city car – Pulpaddict

Hyundai Inster review

We get behind the wheel of the surprise package that is the Hyundai Inster – the South Korean brand’s smallest EV…

Once in a while I get to road test a new car I know little about, and it proves to be something of a revelation. The cute, all-electric Hyundai Inster is one such vehicle.

Based on the Hyundai Casper, which is a small petrol-engined car sold in South Korea, it also shares a stretched version of the platform used by the Kia Picanto and Hyundai i10. In other words, the Inster has good genes.

Priced from £23,505, it’s an entry level EV competing with the likes of the Dacia Spring, Citroen e-C3, Leapmotor T03, Renault 5 E-Tech, Fiat Grande Panda and BYD Dolphin.

Measuring just 3,825mm (length), 1,610mm (width) and 1,575 (height), it’s at the smaller end of the scale compared to its rivals, yet it’s one of the most spacious cars in its class, thanks to a 2,580mm wheelbase and wheel-in-each-corner design.

Dinky and distinctive, it’s an SUV-style city car with just a hint of the Suzuki Ignis – especially at the rear.

With its friendly face, jacked-up ride height, curved panels, boxy wheel arches and innovative lighting design, there’s also a great choice of 10 cool colours, including Sienna Orange and a matte Amazons Green.

A crossover variant, the Inster Cross, follows later this year. It offers a more rugged look, and comes with bigger bumpers, more lower cladding and a standard-fit roof rack.

First impressions of the Hyundai Inster’s interior are just as good. It’s quirky, as you can see, but it’s also clever and incredibly versatile.

For instance, all four seat backs fold down, while the rear seats can slide forwards and backwards by 16cm, providing ample legroom for rear passengers or extra boot space, depending on your needs.

Even with the rear seats pushed all the way back, there’s still a 238-litre boot. Slide them all the way forwards, and the boot opens out to 351 litres, which is good for a city car.

Up front, the gear selector is set behind the steering wheel, freeing up space on the centre console. The front seats are styled to look like a bench, with cupholders and a phone-sized storage slot in the central area.

Standard equipment includes a 10.25-inch driver’s display and a central 10.25-inch touchscreen infotainment system. It’s not over minimalist like some EVs either, so there are physical buttons too.

The clear and responsive system is familiar from other Hyundai models, and naturally there’s also Apple CarPlay and Android Auto connectivity.

The cabin is narrow but there’s plenty of space for occupants up front, and thanks to the high roof, taller drivers should have no problem getting comfortable, with tilt and reach adjustment in the steering wheel, and a centre armrest.

One of the reasons I like the car so much is down to the driving position. If like me, you prefer not to feel perched (a common problem in EVs), then you’ll enjoy the Inster because the driver’s seat can be lowered enough to make you feel more involved with the car.

The only disappointment in my test car was that there was no height adjustment for the front passenger’s seat.

Elsewhere, the cabin seems well put together and some interesting materials (many recycled) have been used to break up the hard, scratchy plastic surfaces.

The Inster gets a choice of two batteries — a Standard range 42kWh version paired with a 96bhp electric motor (11.7s, 0-60mph), which gets 203 miles of range, or a Long range 49kWh with 229 miles of range and a more powerful 113bhp electric motor (10.6s, 0-60mph).

I tested the latter, and though performance isn’t sizzling on paper, it’s more than adequate with the instant torque capable of surprising more powerful cars off the line.

More importantly, it’s smooth, refined and easy to drive, while the relatively soft suspension set-up soaks up bumps and potholes well.

There are four drive modes (Eco, Normal, Sport and Snow). As ever, Normal offers a good balance of power and economy. Eco dulls the driving experience, and Sport sharpens the throttle response, but is probably best left for short bursts of fun because it will use up more battery power.

Incidentally, drive modes can be selected via a button on the steering wheel, just like a Porsche!

The front-wheel drive Inster is in its element in town, where it’s perfect for zipping in and out of lanes, and visibility is great for manoeuvring.

It’s also fun out on the open road too. Sure, there’s body lean in faster bends, but it’s well-controlled, there’s ample grip and the steering is light and direct.

The brakes on my test car were on the sensitive side, but even that is much better than the spongy brake feel of so many EVs these days.

I achieved an impressive average 4.3 miles per kWh efficiency over mixed roads, and I suspect the range of the 49kWh car could nudge 200 miles, with a bit of sensible driving in the summer. It’s worth noting that the Inster is fitted with a heat pump as standard, which will help with efficiency and range, especially in the colder months.

