2025 Hyundai Inster review: Australian first drive

• Doors and Seats

  

  NA

• Engine

  

  NA

• Engine Power

  

  NA

• Fuel

  

  NA

• Transmission

  

  NA

• Warranty

  

  NA

• Ancap Safety

  

  NA

Electric Cars Guide

It's been a little while coming, but we finally have our first chance to test a new Hyundai that we've wanted to drive on local roads for some time.

The 2025 Hyundai Inster is, for more than one reason, the kind of car that would most likely suit the unique scenarios an electric vehicle has the strongest chance of delivering on.

Small, compact but smart, zippy, city-focused, manoeuvrable and with a cabin that delivers more space than you expect, the Hyundai Inster makes the perfect foil for a two-car family where the other vehicle is a medium or large SUV, or dual-cab ute. Similarly, for single-car families who live in the city, the Inster is the type of electric vehicle that might sway you to test electrified motoring.

You'd think – on the surface at least – that large SUVs and sedans are the least likely breeding ground to get people interested in electric vehicles. And yet, that's where most manufacturers started the journey. Perhaps, it was a way to explain or justify the price tag, or perhaps it was an easier way to absorb the research and development cost. Either way, it's this city-focused segment that, to my mind, makes the most sense for an electric vehicle.

As such, the Inster needs to be a solid all-rounder beyond the funky, eye-catching styling. On paper, it's looked good since we first saw the specifications. The cabin is clever, there's plenty of storage, the pricing is as sharp as Hyundai could make it, and in what is becoming a more competitive electric vehicle market by the day. Still, some of you will be thinking the price tag puts it out of your reach.

Our pricing and specification guide has all the details, with the key points being the starting price just beneath $40,000 before on-road costs. $39,000 even gets you the Inster Standard Range before on-road costs. You can step up to the Extended Range for $42,500 before on-road costs, while the accessorised Inster Cross starts from $45,000 before on-road costs.

In the specifications panel below, we've provided the numbers for the price-leading Standard Range, so you know what you're getting if your budget doesn't stretch to the other two models. Picking which specification grade to buy is a tough one if your budget does cover all three. The Inster Cross looks fantastic and has all the gadgets, while there's appeal in the entry grade's approach, which is still well equipped. The Extended Range is probably the smart money buy, then, especially if you're a one-car garage.

The entry-grade gets a claimed (European WLTP) range of 327km, while the Extended Range steps that up to a claim of 360km. So, consider that if you need to access a longer driving range of course, with the good news being there's nothing wrong with the Inster when you drive it in its most efficient 'Eco' mode. I spent a decent chunk of the launch drive, across both variants, in Eco mode, and while it dials back some of the sharpness, it doesn't feel sluggish by any means.

Hyundai claims a 30-minute 10 to 80 per cent fast-charging time up to 85.3kW, but a 120kW charger is needed to achieve that as anything less cannot supply enough current to account for the Inster's low battery voltages. AC charging at up to 10.5kW is offered for empty-to-full charge times on a 16-amp plug of four hours, and four hours and 35 minutes for the two battery packs.

In short, though, a charging station at home – without any unneeded complexity – will ensure Inster owners are sorted when it comes to keeping their battery packs topped up.

Standard equipment across the range includes LED headlights, dual 10.25-inch interior displays, keyless entry and start, wireless phone charging, a suite of safety features, and sliding rear seats that vary boot space from 280 litres to 351L.

There's plenty of useful storage in the cabin, and the way the seats all fold flat is clever too. With the second row in use, the boot is small, there's no doubt about that, but folding the seats down to liberate a flat load floor is easy. And, you can effectively turn the Inster into a mini panel van with all but the driver's seat folded flat.

At one point during the launch, we filled the front seats with two guys in excess of six-feet tall (183cm), with broad shoulders, and while we were close to touching shoulders in the front seats, we were easily able to cruise back to Sydney for a few hours. Head room is also a strong point, which helps to deliver that light feeling inside the cabin.

It's fair to assess the Inster as well equipped, but the big difference to consider between the two non-Cross models is the wheels – 15s for the Standard Range, stepping up to 17s for the Extended Range. You will notice a difference in ride quality and bump absorption if you drive the two back-to-back, and while the 17s aren't harsh by any means, the 15s deliver more comfort on nasty surfaces. For mine, the base version's smaller wheels and chubbier tyres are an appealing option.

