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7 days ago
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- The Advertiser
2025 Hyundai Inster Cross review
Hyundai Inster Pros Hyundai Inster Cons The Hyundai Inster Cross is a more rugged take on the cutesy compact electric vehicle (EV), and we reckon it's one of the coolest new cars on the market. Just take a look at those lines, those lights, those rims! It's a cracking looking thing and, if you want to, you can get it with a roof basket instead of a sunroof, which adds practicality – theoretically, at least, because while it might make this a more cargo-capable option, it cuts the driving range significantly. Although the Inster is officially classed as a light SUV, it's still very much a city car with no off-road chops, but this Cross version of the Inster is the best-equipped, and – though it's the most expensive – arguably the best value, too. The Hyundai Inster lineup starts at just under $40,000 – and while that might seem okay for an electric car, this is a teeny-weeny model that isn't as practical as some other EVs you could choose for less money with more space inside. But its size and design is clearly part of its appeal, and that's particularly prevalent in the flagship Inster Cross variant tested here. The 'before on-roads' factor is a consideration. Plenty of rivals at the affordable end of the spectrum include on-road costs, making it easier to see what the actual transaction price will be, whereas in this instance, your location and the dealership you shop with will determine the cost. For example, the version you see here with the optional Amazonas Green matte paint ($1000) racks up at more than $50,500 drive-away in NSW. Yeesh. There are plenty of more affordable and more practical options for those in the market for a budget EV (such as the MG 4, MG S5, BYD Dolphin and Jeep Avenger), and there are some compelling choices from European makers that offer quirky options like the Fiat 500e, Abarth 500e and Mini Cooper Electric. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The Inster Cross can be had with a boring interior, or the interior you see in these images. And wow, this one isn't going to be for everyone! The 'Dark Grey + Amazonas Khaki – Bio Artificial Leather Appointed' finish is a no-cost option available with six of the seven exterior paint options for the Inster Cross (you cannot have it with the Dusk Blue matte paint – because blue and green should never be seen without a colour in between, darlings…!). The roof lining is also finished with a pretty interesting design, as is the sunroof shade. But really, that sunroof is so small compared to many others out there, it's almost not worth having. And while it is, er, interesting, it does exaggerate the 'not-real-leather' part of the trim. I think it's fun and funky, but I also think one with a black interior will be easier to sell when the time comes… The fact there's a section between the seats that houses cupholders and an armrest, which moves when the driver moves their seat, is a funky idea. Having cups of hot coffee near your leg in a bump-able position? Not so funky. But it frees up a flat space in front of the seat to allow lots of storage, and there's even a couple of bag hooks on the dash and door to ensure you'll fit everything in. Plus at the bottom of the dash area there's a 230V plug for your hairdryer, laptop or whatever else. The main dashboard has a 10.25-inch touchscreen media system with plenty of good usability and tech to it, but for a new car aimed at tech-savvy customers, the lack of wireless Apple CarPlay and Android Auto is a big miss. It's to do with this generation of screens being unavailable with sat nav and wireless connectivity. The fact there are proper buttons and dials for the controls is a nice inclusion though – many other EVs have touchscreen controls for things like seat heating and cooling, and climate management. There's single-zone climate control with buttons for all the major controls. There is a driver information screen that matches the main display, and the display illustration changes depending on the drive mode you're in. The screen also has a heap of info available including a trip computer, drivetrain info and some of the safety tech info too. The steering wheel has a heap of controls on deck too, and there's steering wheel heating for this spec too (via a button down near the driver's right knee). The most intriguing part is the gear selector, which is a stalk off the steering column that requires you to twist it forwards for D and backwards for R, with a park button on the end. Long-legged people, watch your knees getting in! There are pockets in the doors, overhead visors with mirrors (but they don't have lights that come on automatically; you have to hit the switch each time), and an auto-dimming rear-view mirror. The rear seat is a sizeable space for the size of the car. With the driver's seat set to my driving position, at 182cm/6'0" I could just squeeze in behind. But with the seat slid all the way back – which you can do in all Insters – you will find there's a heap more legroom. Headroom is generous no matter what, and the view out is good, mindful, though, that like all Insters it's strictly a four-seater. There is no middle rear seat, which could limit its appeal. There are ISOFIX child seat anchors and top-tethers for those seats, but there's not much else in terms of amenities except for a single USB-C port. No vents. No cupholders. And also, no rear airbags. That's right – there is no airbag coverage for second-row occupants. Hmmm, that was an issue back in the early 20-teens for the Renault Captur and Clio, and the Volkswagen Up and Amarok, but in 2025 it really is a very notable omission. As for the boot? Well as you'd expect, it is configurable due to those sliding rear seats, but in my opinion the way it's all pieced together is a bit silly. There are flaps on the rear seatbacks that are adjustable because of the seats, but they get in the way of making the most of the space in the boot. The cargo cover is a pain, too – it gets in the way. Hyundai could have just done without it, and made the car a smidge cheaper! There is a reasonable cargo capacity – a minimum of 280 litres with the rear seats in their rearmost position, increasing to 1059L with the rear seats folded flat. There's no spare wheel, though. Just a tyre repair kit. