Leapmotor T03 – 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

Citroen e-C3 review

We get behind the wheel of the Citroen e-C3 – one of the most affordable electric cars on the market…

There are many reasons why EVs are not selling as well as had been hoped, including the lack of incentives, patchy public charging infrastructure and range anxiety.

But for many drivers, it’s the upfront cost – which is why cars like the all-new Citroen e-C3 are so important.

Starting at £21,990, it’s about the same price as an equivalent, well-equipped, small petrol hatchback.

And while its claimed range is a modest 199 miles, it’s more than enough for most motorists.

The fact is that the average car in the UK travels around 20 miles a day (about 140 miles per week) – and that figure is skewed by a small number of high-mileage drivers – so the reality is much less, especially in urban areas.

In other words, small EVs are starting to make sense for more drivers, especially if you can charge from home and can take advantage of cheaper electricity tariffs.

The Citroen e-C3 isn’t even the cheapest five-door electric car on the market. The Dacia Spring wins that title (priced from £14,995), followed by the Leapmotor T03 (£15,995). However, the likeable Citroen is more grown-up and edges it when it comes to comfort, kit and practicality.

Like its stablemates under the giant Stellantis umbrella, which also includes Peugeot, Fiat and Vauxhall, Citroen is hedging its bets with its new compact hatchback because it’s also available with a basic petrol engine (from £17,990).

Originally launched in 2002, the C3 is now in its four generation. And just to demonstrate its importance – 5.6 million have been sold globally since then, making it the brand’s best-selling model ever, even dethroning the iconic 2CV.

The Citroen e-C3 is the first electric version of the C3, which now features SUV-inspired styling, including short overhangs, front and rear skid plates, roof rails and large 17-inch alloys.

Retaining the same footprint as the outgoing model, the new car is 10cm taller, while ground clearance has also increased.

First impressions are great. It’s good looking in a chunky way, feels solid and the contrasting roof colours are cool. I particularly liked the Monte Carlo Blue with a white roof option.

Inside, the e-C3 isn’t as cheap and nasty as you might think. While there are plenty of hard plastic surfaces, there’s also a swathe of fabric trim across the middle of the dashboard, while the cockpit design itself is funky and modern.

Up front, there’s a 10.25-inch touchscreen, a small, low-set, oblong steering wheel and a sleek digital driver’s display integrated into the dashboard above.

The set-up works nicely, though the main infotainment screen’s graphics are fairly basic.

The cabin is surprisingly spacious and the driving position is a tad higher than you’d expect in a small hatchback, but then the e-C3 has a crossover feel.

There’s no shortage of headroom and there’s a decent amount of legroom in the back. At 310 litres, the e-C3’s boot is about average (there’s a high lip, but it is fairly deep), and if you fold down the 60:40-split rear seats, a total of 1,188 litres of storage is available.

However, the standout feature of the e-C3’s interior is the level of cushioning and support provided by Citroen’s squidgy ‘Advanced Comfort’ seats.

All versions come with a generous level of standard equipment, including LED headlights, electric door mirrors, rear parking radar, rear spoiler, cruise control, manual air conditioning, six airbags, and a suite of driver assistance and safety features.

Depending on which trim level you opt for (Plus or Max), other goodies on offer include power-folding and heated door mirrors, leather-effect steering wheel, LED rear lights, rear privacy glass, wireless charging and a rear camera.

At launch, the Citroen e-C3 is available with a 44kWh battery that’s good for an official range of up to 199 miles, with 100kW DC rapid charging providing 20% to 80% of capacity in as little as 26 minutes.

Its front-mounted electric motor produces 114bhp, which translates into a claimed 0-62mph time of 11 seconds, and a top speed of 84mph.

Those figures may sound modest, but the reality is that it’s quick enough off the line and it can hold its own on faster roads and motorways.

In fact, it drives well, though of course, with its light steering and excellent visibility, it’s best suited to an urban environment.

It’s also an ideal small car for dealing with the UK’s pothole-blighted roads. In addition to the superb seats, it’s also blessed with Citroen’s ‘Advance Comfort’ suspension which soaks up imperfections and delivers a refined, smooth rode for the most part.

Despite its height and soft suspension, the e-C3 manages to corner well too with controlled body lean.

I’d estimate the real-world range is closer to 150-160 miles, though if most of your driving is in built-up areas the claimed 199 miles is more than possible, especially in warmer weather.

Interestingly, there’s no ‘B’ button for increasing regenerative braking on the gear selector (a Stellantis fixture until now). Instead, there’s a ‘C’ (for comfort) button.

So, disappointingly, the regenerative braking levels can’t be adjusted and there’s no one-pedal driving mode.

Ultimately, the e-C3 is very capable and good value for money. A car that will help bring all-electric motoring to the masses.

Verdict: The new Citroen e-C3 is an affordable and appealing small EV with an accent on comfort and practicality.

Citroen 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