hyundai – 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

Hyundai Santa Fe review

We get behind the wheel of the acclaimed Hyundai Santa Fe – a large seven-seat SUV with serious kerb appeal…

It’s no wonder the fifth-generation Hyundai Santa Fe has already won so many trophies, including the Large Crossover of the Year category title at the prestigious UK Car of the Year Awards.

Boldly-styled, comfortable and remarkably practical, it’s even likely to tempt buyers away from large family SUVs offered by premium brands including Land Rover, Audi and BMW.

Starting at £47,200 and offered as a petrol/electric hybrid or a plug-in hybrid, it’s available with a six or seven-seat layout, and other established rivals include the Skoda Kodiaq, Kia Sorento and Peugeot 5008.

The Santa Fe’s boxy design and unique H-pattern front light signature are like nothing else on the road. Yes, the long rear overhang and low-mounted taillights are divisive, but on the whole, it boasts serious road presence.

Measuring 4,830mm (length), 1,900mm (width) and 1,770mm (height), it’s a monster multi-seat sports utility vehicle.

And, of course, those dimensions translate into impressive interior space. Not only are there three rows of seats, but with all seven seats up – the Hybrid has a 628-litre boot capacity and the PHEV gets 621 litres. That rises to 711 and 704 litres respectively with the rearmost seats folded, and up to 1,949 litres (1,942 litres) with all the back seats folded down.

Most importantly of all – the Hyundai Santa Fe is a genuine seven-seater. I know, because I loaded it up with six adults (a spare seat in the middle row) and set off for the seaside!

The Santa Fe’s layout is flexible, so you can slide the rear rows backwards or forwards to prioritise leg room or luggage space as necessary, and there’s still plenty of space and elbow room, while access to the rear seats is better than many rivals.

At the heart of both the Hybrid and Plug-in Hybrid models is a turbocharged 1.6-litre four-cylinder engine with 158bhp and an electric motor (a 58bhp unit in the hybrid, 90bhp in the PHEV).

The Hybrid is available with either front-wheel drive or all-wheel drive, while the Plug-in Hybrid only comes with the latter.

The Plug-in Hybrid’s 0-62mph time is fastest at 9.3 seconds, the Hybrid 2WD is slightly slower at 9.6 seconds, and the Hybrid 4WD comes in at 9.8 seconds.

The Hybrid’s regenerative braking system charges the small 1.49kWh battery as you slow the car, so there’s no need to plug in.

The Plug-in Hybrid gets a 13.8kWh battery, which gives a claimed electric-only range of 34 miles. For maximum efficiency once that’s depleted, you’ll need to plug in to charge the battery, otherwise it works much like the Hybrid.

My test car was the Hybrid model with AWD in range-topping Calligraphy trim (there’s also Premium and Ultimate).

Inside, the Hyundai Santa Fe has a classy look and feel, while the curved dashboard blends a 12.3-inch digital driver display and central infotainment screen into one elegant panel. There’s a climate control panel below that combines rotary controls and buttons with a digital screen.

Practical touches include wireless smartphone charging for two devices in the centre console, storage space underneath, a decent glovebox, door bins and various other cubbyholes.

It’s green too, with materials such as recycled plastic and eco-friendly leatherette used.

If you like a commanding driving position, then the Santa Fe is for you. Visibility is good, aided by large windows and slim A-pillars. If you need extra help, then a digital rear-view mirror is available, along with surround-view and reversing cameras, plus various sensors.

There’s also a clever Blind Spot View Monitor. When you indicate, a live video of the side of the car appears on your digital driver’s display, so that you can see if there’s a cyclist or any other hazard that you might have missed in the side mirrors.

Naturally, it also boasts a full suite of safety and driver assistance features.

On the road, the Hyundai Santa Fe is easy to drive, despite its size. In fact, the only time you’re aware of it is when performing tight manoeuvres at low speed and driving on narrow country lanes.

It may not be the swiftest SUV on paper, but for a substantial car, it’s more than fast enough.

For the most part it’s refined too, with minimal road and wind noise. However, the relatively small 1.6-litre engine becomes more vocal under harsh acceleration.

The Santa Fe’s suspension irons out the worst of the lumps and bumps, though the ride is a little wallowy on more challenging roads with some body lean, but overall, it feels planted.

All in all, it’s surprisingly agile for its size, there’s plenty of grip in the corners, while the steering is light and accurate.