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The Inster Cross gets the bigger battery and more power than the base model. The Inster's battery can also be used to power electrical appliances because it has vehicle-to-load (V2L) capability. Now, the efficiency of the Inster is impressive. On paper, the Inster Cross is claimed to use 15.1kWh per 100km, which is good for a front-wheel drive EV on 17-inch wheels with low-profile tyres. On my test, I saw a real-world return of 15.5kWh/100km, including a mix of urban, stop-start, highway and freeway driving. But if you choose the Inster Cross with the roof basket, that increases the consumption to 18.8kWh/100km. What sets the Inster apart from other 'cheap' EVs is that it has a relatively small NMC battery, but it is faster-charging than many of the budget-focused options. Many rivals in the $40-$50k range are limited by 6.6kW to 7kW AC charging, and DC charging from 60kW-80kW. That goes some of the way to explaining why the Inster mightn't seem like the budget-friendly option it could be, but if you start to think of time as money, maybe it is a better choice on balance…! To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The Inster is a fun little jigger. It has a settled and comfortable ride, even on the bigger wheels with low-profile tyres, and it steers at speed with a fun factor that many others in this class can't match. It's not the most thrilling machine in terms of acceleration at high speeds, but the urgency on offer from 0-60km/h or so is addictive. Being electric, there's a surge of torque from zero revs, and it's a relatively quiet experience in urban driving. But it can be loud on the highway, with a lot of road noise and wind noise evident, especially at 110km/h on highways with coarse-chip surfacing. And while it is a joy to go for a jaunt in the Inster, one thing that is surprising is the turning circle and the steering action at parking pace. When you suddenly apply a lot of steering lock it can weight up unnecessarily, making U-turns more difficult than they ought to be – especially if you're not ripped and buff like yours truly… ahem. The surround-view camera and blind-spot monitoring systems do make it a mostly excellent urban driver, though. And it even has a neat little pedestrian warning sound to alert people outside the car of your presence, because otherwise you could creep up unnoticed. I like the fact you have four levels of regenerative braking on offer, including an assertive i-Pedal mode that will allow you to pilot it just using the accelerator pedal. The other levels are pleasantly balanced, too. And if you prefer to just apply the brakes yourself, it is a nicely reactive pedal and not too squashy feeling, as some can be. So, it can be a hoot to drive. But also, a massive pain in the backside. That's because – like almost all other Hyundais on sale today – it has some of the most annoying audible chimes for its safety systems, including an incessant driver monitoring system and an overbearing and often dimwitted speed sign recognition system. You can turn them off, and you'll have to each time you drive the car if you want a peaceful and enjoyable ride. The remedy for those is to either set up a favourite (the star button on the steering wheel) that you can shortcut to each time you restart the car, or you can jump into the menus and muck around with the screen. Either way, it's a heap of screen presses before you can get on with it. Look, it's not going to be a dealbreaker for some – in fact, there are people that will appreciate the systems warning them of the speed signs. But I for one know all the speed zones where I live, and don't need the car to 'bing' at me each time it thinks the speed limit has changed (and I say 'it thinks' because it can get it wrong, regularly!). And while there is a 'mute' button function to turn off the 'overspeed' alert (where it will 'bing-bing-bing' at you if you're going over the speed limit it thinks you're driving in), it won't mute all the safety sign chimes (as it does in the Tucson). There's a lane-keep system that auto-activates above about 60km/h, which you can switch off easily using the button on the steering wheel. However, when you turn it off, it will still reactivate active lane-keep assistance when you engage cruise control. All told, the tech is all there, but it doesn't have the most user-friendly operation. And the fact you have to make those multiple adjustments each time you get back into the car (rather than being able to set up a profile and disable multiple things in one press, a la the MG S5), makes it more tedious than likeable, which this car should be. Another peculiarity (but completely understandable) is that the Cross doesn't have any extra ride height – all Inster variants have 144mm of ground clearance. For a 'rough and tumble' version of the Inster, it could have sat a bit higher to offer a touch more kerb jumping appeal… I mean, Kia increased the Picanto's ride height by 15mm for the AO 'SUV' model! However, it could count against the aero efficiency and therefore reduce the EV range… tell me what you think in the comments. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool There are three variants in the Inster lineup. 