their WRC drivers, Jari Matti Latvala and Kris Meeke, to provide feedback during development.

The pair were so pleased with the results they described it as being ‘pretty close’ to the car they’d been campaigning around the world’s rally stages, especially in terms of handling and throttle response.

That similarity also comes down to simple things like the control panel and displays that are titled 15 degrees toward the driver for improved visibility, which add perfectly to the rally theme. All it’s missing is a dash-mounted sequential gear lever and a stick for the handbrake – but maybe that would be a bit much…

Back on the road, that rally inspiration is obvious from every turn of the wheel. It’s so involving to drive, so easy to push hard, and has a turn of speed that means very little would keep up with it on damp roads like these.

As the sun sets on our photoshoot I find myself back behind the wheel of the Yaris for the long drive back to our hotel. I follow my colleague in a Porsche ST, the GT3 RS-engined monster, and I’m snapping at his bumper the entire way home. Jack Russell-like in its tenacity, it manages to put its power down without a hint of a scrabble, bothering the £245,000 Porsche at the entry and exit to every corner.

It’s sometimes hard to believe the hype when you read road tests of cars like these – I certainly doubted it could be quite as good as my peers had proclaimed. But, honestly, it shocked me quite how impressive this little car is.

The term future classic is also bandied around all too often, but it’s a richly deserved moniker for the GR Yaris. Whether you choose a manual or auto gearbox is really down to personal preference, but after a series of incredible drives on some of the finest roads Wales has to offer, I could find little to fault this car, or the auto box.

The £45,750 price tag might be a little rich to swallow, but don’t look at this as a pepped-up city car. This is really a modern day Ford Escort Cosworth – a car undeniably as special as that iconic classic.

The GR Yaris is a car I’d make space for in my garage tomorrow. It fills every drive with joy and excitement thanks to a near-perfect combination of involvement and performance. It’s very special indeed.

Facts at a glance

• Price: £45,750
• Engine: 1.6-litre turbocharged petrol
• Power: 276bhp
• Torque: 390Nm
• Max speed: 143mph
• 0-60mph: 5.0 seconds
• MPG (combined): 34
• Emissions: 187g/km CO2