The full hybrid system works well, with smooth transitions between low-speed electric running and the point where the engine kicks in, and vice versa. It will also coast in EV mode for short periods.

Then we come to economy. I got close to my test car’s official fuel economy of 38.7mpg, but that is disappointing for a full hybrid. On balance, I can’t help wondering whether a larger, more relaxed, engine might work better.

For the record, the two-wheel-drive Hybrid’s CO2 emissions are 155g/km (165g/km for the all-wheel-drive).

There are three drive modes (Eco, Sport and customisable My Drive) all accessible via a dial on the centre console, each modifying steering, acceleration, and shift points for a tailored driving experience.

Sport is fine for short, fun bursts on twisty roads or when overtaking, and the enhanced throttle sensitivity and quicker gearshifts are noticeable, but Eco is best for longer journeys where efficiency is the priority.

Additionally, the Santa Fe’s Terrain Modes (Snow, Sand and Mud) are there for those odd days when extreme weather strikes or you end up in a boggy car park.

Useful though these modes are, the Santa Fe is not a serious off-roader like a Land Rover Discovery, for instance, but it shouldn’t embarrass you in a muddy festival field either.

Sadly, the Santa Fe’s disappointing towing capabilities will put off some buyers who in the past have chosen the now extinct previous-generation diesel Santa Fe to lug around heavy caravans, horseboxes and trailers. Now, no matter which hybrid model you opt for, it can only tow 1,010kg (braked).

Thankfully, one thing that hasn’t changed is Hyundai’s generous five-year, unlimited mileage warranty.

Ultimately, the Hyundai Santa Fe Hybrid may not top its class for driver engagement or economy, nor can it compete with some rivals when it comes to serious off-road and towing credentials, but it is a very cool all-round package at a great price.

Verdict: Boasting serious road presence, the mighty Hyundai Santa Fe is a genuine seven-seater SUV. Competitively-priced, comfortable and super-practical, it’s a fantastic family cruiser with a wow factor.

Hyundai UK

An Abridged History of Infotainment, as Hyundai Rebels

Manufacturers seem split on one aspect of driving, the place of connectivity in modern vehicles, and whether cars need to be “smart” like phones and household fridges and lightbulbs.

Hyundai recently announced plans to ditch touchscreens because they “went too far” with their inclusion. Tesla continues to add modules to a system that now includes music and video streaming, the Tesla Arcade, and “Caraoke”. This lack of a middle ground finds an industry moving in two directions – but when did it start?

Humble yet Spectacular

Car-based touchscreens arguably have their origins fairly recently. Apple and Android devices have long championed short-form news and entertainment, including social media sites, productivity apps, and casino games. In the latter case, the Age of the Gods slots from Playtech have rounds lasting a handful of seconds. The relatively small screen of a smartphone is ample for the short guide on how to play the game and what its bonus rounds entail. When it comes to playing the game itself, they fit neatly into the landscape view of a smartphone screen. Phones are GPS-enabled too, with support for Google Maps – which many of us use whether for long journeys to new places or to find the shortest and least traffic-ridden route to work.

Makers have taken all this connectivity and made it suitable for driving. For example, the Tesla Arcade is unavailable while the vehicle is in motion (including for passengers), restricting the owner to essential controls like climate, volume, and driver assistance.

Such space-age technology has humble yet spectacular beginnings. German manufacturer BMW integrated a computer into its F1 racing cars back in 1980, introducing connectivity to the industry. This device told the driver about their vehicle and environment. At the time, most home computers were in the 8-bit era.

“Stressed or Annoyed”

Other manufacturers were slow to discover the benefits of computing. Automatic emergency calling or “E-calling”, which became part of EU law in 2019, wouldn’t appear until sixteen years after BMW’s experiment with smart racecars, marking a belated second step on the road to modern sensors and infotainment.

The world wasn’t set up for large-scale connectivity in 1996. GPS signals wouldn’t be accurate until ten years later, when President Clinton ordered the military to stop scrambling them, decreasing their margin of error from approx. 90m to 9m overnight (or 100 yards to ten).

Of course, none of this is quite on the same level as the systems Hyundai recently got overexcited about, which might have been a good thing. Company director Ha Hak-soo claims that drivers felt “stressed or annoyed” with settings buried in menus in newer vehicles. Smartphones and desktop computers suffer from the same flaw so it’s debatable whether the concept will ever be car-ready.

Incremental

Returning to smartphones, British rescue company RAC claims that SIM cards were introduced to vehicles in 1996, becoming the technology behind E-calls. BMW expanded on this idea in 2004 with messaging, traffic alerts, weather, and some productivity features.