2025 Hyundai Inster Standard Range equipment highlights: The Extended Range adds: The Inster Cross adds: The Cross also has the ability for all four seats to be folded flat. All Inster variants come with a complimentary five-year Bluelink subscription, which includes: To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The regular Hyundai Inster was recently awarded a four-star ANCAP safety rating, although the Inster Cross remains unrated. As mentioned above, it doesn't have any airbag coverage for the second-row occupants, which could be a deal-breaker for some. It has dual front, front side, front curtain and a front centre airbag to prevent head clashes in a side impact. Then there are the safety tech frustrations… I mean, all the advanced safety technology on offer… Standard safety equipment includes: The Inster Cross also receives: So the Inster Cross certainly gets the best safety stuff. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool Hyundai offers a five-year, unlimited-kilometre warranty for all of its models including the Inster, which also comes with an eight-year, 160,000km warranty for the battery pack. The service intervals for this mini-EV are lengthy, at 24 months or 30,000km. You can pay as you go, with capped price servicing available. Or you can prepay your maintenance at $655 for the first service, or $1310 for four years/60,000km of cover. That still works out to $327.50 per year for servicing, which isn't the cheapest for a fully electric mini-car. The brand will top up your roadside assistance each time you service with a Hyundai workshop, though. And it will do that for life, according to the brand's ownership paperwork. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool It's a novel, interesting thing, and well worth considering if you can stomach the price for a tiny little EV. If you don't need much rear-seat space or a big boot, then it might be perfectly fine. Pragmatically, however, there are better options out there for similar money or less. Quirky and cool? Yes. But too much money? Yes to that too. Interested in buying a Hyundai Inster? Let CarExpert find you the best deal hereMORE: Explore the Hyundai Inster showroom Content originally sourced from: Inster Pros Hyundai Inster Cons The Hyundai Inster Cross is a more rugged take on the cutesy compact electric vehicle (EV), and we reckon it's one of the coolest new cars on the market. Just take a look at those lines, those lights, those rims! It's a cracking looking thing and, if you want to, you can get it with a roof basket instead of a sunroof, which adds practicality – theoretically, at least, because while it might make this a more cargo-capable option, it cuts the driving range significantly. Although the Inster is officially classed as a light SUV, it's still very much a city car with no off-road chops, but this Cross version of the Inster is the best-equipped, and – though it's the most expensive – arguably the best value, too. The Hyundai Inster lineup starts at just under $40,000 – and while that might seem okay for an electric car, this is a teeny-weeny model that isn't as practical as some other EVs you could choose for less money with more space inside. But its size and design is clearly part of its appeal, and that's particularly prevalent in the flagship Inster Cross variant tested here. The 'before on-roads' factor is a consideration. Plenty of rivals at the affordable end of the spectrum include on-road costs, making it easier to see what the actual transaction price will be, whereas in this instance, your location and the dealership you shop with will determine the cost. For example, the version you see here with the optional Amazonas Green matte paint ($1000) racks up at more than $50,500 drive-away in NSW. Yeesh. There are plenty of more affordable and more practical options for those in the market for a budget EV (such as the MG 4, MG S5, BYD Dolphin and Jeep Avenger), and there are some compelling choices from European makers that offer quirky options like the Fiat 500e, Abarth 500e and Mini Cooper Electric. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The Inster Cross can be had with a boring interior, or the interior you see in these images. And wow, this one isn't going to be for everyone! The 'Dark Grey + Amazonas Khaki – Bio Artificial Leather Appointed' finish is a no-cost option available with six of the seven exterior paint options for the Inster Cross (you cannot have it with the Dusk Blue matte paint – because blue and green should never be seen without a colour in between, darlings…!). The roof lining is also finished with a pretty interesting design, as is the sunroof shade. But really, that sunroof is so small compared to many others out there, it's almost not worth having. And while it is, er, interesting, it does exaggerate the 'not-real-leather' part of the trim. I think it's fun and funky, but I also think one with a black interior will be easier to sell when the time comes… The fact there's a section between the seats that houses cupholders and an armrest, which moves when the driver moves their seat, is a funky idea. Having cups of hot coffee near your leg in a bump-able position? Not so funky. But it frees up a flat space in front of the seat to allow lots of storage, and there's even a couple of bag hooks on the dash and door to ensure you'll fit everything in. Plus at the bottom of the dash area there's a 230V plug for your hairdryer, laptop or whatever else. The main dashboard has a 10.25-inch touchscreen media system with plenty of good usability and tech to it, but for a new car aimed at tech-savvy customers, the lack of wireless Apple CarPlay and Android Auto is a big miss. It's to do with this generation of screens being unavailable with sat nav and wireless connectivity. The fact there are proper buttons and dials for the controls is a nice inclusion though – many other EVs have touchscreen controls for things like seat heating and cooling, and climate management. There's single-zone climate control with buttons for all