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Price, fuel economy, range and depreciation

Being competitively priced against the segment’s low-emissions diesels and increasing numbers of electrified and hybrid rivals, the Niro delivers plenty of good news here but, predictably or otherwise, no revelation on real-world economy.

WLTP testing has been hard on hybrid cars - and the Niro is no exception. The tougher test has seen the car’s official CO2 emissions figure balloon from 88 to 110g/km, attracting a benefit-in-kind rate of 27% for the 2, although for company car users that still represents a saving of nearly £1,000 in tax over a similarly powerful and priced SEAT Ateca 1.0 TSI.

It’s been around for a while now, but demand for the Niro remains high, particularly so in the case of the all-electric model

But they should also know that a Qashqai 1.5 dCi 110 and, a Renault Kadjar with the same engine both returned better – and in identical laboratory test conditions.

It’s possible to drive the Niro to an indicated miles-per-gallon return well into the 60s, but not without a lot of patience and commitment - although for some this mastery of the electrified drivetrain is all part of the appeal; another skill behind the wheel to be mastered.

And if you do like running your hybrid on emissions-free battery power only for extended periods, this one doesn’t seem to have either the motor power or the battery range to really do it. For that you’ll need the PHEV, which can manage a claimed 36 miles from its 8.9kWh lithium-ion battery, although it costs around £5,000 more - a difference in price made all the more painful by the Government’s axing of grant’s for plug-in hybrids.

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