It’s easy to think of the above as the “prehistory” of connected cars. This era arguably ended in 2007, with the release of the first iPhone. Development in “smart” cars has been incremental rather than seismic ever since, something that might sound familiar to fans of smartphones. Self-driving vehicles may yet energise creators to take infotainment to new places.

Which attitude will win overall – Tesla’s or Hyundai’s – still seems impossible to judge.

Hyundai Ioniq 5 N review

We get behind the wheel of the Hyundai Ioniq 5 N – the first proper hot hatch of the EV age

Once in a while a car comes along that doesn’t just stand out from the crowd, it sets a new benchmark. The Hyundai Ioniq 5 N is one of those cars.

A genuine game–changer, Hyundai has transformed the Ioniq 5 electric family hatchback into something very special.

Starting at £65,000, it’s pricey, but it’s also extremely clever, and there really is no other EV like it.

You could say it’s the first reasonably priced electric performance car this side of the £100,000-plus exotics from the luxury brands.

So, let’s get back to basics. The Ioniq 5 N is based on the award-winning Ioniq 5 family EV – a curiosity in itself.

With its retro cool design, the regular Ioniq 5 looks like it should be about the size of a VW Golf, yet its actually closer to a Skoda Enyaq iV.

This latest fruit from Hyundai’s ‘N’ performance sub-brand is even bigger (80 mm longer, 50 mm wider), thanks to larger wheels and tyres, and awesome body kit.

The all-wheel drive Ioniq 5 N also gets a larger battery pack than its sibling (84kWh compared to 78kWh), though range is down from 298 to 278 miles.

Courtesy of two electric motors, it produces an impressive 609bhp, while one press of the (NGB) boost button on the steering wheel unlocks the full 641bhp for a 10-second burst.

This means that a 0-60mph sprint can be dispensed with in 3.5 seconds (3.4s with the NGB button engaged) while the N’s top speed stands at 162mph.

And just like the regular Ioniq 5, the 5N gets state-of-the-art 800V battery technology allowing ultra-fast charging (10-80% in 18 minutes).

As if all that isn’t impressive enough, there are various driving modes for road and track, a launch control function, all-new suspension, bigger brakes, a revised steering system and styling tweaks to help cool the battery.

Most of all, technical wizardry has resulted in an EV that drives and sounds much like a conventional performance car with a convincing simulated engine noise and paddle-shift gearbox, recreating the sound and feel of a petrol-powered hot hatch.

Take one for a test drive yourself before you write it off as a gimmick, it doesn’t just put a smile on your face, it’s far more involving than a regular single-speed EV.

The Ioniq 5 N looks the part too. Not just the flared wheel arches and big wheels, but the aggressive stance. It’s the same story inside where there’s a far more sporty feel.

The figure-hugging bucket-style seats up front deliver a lower seating position, so you don’t feel perched like the regular Ioniq 5, plus aluminium pedals, an N-exclusive centre console and sustainable products are used throughout the cabin.

So, the Ioniq 5 N feels special, even before you hit the Start button. On the road, it’s clear that it doesn’t just look stunning, it handles superbly too.

For a big car weighing in at 2.2 tonnes, it’s nothing short of phenomenal. Blisteringly fast, there’s almost no body lean in more challenging corners.

You really can hustle the 5 N too, firm in the knowledge that its powerful brakes will do their job and its mighty 21-inch Pirelli P-Zero tyres will provide the necessary grip.

For the full-on experience, switch to Sport mode, activate the N e-Shift and chose the ‘Ignition’ engine sound, complete with blips and pops on the down–changes. Yes, it’s largely pointless, but fantastic fun.

Of course, the Ioniq 5 N can be driven sensibly too, and it may well be that the fake engine noise and manual gear selection novelty will wear off for many owners after a while, leaving the 100% N experience for special treats.

Ultimately, like every EV, it’s a balancing act between performance and efficiency, and there’s no doubt that the latter takes a big hit if you overdose on the former.

Behave and you can expect 3.5 miles per kwh or more, indulge too much and it will dip down closer to 2.0.

Finally, it’s worth remembering that the Ioniq 5 N is also highly practical. There’s loads of legroom and headroom for three in the back, while the boot offers 480 litres of cargo volume with the rear seats in place, expanding to 1,362 litres with them folded.

Oh, and unlike its cheaper sibling, it gets a rear wiper. Hurrah!