the major controls. There is a driver information screen that matches the main display, and the display illustration changes depending on the drive mode you're in. The screen also has a heap of info available including a trip computer, drivetrain info and some of the safety tech info too. The steering wheel has a heap of controls on deck too, and there's steering wheel heating for this spec too (via a button down near the driver's right knee). The most intriguing part is the gear selector, which is a stalk off the steering column that requires you to twist it forwards for D and backwards for R, with a park button on the end. Long-legged people, watch your knees getting in! There are pockets in the doors, overhead visors with mirrors (but they don't have lights that come on automatically; you have to hit the switch each time), and an auto-dimming rear-view mirror. The rear seat is a sizeable space for the size of the car. With the driver's seat set to my driving position, at 182cm/6'0" I could just squeeze in behind. But with the seat slid all the way back – which you can do in all Insters – you will find there's a heap more legroom. Headroom is generous no matter what, and the view out is good, mindful, though, that like all Insters it's strictly a four-seater. There is no middle rear seat, which could limit its appeal. There are ISOFIX child seat anchors and top-tethers for those seats, but there's not much else in terms of amenities except for a single USB-C port. No vents. No cupholders. And also, no rear airbags. That's right – there is no airbag coverage for second-row occupants. Hmmm, that was an issue back in the early 20-teens for the Renault Captur and Clio, and the Volkswagen Up and Amarok, but in 2025 it really is a very notable omission. As for the boot? Well as you'd expect, it is configurable due to those sliding rear seats, but in my opinion the way it's all pieced together is a bit silly. There are flaps on the rear seatbacks that are adjustable because of the seats, but they get in the way of making the most of the space in the boot. The cargo cover is a pain, too – it gets in the way. Hyundai could have just done without it, and made the car a smidge cheaper! There is a reasonable cargo capacity – a minimum of 280 litres with the rear seats in their rearmost position, increasing to 1059L with the rear seats folded flat. There's no spare wheel, though. Just a tyre repair kit. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The Inster Cross gets the bigger battery and more power than the base model. The Inster's battery can also be used to power electrical appliances because it has vehicle-to-load (V2L) capability. Now, the efficiency of the Inster is impressive. On paper, the Inster Cross is claimed to use 15.1kWh per 100km, which is good for a front-wheel drive EV on 17-inch wheels with low-profile tyres. On my test, I saw a real-world return of 15.5kWh/100km, including a mix of urban, stop-start, highway and freeway driving. But if you choose the Inster Cross with the roof basket, that increases the consumption to 18.8kWh/100km. What sets the Inster apart from other 'cheap' EVs is that it has a relatively small NMC battery, but it is faster-charging than many of the budget-focused options. Many rivals in the $40-$50k range are limited by 6.6kW to 7kW AC charging, and DC charging from 60kW-80kW. That goes some of the way to explaining why the Inster mightn't seem like the budget-friendly option it could be, but if you start to think of time as money, maybe it is a better choice on balance…! To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The Inster is a fun little jigger. It has a settled and comfortable ride, even on the bigger wheels with low-profile tyres, and it steers at speed with a fun factor that many others in this class can't match. It's not the most thrilling machine in terms of acceleration at high speeds, but the urgency on offer from 0-60km/h or so is addictive. Being electric, there's a surge of torque from zero revs, and it's a relatively quiet experience in urban driving. But it can be loud on the highway, with a lot of road noise and wind noise evident, especially at 110km/h on highways with coarse-chip surfacing. And while it is a joy to go for a jaunt in the Inster, one thing that is surprising is the turning circle and the steering action at parking pace. When you suddenly apply a lot of steering lock it can weight up unnecessarily, making U-turns more difficult than they ought to be – especially if you're not ripped and buff like yours truly… ahem. The surround-view camera and blind-spot monitoring systems do make it a mostly excellent urban driver, though. And it even has a neat little pedestrian warning sound to alert people outside the car of your presence, because otherwise you could creep up unnoticed. I like the fact you have four levels of regenerative braking on offer, including an assertive i-Pedal mode that will allow you to pilot it just using the accelerator pedal. The other levels are pleasantly balanced, too. And if you prefer to just apply the brakes yourself, it is a nicely reactive pedal and not too squashy feeling, as some can be. So, it can be a hoot to drive. But also, a massive pain in the backside. That's because – like almost all other Hyundais on sale today – it has some of the most annoying audible chimes for its safety systems, including an incessant driver monitoring system and an overbearing and often dimwitted speed sign recognition system. You can turn them off, and you'll have to each time you drive the car if you want a peaceful and enjoyable ride. The remedy for those is to either set up a favourite (the star button on the steering wheel) that you can shortcut to each time you restart the car, or you can jump into the menus and muck around with the screen. Either way, it's a heap of screen presses before you can get on with it. Look, it's not going