Vehicle-to-Load (V2L) is also available, allowing owners to power external devices using the car’s battery, via an internal socket or an adapter fitted to the car’s charging port

When you have to charge, overnight at home will be cheapest. If you have to stop off, peak rapid charging speed for the Long range battery is a modest 85kW, which means a 30-minute 10-80% charging time via a suitably rapid connection.

The five levels of brake regen on offer, conveniently adjusted via the steering wheel paddles, will help eke out miles when coasting and on downhill stretches. An ‘i-Pedal’ (one-pedal mode) is available for around town and the clever auto-regen mode adjusts braking based on traffic conditions and road grade.

The Inster hasn’t been tested by Euro NCAP yet, but from a technology point of view it’s fitted with Hyundai’s comprehensive suite of Advanced Driver Assistance Systems (ADAS), including Autonomous Emergency Braking, Lane Keeping Assist (LKA), Intelligent Speed Limit Assist (ISLA), Driver Attention Warning (DAW) and High Beam Assist (HBA).

Oh, and like all Hyundai models, it comes with a reassuring five-year unlimited mileage warranty, while the battery is covered for eight years/100,000 miles.

Verdict: Put simply, the adorable Hyundai Inster oozes character and is one of the best city EVs on the market. Cute, affordable, well-equipped and super-efficient, its clever interior is versatile and surprisingly spacious.

Hyundai UK

Leapmotor T03 review

New car, new brand to the UK. We get behind the wheel of the dinky Leapmotor T03 hatchback…

Unlike most of the other new car brands from China, Leapmotor is a joint venture with Stellantis – the group which already includes Peugeot, Vauxhall, Fiat, Citroen, Jeep – to name but a few.

So, rather than having to set up from scratch, Leapmotor is leveraging Stellantis’ experience, which includes access to dealerships and an after-sales network.

Leapmotor is launching in the UK with two all-electric cars – the pint-sized T03 hatchback and mid-sized SUV, the C10.

I’ve driven both, but this week I’m concentrating on the awkwardly-named T03 (a cute moniker might have been an idea, but there you go).

Priced from just £15,995, it’s the UK’s second-cheapest EV, at just £1,000 more than the Dacia Spring.

I’m not 100% sure about the T03’s kerb appeal. While it’s not ugly, it’s certainly no Fiat 500, and there’s a hint of Daewoo Matiz about it.

One thing is for sure – it’s a strong all-round package. Thanks in part to its height (it’s taller than the Fiat 500e and Dacia Spring), it’s surprisingly spacious, with plenty of headroom throughout, and just enough legroom for adult passengers in the back.

Boot space is a cosy 210 litres, rising to 880 litres with the rear seats folded, so enough for a small shopping trip or carry-on luggage.

Leapmotor has kept things simple with the T03. It’s only available in one (well-equipped) specification – all you do is choose the colour (Light White, Starry Silver and Glacier Blue).

For such an affordable hatchback, the list of goodies includes 15-inch alloys, a 10.1-inch central infotainment touchscreen, 8.0-inch digital driver’s display, panoramic sunroof, reversing camera, climate control, electronic parking brake and keyless start.

Safety and driver assistance tech, such as blind spot detection, lane departure warning, adaptive cruise control and autonomous emergency braking (AEB), is all standard too.

The heart of the little T03 is a 37.3kWh battery which offers a claimed 165 miles of range (more in city driving).

The electric motor on the front axle pushes out 94bhp and 117lb-ft of torque, which is enough for a 0–62mph time of 12.7 seconds and a top speed of 81mph.

The only obvious signs of cost-cutting are the lack of rear wiper, plasticky interior and lack of steering wheel reach adjustment. That said, it seems well put together, the infotainment tech available is impressive for a car in this sector and the doors close with a satisfying clunk.

Sadly, my sat nav froze during my test drive and some of the infotainment screen text seemed on the small side to me, so it’s not perfect and there would seem to be a few early glitches.

It should also be noted that there’s currently no Apple CarPlay or Android Auto compatibility. That could be sorted with an Over-the-Air (OTA) upgrade, but it may be a red line for some customers. In the meantime, there is Bluetooth connectivity.

Once you get used to the fairly high seating position, the first thing you notice on the move is an irritating whine from the electric motor. Thankfully, it disappears over 20mph, but it’s not quite the whisper-quiet experience of many EVs and road/wind noise is noticeable the faster you go.

