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Stuff.tv
18-05-2025
- Automotive
- Stuff.tv
After driving the Hyundai Inster I'm convinced it's another small EV success story
Stuff Verdict 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
The Independent
06-02-2025
- Automotive
- The Independent
Citroen e-C3 Aircross review: All-electric family SUV offers great value
Citroen's C3 Aircross has been something of a hit among those who want a stylish, spacious, small SUV that's good value. The new model takes all that and just makes it all a bit better. It has a whole new look inspired by the wacky Citroen Oli concept of 2023 – and Citroen is at its best when it goes wacky. It's got more room than ever – so much so that non-electric versions can squeeze seven seats inside. There's more kit than ever, too, and at prices that will surprise those who say EVs are all too expensive, it's better value than ever. The elephant in the room is the range of what is, currently, the only version available with a 44kWh battery pack – just 188 miles. But if you think about your daily usage – and this is a family runaround after all – most people will be fine with that and may not have to charge up more than once a week. If you can wait and are willing to pay more, a bigger battery version will go on sale later this year, upping the range to around 250 miles. What you'll get either way with the new e-C3 Aircross is a car that's really easy to live with and hugely comfortable. The ride is soft, the seats are soft yet supportive, the view out is good and the controls are easy to use. With cost savings on 'fuelling' costs, it's a great value family EV. How we tested We headed to Barcelona to drive the Citroen e-C3 Aircross, where we put the car through its paces on a variety of urban, country and motorway roads, while also loading up the boot and checking out the space in the back seats. Citroen e-C3 Aircross: From £22,990, Independent rating: 9/10 Price range: £22,990 to £24,990 Battery size: 44kWh Maximum claimed range: 188 miles Miles per kWh: TBC Maximum charging rate: 100kW Battery, range, charging, performance and drive There's currently just the one battery available. It's a 44kWh unit that gives the e-C3 Aircross a range of 188 miles. If you think about your average usage, you may find that it'll work fine for you – especially at the prices, which start at just £22,990 for the Plus model. If you can find a super-fast charger, the e-C3 Aircross will charge at speeds up to 100kW – again, not bad given the price of the car. That means you'll get from 20 to 80 per cent charge in around 26 minutes. On a 7kW home charger that would likely take four hours and ten minutes, making a decent overnight charge on a low-rate energy tariff ideal with an e-C3 Aircross. Performance isn't exactly scintillating – you might be better off measuring the zero to 62mph sprint with a calendar rather than a stopwatch. 12.9 seconds is, er, relaxed. But relaxation is what this car is all about. With fancy hydraulic bump stops in the suspension, the e-C3 Aircross feels smoother across broken roads than most rivals – ideal for when the family's on board. In fact, the ride feels very much like Citroens of old, which were famous for their limo-like ride quality. As the 0-62mph time suggests, this is no sports car and the softer set-up means the car will lean a bit if you take corners quickly. Not that you're likely to, this car encourages a more relaxed driving manner, which will also boost efficiency from the small-ish battery. Interior, practicality and boot space The e-C3 Aircross's boost in size – it now measures 4,390mm in length, around 200mm longer than before – means there's plenty of space in the back, while the upright SUV style means you'll never have to worry about headroom. There's also been a handy increase in boot space, too. It's a shame you can't get seven seats in the EV – that's down to having a battery under the car's floor – but you've still got an excellent 460 litres of space that can be increased to a small van-like 1,600 litres if you fold the rear seats down. There are also plenty of neat storage spaces for those in the front or the back of the car, too, while although some of the plastics feel a bit cheap inside, Citroen has covered them across the dashboard with a strip of material that makes the car look posher and warms things up a treat. The seats use Citroen's Advanced Comfort seating system, which basically means they're a bit wider and squishier than many other car seats, yet they still feel reasonably supportive. Combined with the soft ride, this car will be one of the most comfortable family cars you can buy over the UK's broken up roads. The small oval steering wheel helps to make the car feel easy to manoeuvre, too, while the digital instruments are placed high up on the dash where they're easy to see. And with a big glass area, everyone gets a good view out, and with a high-up driving position, parking the car is easy, too, helped by a decent camera system. Technology, stereo and infotainment For a relatively low price, you get a decent amount of kit. The highlight is the 10.25-inch touchscreen, which comes with wireless smartphone connectivity for Apple CarPlay or Android Auto. We were delighted to see separate controls for the heating and ventilation system below the touchscreen, which will make life much easier adjusting the temperature on the move. All cars get the same 17-inch diamond cut alloy wheels, but the Max model, which at £24,990 is two thousand pounds more than the Plus car, adds heating for the seats and steering wheel, LED rear lights, front and rear parking sensors, a two-tone paint job outside and wireless smartphone chargers. For the money, there's an excellent roster of advanced safety systems that include active safety brake that will detect an imminent impact and apply the brakes, plus active lane keeping assist to stop you inadvertently crossing the white line in the middle of the road, plus convenience features like automative high-beam and automatic wipers. Prices and running costs Given the space, kit and style on offer, the e-C3 Aircross offers impressive value. It's a fine example of how sharing parts among many Stellantis brands can keep costs down, yet Citroen has managed to make the e-C3 Aircross feel and look very much like a Citroen. The £22,990 starting price for the Plus model is tempting enough, but given the extra kit and a dose more style that you get with the Max car, we'd be tempted to look at that model, which has a list price of £24,990. And we'd fully expect decent deals to be on offer when the car goes on sale in April, with first deliveries around June time. Of course, the C3 Aircross is also available with petrol engines, including a hybrid, but the electric cars undercut the hybrid models by a surprising £750. Citroen e-C3 Aircross rivals FAQs How long does it take to charge? On a 100kW fast charger, the Citroen e-C3 Aircross will go from 20 to 80 per cent charge in 26 minutes. On a 7kW home charger that's likely to take around four hours and 10 minutes. How much does it cost - is it worth it? We think the e-C3 Aircross is great value with prices starting at £22,990. The electric version undercuts the hybrid model by £750. The e-C3 Aircross's battery is covered for eight years and 100,000 miles, while there's Citroen's standard three-year warranty back up on the rest of the car. The e-C3 Aircross will be the perfect family runaround for many. Don't be put off by the 188-mile range – many families don't do that sort of mileage in a week, let alone a day. Instead enjoy the value and the space on offer. It's a great car for not much cash.