to be a dealbreaker for some – in fact, there are people that will appreciate the systems warning them of the speed signs. But I for one know all the speed zones where I live, and don't need the car to 'bing' at me each time it thinks the speed limit has changed (and I say 'it thinks' because it can get it wrong, regularly!). And while there is a 'mute' button function to turn off the 'overspeed' alert (where it will 'bing-bing-bing' at you if you're going over the speed limit it thinks you're driving in), it won't mute all the safety sign chimes (as it does in the Tucson). There's a lane-keep system that auto-activates above about 60km/h, which you can switch off easily using the button on the steering wheel. However, when you turn it off, it will still reactivate active lane-keep assistance when you engage cruise control. All told, the tech is all there, but it doesn't have the most user-friendly operation. And the fact you have to make those multiple adjustments each time you get back into the car (rather than being able to set up a profile and disable multiple things in one press, a la the MG S5), makes it more tedious than likeable, which this car should be. Another peculiarity (but completely understandable) is that the Cross doesn't have any extra ride height – all Inster variants have 144mm of ground clearance. For a 'rough and tumble' version of the Inster, it could have sat a bit higher to offer a touch more kerb jumping appeal… I mean, Kia increased the Picanto's ride height by 15mm for the AO 'SUV' model! However, it could count against the aero efficiency and therefore reduce the EV range… tell me what you think in the comments. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool There are three variants in the Inster lineup. 2025 Hyundai Inster Standard Range equipment highlights: The Extended Range adds: The Inster Cross adds: The Cross also has the ability for all four seats to be folded flat. All Inster variants come with a complimentary five-year Bluelink subscription, which includes: To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The regular Hyundai Inster was recently awarded a four-star ANCAP safety rating, although the Inster Cross remains unrated. As mentioned above, it doesn't have any airbag coverage for the second-row occupants, which could be a deal-breaker for some. It has dual front, front side, front curtain and a front centre airbag to prevent head clashes in a side impact. Then there are the safety tech frustrations… I mean, all the advanced safety technology on offer… Standard safety equipment includes: The Inster Cross also receives: So the Inster Cross certainly gets the best safety stuff. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool Hyundai offers a five-year, unlimited-kilometre warranty for all of its models including the Inster, which also comes with an eight-year, 160,000km warranty for the battery pack. The service intervals for this mini-EV are lengthy, at 24 months or 30,000km. You can pay as you go, with capped price servicing available. Or you can prepay your maintenance at $655 for the first service, or $1310 for four years/60,000km of cover. That still works out to $327.50 per year for servicing, which isn't the cheapest for a fully electric mini-car. The brand will top up your roadside assistance each time you service with a Hyundai workshop, though. And it will do that for life, according to the brand's ownership paperwork. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool It's a novel, interesting thing, and well worth considering if you can stomach the price for a tiny little EV. If you don't need much rear-seat space or a big boot, then it might be perfectly fine. Pragmatically, however, there are better options out there for similar money or less. Quirky and cool? Yes. But too much money? Yes to that too. Interested in buying a Hyundai Inster? Let CarExpert find you the best deal hereMORE: Explore the Hyundai Inster showroom Content originally sourced from: Inster Pros Hyundai Inster Cons The Hyundai Inster Cross is a more rugged take on the cutesy compact electric vehicle (EV), and we reckon it's one of the coolest new cars on the market. Just take a look at those lines, those lights, those rims! It's a cracking looking thing and, if you want to, you can get it with a roof basket instead of a sunroof, which adds practicality – theoretically, at least, because while it might make this a more cargo-capable option, it cuts the driving range significantly. Although the Inster is officially classed as a light SUV, it's still very much a city car with no off-road chops, but this Cross version of the Inster is the best-equipped, and – though it's the most expensive – arguably the best value, too. The Hyundai Inster lineup starts at just under $40,000 – and while that might seem okay for an electric car, this is a teeny-weeny model that isn't as practical as some other EVs you could choose for less money with more space inside. But its size and design is clearly part of its appeal, and that's particularly prevalent in the flagship Inster Cross variant tested here. The 'before on-roads' factor is a consideration. Plenty of rivals at the affordable end of the spectrum include on-road costs, making it easier to see what the actual transaction price will be, whereas in this instance, your location and the dealership you shop with will determine the cost. For example, the version you see here with the optional Amazonas Green matte paint ($1000) racks up at more than $50,500 drive-away in NSW. Yeesh. There are plenty of more affordable and more practical options for those in the market for a budget EV (such as the MG 4, MG S5, BYD Dolphin and Jeep Avenger), and there are some compelling choices from European makers that offer quirky options like the Fiat 500e, Abarth 500e and Mini Cooper Electric. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The Inster Cross can be had with a boring interior, or the interior you see in these images. And wow, this one isn't going to be for everyone! The 'Dark Grey + Amazonas Khaki – Bio Artificial Leather Appointed' finish is a no-cost option available with six of the seven exterior paint options for the Inster Cross (you cannot have it with the Dusk Blue matte paint – because blue and green should never be seen without a colour in between, darlings…!). The roof lining is also finished with a pretty interesting design, as is the sunroof shade. But really, that sunroof is so small compared to many others out there, it's almost not worth having. And while it is, er, interesting, it does exaggerate the 'not-real-leather' part of the trim. I think it's fun and funky, but I also think one with a black interior will be easier to sell when the time comes… The fact there's a section between the seats that houses cupholders and an armrest, which moves when the driver moves their seat, is a funky idea. Having cups of hot coffee near your leg in a bump-able position? Not so funky. But it frees up a flat space in front of the seat to allow lots of storage, and there's even a couple of bag hooks on the dash and door to ensure you'll fit everything in. Plus at the bottom of the dash area there's a 230V plug for your hairdryer, laptop or whatever else. The main dashboard has a 10.25-inch touchscreen media system with plenty of good usability and tech to it, but for a new car aimed at tech-savvy customers, the lack of wireless Apple CarPlay and Android Auto is a big miss. It's to do with this generation of screens being unavailable with sat nav and wireless connectivity. The fact there are proper buttons and dials for the controls is a nice inclusion though – many other EVs have touchscreen controls for things like seat heating and cooling, and climate management. There's single-zone climate control with buttons for all the major controls. There is a driver information screen that matches the main display, and the display illustration changes depending on the drive mode you're in. The screen also has a heap of info available including a trip computer, drivetrain info and some of the safety tech info too. The steering wheel has a heap of controls on deck too, and there's steering wheel heating for this spec too (via a button down near the driver's right knee). The most intriguing part is the gear selector, which is a stalk off the steering column that requires you to twist it forwards for D and backwards for R, with a park button on the end. Long-legged people, watch your knees getting in! There are pockets in the doors, overhead visors with mirrors (but they don't have lights that come on automatically; you have to hit the switch each time), and an auto-dimming rear-view mirror. The rear seat is a sizeable space for the size of the car. With the driver's seat set to my driving position, at 182cm/6'0" I could just squeeze in behind. But with the seat slid all the way back – which you can do in all Insters – you will find there's a heap more legroom. Headroom is generous no matter what, and the view out is good, mindful, though, that like all Insters it's strictly a four-seater. There is no middle rear seat, which could limit its appeal. There are ISOFIX child seat anchors and top-tethers for those seats, but there's not much else in terms of amenities except for a single USB-C port. No vents. No cupholders. And also, no rear airbags. That's right – there is no airbag coverage for second-row occupants. Hmmm, that was an issue back in the early 20-teens for the Renault Captur and Clio, and the Volkswagen Up and Amarok, but in 2025 it really is a very notable omission. As for the boot? Well as you'd expect, it is configurable due to those sliding rear seats, but in my opinion the way it's all pieced together is a bit silly. There are flaps on the rear seatbacks that are adjustable because of the seats, but they get in the way of making the most of the space in the boot. The cargo cover is a pain, too – it gets in the way. Hyundai could have just done without it, and made the car a smidge cheaper! There is a reasonable cargo capacity – a minimum of 280 litres with the rear seats in their rearmost position, increasing to 1059L with the rear seats folded flat. There's no spare wheel, though. Just a tyre repair kit. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The Inster Cross gets the bigger battery and more power than the base model. The Inster's battery can also be used to power electrical appliances because it has vehicle-to-load (V2L) capability. Now, the efficiency of the Inster is impressive. On paper, the Inster Cross is claimed to use 15.1kWh per 100km, which is good for a front-wheel drive EV on 17-inch wheels with low-profile tyres. On my test, I saw a real-world return of 15.5kWh/100km, including a mix of urban, stop-start, highway and freeway driving. But if you choose the Inster Cross with the roof basket, that increases the consumption to 18.8kWh/100km. What sets the Inster apart from other 'cheap' EVs is that it has a relatively small NMC battery, but it is faster-charging than many of the budget-focused options. Many rivals in the $40-$50k range are limited by 6.6kW to 7kW AC charging, and DC charging from 60kW-80kW. That goes some of the way to explaining why the Inster mightn't seem like the budget-friendly option it could be, but if you start to think of time as money, maybe it is a better choice on balance…! To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The Inster is a fun little jigger. It has a settled and comfortable ride, even on the bigger wheels with low-profile tyres, and it steers at speed with a fun factor that many others in this class can't match. It's not the most thrilling machine in terms of acceleration at high speeds, but the urgency on offer from 0-60km/h or so is addictive. Being electric, there's a surge of torque from