On the road, the Leapmotor T03 bowls along surprisingly well. It’s not the fastest EV out there, but absolutely fine for nipping around and there’s enough power to keep up with most traffic, even at motorway speeds.

A combination of its light weight (1,175kg), small footprint, wheel-at-each-corner design and tight turning circle result in a pleasant driving experience, even if it’s well short of putting a smile on your face.

The suspension is a tad stiff, but it soaks up most of the potholes. For the most part it feels settled and all-round visibility is good.

It’s wisely been fitted with a set of classy Continental tyres, so there’s decent grip, while the steering is light. Delve inside the touchscreen and you’ll find three steering settings – Comfort, Standard and Sport. They are worth a try, with Sport just edging it for me.

There are also three drive modes (again hidden inside the infotainment system) – Eco, Comfort and Sport. As ever, stick to Comfort, which offers the best balance of economy and ‘performance’.

Sadly, there are no flappy paddles to adjust the brake regeneration behind the steering wheel, so it just varies according to the drive mode selected (Eco for max), and you won’t find a one-pedal option. On the plus side, the brakes in general are fairly progressive.

Regen will claw back a bit of energy lost during braking and coasting, but naturally you’ll have to plug in for a full charge.

Most owners will charge overnight at home, but if you’re on the move, a 30 to 80% top-up using a rapid charger should take just over half an hour.

I’d need to spend a week with the T03 to come up with a more accurate real-world economy estimate, but I achieved around 3.5 miles/kWh during my test drive on mixed roads, so I reckon a 120-mile range is possible on a run – and closer to 200 miles in slow city driving.

Inevitably, the Leapmotor T03 will be compared with the Dacia Spring. Just from first impressions, I’d say the T03 has more space for passengers, better quality materials are used and it seems more solid. It also has a longer range and it comes with a four-year warranty.

All in all, Leapmotor and Stellantis should be commended for helping to bring affordable electric motoring to the masses.

Verdict: The Leapmotor T03 isn’t quite the cheapest, but it is the best value EV on the UK market. Surprisingly spacious, comfortable, well-equipped and with a respectable range, it’s an ideal zero emissions urban runabout.

Leapmotor UK

Toyota Aygo X review

We road test the all-new Toyota Aygo X – a city car transformed into a funky urban crossover…

Toyota is on a roll. Recent acclaimed additions to the range include the GR86 coupe, the Yaris, Yaris Cross, GR Yaris, and the bZ4X – the brand’s first EV.

The all-new Toyota Aygo X continues the winning streak. In one fell swoop Toyota’s designers have re-invented the city car, creating an urban runabout sporting chunky, compact crossover looks.

Arguably its only rival is the quirky Suzuki Ignis, which needs a workout in comparison to the rufty-tufty Aygo X (pronounced “Aygo Cross”).

At first glance it looks like Toyota started with a clean sheet, but look closely and you’ll spot design cues from the outgoing Aygo such as the glass hatch and pop-out rear windows.

At only 3.7 metres long and 1.74m wide, it’s a little larger than the old Aygo hatchback, and despite its crossover design, it rides just 11mm higher.

Starting at a very competitive £15,405, the Aygo X range has been kept simple. There’s just one (non-hybrid) petrol engine available (a 71bhp three-cylinder unit), with the option of either a five-speed manual or CVT automatic transmission.

And there are only three trims levels (Pure, Edge and Exclusive), plus a special Limited Edition model.

Entry-level X Pure comes as standard with 17-inch alloy wheels, automatic headlights, air con, a 7.0-inch touchscreen with Apple CarPlay and Android Auto smartphone integration, plus a leather steering wheel trim.

Edge grade adds 18-inch alloys, automatic air con and wipers, rear privacy glass, front fog lights and an 8.0-inch multimedia display. It also gains extra exterior styling details and a bi-tone/metallic paint finish. Options include a large, power-operated canvas roof and a parking pack with front and rear intelligent clearance sonars and an automatic braking function.

The range-topping Exclusive model comes with cloth and synthetic leather upholstery, a wireless phone charger, LED headlights and smart entry.

It also gets the new Toyota Smart Connect multimedia system with 9.0-inch display, giving access to cloud-based navigation, latest road information, connected services and over-the-air updates for updates and fixes.

We tested the Limited Edition version, which is finished in cool new Cardamom Green metallic paint. It features 18-inch matt black alloys, Mandarina orange highlights on the wheels, sills and bumpers, plus other interior design features and the canvas roof. The front seats are heated and have part-leather upholstery.

