Overview

THE Hyundai Inster is the brand’s smallest and most affordable electric vehicle. It’s available in three model grades: Standard Range, Extended Range and Inster Cross.

Priced from $39,000 plus on-road costs, the diminutive, small SUV only seats four but packs in plenty of design panache. Its computer game-inspired LED taillights and distinctive design highlights packaged in a narrow, upright SUV body (it’s a fine line between hatch and SUV) are guaranteed to turn heads.

That entry-level Inster Standard Range gets a 42kWh battery for 327km of WLTP EV range.

Standard gear includes 15-inch alloy wheels, wireless phone charging, smart key entry, cloth trim made of recycled plastic bottles, satellite navigation and a 10.25-inch digital instrument cluster and 10.25-inch central display with Apple CarPlay and Android Auto.

There’s a single electric motor delivering 71.1kW and 147Nm to the front wheels.

The Inster also gets a vehicle-to-load (V2L) function supplying up to 3.6kW of electricity to a standard AC powerpoint in the back of the centre console.

Plus, there’s Bluelink remote connectivity with over-the-air software updates.

Those up front get good airbag protection with front and side curtain airbags as well as a centre airbag between the front seats. But there are no airbags in the rear.

Active safety gear includes autonomous emergency braking with junction assist, driver monitoring, speed sign recognition, lane keep assist, rear cross traffic alert, blind spot warning and exit warning.

For more distance between charges, you can choose the Extended Range that gets a larger 49kWh battery, in turn stretching the WLTP range to 360km.

Priced from $42,500 plus on-roads it also steps up to 17-inch alloy wheels and offers an optional two-tone interior in Khaki Brown or Newtro Beige.

At the top of the range is the Inster Cross ($45,000 plus on-roads), which gets the bigger battery matched to unique bumpers front and rear and roof rails. You can also choose between a panoramic sunroof or roof basket, the latter adding aerodynamic drag that reduces the claimed range to 293km.

The Cross also gets more gear, including faux leather, ventilated and heated front seats, heated steering wheel, ambient lighting, 360-degree camera and front parking sensors.

Plus, the front passenger seat folds almost flat more easily allowing for long luggage to poke through.

The Inster is covered by a five-year unlimited kilometre warranty with a separate eight-year/160,000km warranty for the high-voltage battery. Servicing is required every two years or 30,000km.

Driving Impressions

The Inster looks small and the Inster feels small once inside. It’s a bit over 3.8 metres long and is a traffic-friendly 1610mm wide. There’s not much to it, which makes it a snip around town.

The body is narrow, one reason there are only two seats in the back (the four-seat layout will instantly rule it out with some people). Not that you’d want to cram three across the back anyway.

Two big blokes up front will be close to rubbing shoulders.

No complaints about headroom, though, no matter where you’re sitting. The Inster’s tall stance ensures even the lankiest among us will have space above their heads.

Those in the rear can also slide the seat base forward or back depending on how much boot space you want.

But they’ll be doing without a supply of fresh air, with no vents to get the single-zone climate control more easily to the rear.

With the seats slid back – you’ll be a lot happier! –  there’s not much luggage space, although you can 50:50 split-fold the back seats for more. A small luggage cover keeps things out of view.

Up front there’s a bench-like front seat with an arm rest between the occupants. It’s an interesting layout, albeit one that means there’s no covered binnacle.

Between cupholders and other binnacles for odds and ends there’s enough to keep things under control.

A smattering of recycled materials – the flecked yellow on the Inster Cross is an interesting option – helps liven the already playful look.

The infotainment screen perched atop the dash is easy to see and easy to access. Its familiar menu system also works well enough while physical buttons make it easy to access main menus.

A separate collection of buttons for the ventilation system are equally handy in an era when many Chinese rivals insist on packing almost everything into the screen.

Twist the column mounted gear shifter to grab Drive and you’re ready to move.

The Inster looks undernourished on paper but it’s thoroughly handy when under way.

Thank the easily accessible torque for that. Sure, there’s not mountains of it, but it’s on tap quickly and with a little over 1300kg to shift it’s usefully responsive. There’s a fraction more fizz from the peppier Extended Range and Cross models, although ultimately it’s the easily accessible torque that is your friend in the Inster.

Compared with the often-hard-working small capacity engines in small cars with petrol alternatives the Inster is relaxed and fun. It’s an efficient thing, too.

We managed real-world consumption below 10kWh per 100km when zipping around town. Even with some spirited country driving it was hovering around 12kWh/100km.

That also meant the range figures (327km in Standard Range guise, 360km in Extended Range) seemed thoroughly achievable.

Charging can be done at up to 10.5kW. Use a more common 7.4kW you can expect a full charge in about 6.5 hours for the Standard Range and seven hours for the bigger battery. DC fast charging can be done at up to 120kW for a 10-80 per cent top-up in about half an hour.

But, hey, the Inster is not the sort of EV most will be hitting the road in for a long haul.

Paddle shifters adjust the level of regenerative braking and allow you to dial up a smart setting that intensifies the braking when behind other vehicles; like other such systems you can find it braking harder than you were expecting and varying the braking force depending on how close you are to other cars.

The Inster also does a decent job over bumps. It’s nicely controlled and sorts itself out quickly.

Those relatively basic 15-inch tyres on the Standard Range help with keeping occupants shielded from bumps. A relatively long 2580mm wheelbase helps reduce pitching, too.

The lower profile 17-inch tyres of more expensive models add some fidgeting over smaller bumps, but it’s minor stuff; overall the car is still very well mannered.

Fluid steering is slick and responsive and the Inster has a fun factor that perfectly matches its design demeanour. Ultimately, it’s that fun and funky nature that is a big part of the appeal with the Inster.

Compared with other small electric alternatives –  yep, those Chinese ones that are increasingly making life tough for brands focused on value –  it’s relatively pricey.

But as well as those distinctive looks that buck the jellybean design trend that is increasingly popular there’s a loveable car with substance and depth to its driving talent.

The Inster is not just a car that’s easy to park and cute to look at.

In a four-wheeled world that is increasingly intent on ticking boxes ahead of tingling the senses it’s a refreshing blend of new energy and old school enjoyment.

And being small sometimes has its advantages.