It would seem like the 56-mile range and 10-12 kWh capacity would be quite anomalous for an odometer reading of only 23k miles, that is if the lithium battery was properly maintained by the previous owner.
Can you share some extra info since you have TorquePro?
Add a display and see if you can locate the "# Charges". How many charges has the car accumulated? Assuming each charge is a full charge, if the number is low, we can infer that either the car was left at a low state of charge for a long time, or worse, left plugged in at 100% for a long time. Both of these situations contribute to rapid lithium-ion chemistry degradation. To understand what you'd be considering as "low", you can make an approximation by taking your odometer reading and dividing it by something like the EPA's range of 82 miles, or calculate the mean/average between the brand-new EPA range and your current degraded range. If the "# Charges" is below the expected number of charges, you can draw some conclusion on how well the battery was maintained. If the number of charges is above the calculated value, it could just mean that most of those charges were partial charges. We don't get a more detailed breakdown of the nature of charge cycle wear besides that, which is greatly missed in all EVs to my knowledge. The odometer really is only one part of the story when it comes to battery health...
Another way you can verify the capacity measurement in torque pro is by fully charging the car to reset the "energy used" meter in the energy screen of your infotainment system. Then, run the car down as close to its lowest range as safely as possible. If you want a super accurate reading you can sit at your destination charger location and drain the remaining battery with heaters / AC on high with the windows rolled down, which counts. Once you're satisfied, you can compare TorquePro's capacity reading in kWh with the kWh used from the energy screen.
As a third method of verification, you can add the "Chrg HV Last(Wh)" to your display in Torque pro and see how many Wh you're able to deliver to the batteries from empty to full. This has some margin of error because some of that energy is used to run the thermal management, 12V systems, and battery balancing, but it should give you a ballpark reading, perhaps 0-10% above what the battery capacity is. For example, my capacity estimate according to TorquePro was 14.464 kWh in September (14.3 now that it's colder), but I delivered 14.93 kWh to the high-voltage bus. So that charge session delivered 3% more energy than the capacity estimate predicted, but it gives me a rough ballpark of the maximum energy that could be accepted and constrains what capacity it couldn't possibly be higher than, like 16 kWh, or even 14.93 kWh because charging li-ion batteries is not 100% efficient.
One last tip that could help you:
You can partially recondition lithium cells with a procedure based on a recent journal article whose title currently escapes me. Very simply, if you subject the lithium pack to a rapid discharge at a full state of charge, you can recover some of the lost capacity. From what I've read, one of the causes of capacity degradation is that a percentage of the total lithium ions can no longer participate in the reversible chemical reaction that takes place when you charge and discharge a Li-ion battery. Lithium ions can become trapped in their intercalation zones at the battery's electrodes. Normally, when you draw power from the battery, the usual internal electromagnetic forces from usual discharge rates are enough to readily reduce the lithium oxide and pull them out of the intercalation zones at the anode and into the electrolyte. However, when the ions become trapped, the usual/lower discharge rates and their associated forces aren't sufficient to bring the stuck ions out. So these researchers tried subjecting a lithium battery with a high rate of discharge and discovered after several cycles that the higher discharges were, in fact, enough to 'unstick' some of the ions from the anode's lattice.
I don't know if 120kW is high enough power to do this with 192 pouch cells, but you could try doing a 0-60 mph acceleration right after a few full charges and check to see if this action does anything. I didn't save the resource I'm referencing, but I'll keep an eye out to see if I can cite a C discharge rate to confirm if the Spark EV's system is truly capable of this. The Spark EV has a 96S2P pack configuration. Correct me if I'm wrong, but I believe the brand-new pack capacity is 54 Amp-hours. Therefore, the individual cell capacity should be about 27 Ah (because the pack has two cells in parallel). At full power, a 120kW discharge at 400V (assuming no voltage sag) would equate to a C rate discharge of about 5.5C. With your degraded 38.9 Ah pack, it'd be about 7.7C.