So, the Aygo X is well equipped. It’s also safe because the impressive Toyota Safety Sense package is fitted as standard. It includes pre-collision warning with pedestrian detection, emergency steering assist, lane-keeping assist, adaptive cruise control and a reversing camera. Higher-spec cars also get front and rear parking sensors.

Despite its pumped up looks and longer wheelbase, it’s still very much a city car inside, even if the seating position has been raised by 5cm.

The interior is cheap and cheerful, but then what would you expect for the price? So, you’ll find hard plastics and exposed painted metal. On the plus side, the infotainment system works well and there are still some physical buttons and dials (for the air con – crucially).

There’s plenty of room up front and the driving position is comfortable. However, it’s still cosy in the back and the passenger experience isn’t helped by the small, rear-hinged windows which don’t fully open.

Thankfully, the boot is more practical than before, offering 60 litres extra (231 litres in all), expanding to 829 litres with the rear seats folded.

The thrummy three-pot has been tuned for economy over performance, so more spirited drivers will have to work the five-speed gearbox hard to make swift progress.

Officially, the manual version hits 62mph from standstill in 14.9 seconds and goes on to a top speed of 98mph.

CO2 emissions are as low as 109g/km and fuel economy is up to 58.85mpg. In fact, in mixed driving I managed 60mpg, which added to the low insurance group and Toyota’s reputation for reliability, means owning an Aygo X should be an affordable experience.

Despite being low on power, it handles surprisingly well and only feel unsettled if really pushed.

In its more natural urban habitat, it’s nippy, agile and easy to drive. Light and quick steering, plus an exceptionally small turning circle of just 4.7m really help.

However, it’s not the quietest cabin – a combination of the thrum from the engine and wind noise, while the full-length canvas roof doesn’t help – even if it is fun in the sun.

So, the Aygo X isn’t perfect, but full marks to Toyota for creating a new niche and a dinky car full of character that stands out from the crowd, puts a smile on your face and represents great value for money.

It’s also worth remembering that the Aygo X comes with a standard three-year/60,000-mile warranty, but it’s also eligible for Toyota’s warranty protection for up to 10 years or 100,000 miles (whichever comes first), but you do have to service your car at a franchised dealer each year to maintain that cover.

Verdict: The all-new Toyota Aygo X is a breath of fresh air. An affordable city car with cool urban crossover looks that’s fun to drive, safe, economical. cheap to run and well equipped.

Toyota UK

Prestigious award for new Fiat 500 EV

The all-new New Fiat 500 has been crowned Best Electric Car at the first ever Marie Claire UK Sustainability Awards.

Praised for its impressive range, iconic design, connectivity features and use of recycled materials, its other awards include Best Small Electric Car for the City by WhatCar? and Auto Express’s City Car of the Year.

For the inaugural Sustainability Awards, the Marie Claire UK team were joined by global experts, thought leaders and activists in sustainability to recognise brands making a difference in an increasingly eco-conscious world.

“New Fiat 500 has what it takes to convert buyers to go electric, offering an impressive range for its size and a slick and modern upgrade to its iconic design,” said Andrea Thompson, Editor in Chief, Marie Claire UK.

“It’s the attention to detail across the board that sets it apart from the competition. From the autonomous driving features and connectivity to the innovative use of recycled marine materials on the interior, this is an agile, efficient and intelligent 500 for a new generation.”

The new 500 is the first fully-electric Fiat designed from the ground up. The car’s best-in-class features include Level 2 Autonomous Driving technologies, a variety of battery options and a driving range of up to 199 miles – the longest range of any electric city car on the market today.

The sustainable philosophy of the New 500 is reflected not only in the electric powertrain but also within the interior. The seats are partly made with Seaqual yarn, the weaving of which produces a material derived from recycled plastic, 10% of which originates from the sea and 90 per cent from land.

Greg Taylor, Fiat UK Country Manager, added: “The arrival of New 500 marks a pivotal moment in making sustainable, connected and autonomous mobility accessible to UK motorists.

“With a host of features such as an all-new infotainment system and Level 2 Autonomous Driving – which is exclusive to New 500 within its segment – as well as four trim levels, there is a New 500 for everyone.”

In recent weeks, the new 500 has additionally won Best Small Electric Car for the City by What Car?, named Car of the Year by Electrifying and has also been recognised by Auto Express as their City Car of the Year.