Verdict: The game-changing Hyundai Ioniq 5 N doesn’t just look awesome – it’s a technical tour de force, delivering a remarkable combination of speed, engagement, driver involvement and practicality.

Hyundai UK

Hyundai Ioniq 6 review

We road test the sensational new Hyundai Ioniq 6 – a boldly-styled EV marketed as a ‘streamliner’…

Hyundai is absolutely smashing it out of the park at the moment. Hot on the heels of the latest i10 city car, Tucson Hybrid SUV and crowd-pleasing Ioniq 5, comes the Ioniq 6.

Inspired by aerodynamic style icons of the 20^th Century, this slippery four-door saloon may have divisive looks, but believe me, it is one of the best electric cars on the market.

I’m not alone either, because it was crowned overall World Car of the Year 2023, plus it won the World Electric Vehicle and World Car Design of the Year categories.

Slightly longer than the Tesla Model 3, its other rivals include the Polestar 2 and BMW i4.

Currently only available with a large 77.4kWh battery, the Ioniq 6 has a driving range of up to 338 miles (rear-wheel drive) or 322 miles (all-wheel drive).

The single motor RWD develops 226bhp and 258lb ft of torque and is capable of 0-62mph in 7.4 seconds, while the twin-motor AWD delivers 320bhp and 446lb ft, resulting in a faster 0-62mph time of 5.1 seconds.

Featuring an 800V charging system providing 350kW compatibility, it can be used at the fastest chargers currently available.

So, expect the Ioniq 6 to charge to 80% in around 20 minutes when connected to a 350kW ultra-rapid connection. And if you have a home wallbox, you’ll be able to charge overnight, while a boost to 80% via a 50kW public charger will take one hour 13 minutes.

Sharing its underpinnings with the award-winning (more angular) Hyundai Ioniq 5 crossover, the 6 has an ultra-low drag coefficient of 0.21, which boosts performance and optimises efficiency.

Priced from £47,040, there’s a choice of two generously-equipped trim levels (Premium and Ultimate).

The Ioniq 6 is futuristic inside too, with dual 12.3-inch screens – a driver’s digital instrument panel and a central infotainment display.

Thankfully it’s not totally minimalist either. For instance, there are small touch-sensitive buttons for the climate controls in a separate panel beneath the touchscreen. These are a tad fiddly, but much better than having to swipe through menus on a touchscreen.

Overall, the quality of the interior is a step up from the Ioniq 5, while the seats are comfortable and there are plenty of soft-touch surfaces.

There’s also ample space inside front and rear, though taller rear passengers (6ft and over) might struggle for headroom, thanks to that sweeping roofline. The 401-litre boot capacity is very useful too, and you can flip the back seats to transport longer objects.

A special mention for the Ioniq 6’s distinctive ‘Parametric Pixels’. There are 700 in all and you can find then in the headlights, rear lights, front sensors, air damper trim, centre console indicator and third brake light. In fact, the rear wing light signature when braking is something else.

I got behind the wheel of a Premium spec model with all-wheel drive. Naturally, the seating position is lower than a crossover, though personally I would prefer it lower still.

Right from the off, the whole cabin experience is smooth and refined. Not only does the Ioniq 6 float over most potholes – it’s whisper quiet too.

It was lashing down with rain for much of my test time, but the car never felt anything other than planted, with abundant grip and effortless power.

It’s surprisingly agile when you push it on more challenging roads with well controlled body lean, while the steering is nicely weighted.

At its best cruising along, there are three drive modes – Eco, Normal and Sport. As ever, Normal is the best compromise between performance and economy. And if you want extra regenerative braking, then flick one of the steering-wheel-mounted paddles.

Hard to tell without spending more time with the car, but the claimed range seemed realistic based on mixed driving.

As you’d expect with a modern EV, the Hyundai Ioniq 6 was awarded a maximum five stars when it was crash-tested by Euro NCAP.

It’s also fitted with Highway Driving Assist 2 (HDA 2), which is Level 2 autonomous driving. The system helps to maintain a set distance and speed from the vehicle ahead when driving on faster roads and motorways and helps to centre the vehicle in the lane while driving. It can even overtake the vehicle in front.

Verdict: If you want to stand out from the crowd with a retro-mod, low slung EV saloon, then the Hyundai Ioniq 6 is the car for you. Safe, spacious, sophisticated and serene, it delivers a long range and is quite simply, one of the most impressive electric vehicles on the road.

Hyundai UK