As mentioned above, 'Eco' mode is your friend in most EVs, especially if you prioritise driving range. And, you can easily use that mode in the Inster, should you wish to. It will default to 'Normal' mode, so keep in mind you'll need to select Eco if that's what you want. Accelerator pedal sensitivity is different between modes, and the Inster doesn't feel as sharp as it does in the sportier modes, but I didn't feel like I was missing out on anything in the most frugal mode.

Depending on driving mode, we saw live energy economies between 12.1kWh per 100 kilometres and 14.2kWh/100km, but we'll test the Inster's real-world battery usage once we spend more time with it in the Drive garage. According to Hyundai, you'll lose range due to the aero deficit of the roof basket on the Cross, and while it looks the part, I'd recommend either of the non-Cross models for those of you concerned with range.

Everything that we expect a city car to do, the Inster does brilliantly. The steering – both in terms of the effort required at low speed and the 10.6m turning circle – is fantastic in any scenario around town. Crucially, it makes driving the Inster so easy on any road, no matter how tight. Parking is also a cinch.

The visibility is excellent, with slender pillars not obstructing the view and ensuring you can fire around town with easy visibility. The cabin is bright and light-filled, and the seats are comfortable even after a few hours behind the wheel. And, in the true sense of great city cars like the Fiat Panda, Toyota Yaris or Kia Picanto, there's more room inside the cabin than the exterior dimensions have any right to provide. As such, if you're inventive, the Inster could move two parents and two young kids around town with ease.

You will notice the smaller, 15-inch wheels providing more comfort on choppy road surfaces. That's not to say that the 17s are too harsh, they aren't, but the 15s are definitely a little better at coping with the nasty stuff. In general, though, the ride quality and drive experience is a good one. You can even send the Inster into a tight corner with some gusto if you want, but it tends to encourage a much more relaxed approach to driving. Again, a feature of the best city cars, there's a level of relaxed calm that comes from cruising around town in the Inster.

A quick blast in 'Sport' mode showed the Inster's fun side, too, where it's got enough punch to put a smile on your face. Consider, though, that even with 71kW and 147Nm – numbers that might not look on paper as being punchy – the electric motor is only moving a 1305kg car in Standard Range form, and those figures are more than enough power and torque for the job.

Interestingly, once we left the confines of the CBD and headed out onto 80km/h and 100km/h roads, the Inster still felt at home. The higher-riding driving position, and the weight of the battery pack down low, means that the Inster always feels stable on the road, even when you're mixing it up with larger 4WDs and trucks. There's nothing to fear, in other words, if you do need to leave the city regularly.

I liked the brake feel at launch too. There's a decent transition from regenerative to the conventional brakes, and the resistance through the pedal itself is pretty natural too. So, while the fact you're driving an electric vehicle is evident, you don't need to change your driving habits to drive the Inster as you would any internal-combustion car.

One interesting factor is the level of insulation and noise suppression. Given the Inster is electric, and well insulated beyond that, there's less noise entering the cabin as you'd expect. And, that's a big plus point for an electric vehicle when you've been driving a regular internal-combustion car right before it.

Some of the other petrol-powered vehicles in this class can also feel pretty thrashy and harsh when you're asking them to work hard, but the Inster never loses its sense of calm. It makes a big difference when you spend a longer period of time behind the wheel.

The Hyundai Inster looks good, has a quirky but cool interior, features tech that works, and is fun to drive. It's also useful, especially in the city in the type of traffic most of us have to deal with every day. Those factors are all key to the intended buyer.

There's no doubt that $40,000 still isn't 'cheap' in the true sense of the word, especially for a compact car like the Inster. However, if your budget extends to that threshold, the Inster is the type of electric car that might attract otherwise sceptical buyers. I love driving a small car in the city, and it's because of all the things the Inster does so well.

Electric Cars Guide

Trent Nikolic has been road testing and writing about cars for almost 20 years. He’s been at CarAdvice/Drive since 2014 and has been a motoring editor at the NRMA, Overlander 4WD Magazine, Hot4s and Auto Salon Magazine.

Read more about Trent Nikolic