zero revs, and it's a relatively quiet experience in urban driving. But it can be loud on the highway, with a lot of road noise and wind noise evident, especially at 110km/h on highways with coarse-chip surfacing. And while it is a joy to go for a jaunt in the Inster, one thing that is surprising is the turning circle and the steering action at parking pace. When you suddenly apply a lot of steering lock it can weight up unnecessarily, making U-turns more difficult than they ought to be – especially if you're not ripped and buff like yours truly… ahem. The surround-view camera and blind-spot monitoring systems do make it a mostly excellent urban driver, though. And it even has a neat little pedestrian warning sound to alert people outside the car of your presence, because otherwise you could creep up unnoticed. I like the fact you have four levels of regenerative braking on offer, including an assertive i-Pedal mode that will allow you to pilot it just using the accelerator pedal. The other levels are pleasantly balanced, too. And if you prefer to just apply the brakes yourself, it is a nicely reactive pedal and not too squashy feeling, as some can be. So, it can be a hoot to drive. But also, a massive pain in the backside. That's because – like almost all other Hyundais on sale today – it has some of the most annoying audible chimes for its safety systems, including an incessant driver monitoring system and an overbearing and often dimwitted speed sign recognition system. You can turn them off, and you'll have to each time you drive the car if you want a peaceful and enjoyable ride. The remedy for those is to either set up a favourite (the star button on the steering wheel) that you can shortcut to each time you restart the car, or you can jump into the menus and muck around with the screen. Either way, it's a heap of screen presses before you can get on with it. Look, it's not going to be a dealbreaker for some – in fact, there are people that will appreciate the systems warning them of the speed signs. But I for one know all the speed zones where I live, and don't need the car to 'bing' at me each time it thinks the speed limit has changed (and I say 'it thinks' because it can get it wrong, regularly!). And while there is a 'mute' button function to turn off the 'overspeed' alert (where it will 'bing-bing-bing' at you if you're going over the speed limit it thinks you're driving in), it won't mute all the safety sign chimes (as it does in the Tucson). There's a lane-keep system that auto-activates above about 60km/h, which you can switch off easily using the button on the steering wheel. However, when you turn it off, it will still reactivate active lane-keep assistance when you engage cruise control. All told, the tech is all there, but it doesn't have the most user-friendly operation. And the fact you have to make those multiple adjustments each time you get back into the car (rather than being able to set up a profile and disable multiple things in one press, a la the MG S5), makes it more tedious than likeable, which this car should be. Another peculiarity (but completely understandable) is that the Cross doesn't have any extra ride height – all Inster variants have 144mm of ground clearance. For a 'rough and tumble' version of the Inster, it could have sat a bit higher to offer a touch more kerb jumping appeal… I mean, Kia increased the Picanto's ride height by 15mm for the AO 'SUV' model! However, it could count against the aero efficiency and therefore reduce the EV range… tell me what you think in the comments. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool There are three variants in the Inster lineup. 2025 Hyundai Inster Standard Range equipment highlights: The Extended Range adds: The Inster Cross adds: The Cross also has the ability for all four seats to be folded flat. All Inster variants come with a complimentary five-year Bluelink subscription, which includes: To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The regular Hyundai Inster was recently awarded a four-star ANCAP safety rating, although the Inster Cross remains unrated. As mentioned above, it doesn't have any airbag coverage for the second-row occupants, which could be a deal-breaker for some. It has dual front, front side, front curtain and a front centre airbag to prevent head clashes in a side impact. Then there are the safety tech frustrations… I mean, all the advanced safety technology on offer… Standard safety equipment includes: The Inster Cross also receives: So the Inster Cross certainly gets the best safety stuff. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool Hyundai offers a five-year, unlimited-kilometre warranty for all of its models including the Inster, which also comes with an eight-year, 160,000km warranty for the battery pack. The service intervals for this mini-EV are lengthy, at 24 months or 30,000km. You can pay as you go, with capped price servicing available. Or you can prepay your maintenance at $655 for the first service, or $1310 for four years/60,000km of cover. That still works out to $327.50 per year for servicing, which isn't the cheapest for a fully electric mini-car. The brand will top up your roadside assistance each time you service with a Hyundai workshop, though. And it will do that for life, according to the brand's ownership paperwork. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool It's a novel, interesting thing, and well worth considering if you can stomach the price for a tiny little EV. If you don't need much rear-seat space or a big boot, then it might be perfectly fine. Pragmatically, however, there are better options out there for similar money or less. Quirky and cool? Yes. But too much money? Yes to that too. Interested in buying a Hyundai Inster? Let CarExpert find you the best deal hereMORE: Explore the Hyundai Inster showroom Content originally sourced from: Inster Pros Hyundai Inster Cons The Hyundai Inster Cross is a more rugged take on the cutesy compact electric vehicle (EV), and we reckon it's one of the coolest new cars on the market. Just take a look at those lines, those lights, those rims! It's a cracking looking thing and, if you want to, you can get it with a roof basket instead of a sunroof, which adds practicality – theoretically, at least, because while it might make this a more cargo-capable option, it cuts the driving range significantly. Although the Inster is officially classed as a light SUV, it's still very much a city car with no off-road chops, but this Cross version of the Inster is the best-equipped, and – though it's the most expensive – arguably the best value, too. The Hyundai Inster lineup starts at just under $40,000 – and while that might seem okay for an electric car, this is a teeny-weeny model that isn't as practical as some other EVs you could choose for less money with more space inside. But its size and design is clearly part of its appeal, and that's particularly prevalent in the flagship Inster Cross variant tested here. The 'before on-roads' factor is a consideration. Plenty of rivals at the affordable end of the spectrum include on-road costs, making it easier to see what the actual transaction price will be, whereas in this instance, your location and the dealership you shop with will determine the cost. For example, the version you see here with the optional Amazonas Green matte paint ($1000) racks up at more than $50,500 drive-away in NSW. Yeesh. There are plenty of more affordable and more practical options for those in the market for a budget EV (such as the MG 4, MG S5, BYD Dolphin and Jeep Avenger), and there are some compelling choices from European makers that offer quirky options like the Fiat 500e, Abarth 500e and Mini Cooper Electric. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The Inster Cross can be had with a boring interior, or the interior you see in these images. And wow, this one isn't going to be for everyone! The 'Dark Grey + Amazonas Khaki – Bio Artificial Leather Appointed' finish is a no-cost option available with six of the seven exterior paint options for the Inster Cross (you cannot have it with the Dusk Blue matte paint – because blue and green should never be seen without a colour in between, darlings…!). The roof lining is also finished with a pretty interesting design, as is the sunroof shade. But really, that sunroof is so small compared to many others out there, it's almost not worth having. And while it is, er, interesting, it does exaggerate the 'not-real-leather' part of the trim. I think it's fun and funky, but I also think one with a black interior will be easier to sell when the time comes… The fact there's a section between the seats that houses cupholders and an armrest, which moves when the driver moves their seat, is a funky idea. Having cups of hot coffee near your leg in a bump-able position? Not so funky. But it frees up a flat space in front of the seat to allow lots of storage, and there's even a couple of bag hooks on the dash and door to ensure you'll fit everything in. Plus at the bottom of the dash area there's a 230V plug for your hairdryer, laptop or whatever else. The main dashboard has a 10.25-inch touchscreen media system with plenty of good usability and tech to it, but for a new car aimed at tech-savvy customers, the lack of wireless Apple CarPlay and Android Auto is a big miss. It's to do with this generation of screens being unavailable with sat nav and wireless connectivity. The fact there are proper buttons and dials for the controls is a nice inclusion though – many other EVs have touchscreen controls for things like seat heating and cooling, and climate management. There's single-zone climate control with buttons for all the major controls. There is a driver information screen that matches the main display, and the display illustration changes depending on the drive mode you're in. The screen also has a heap of info available including a trip computer, drivetrain info and some of the safety tech info too. The steering wheel has a heap of controls on deck too, and there's steering wheel heating for this spec too (via a button down near the driver's right knee). The most intriguing part is the gear selector, which is a stalk off the steering column that requires you to twist it forwards for D and backwards for R, with a park button on the end. Long-legged people, watch your knees getting in! There are pockets in the doors, overhead visors with mirrors (but they don't have lights that come on automatically; you have to hit the switch each time), and an auto-dimming rear-view mirror. The rear seat is a sizeable space for the size of the car. With the driver's seat set to my driving position, at 182cm/6'0" I could just squeeze in behind. But with the seat slid all the way back – which you can do in all Insters – you will find there's a heap more legroom. Headroom is generous no matter what, and the view out is good, mindful, though, that like all Insters it's strictly a four-seater. There is no middle rear seat, which could limit its appeal. There are ISOFIX child seat anchors and top-tethers for those seats, but there's not much else in terms of amenities except for a single USB-C port. No vents. No cupholders. And also, no rear airbags. That's right – there is no airbag coverage for second-row occupants. Hmmm, that was an issue back in the early 20-teens for the Renault Captur and Clio, and the Volkswagen Up and Amarok, but in 2025 it really is a very notable omission. As for the boot? Well as you'd expect, it is configurable due to those sliding rear seats, but in my opinion the way it's all pieced together is a bit silly. There are flaps on the rear seatbacks that are adjustable because of the seats, but they get in the way of making the most of the space in the boot. The cargo cover is a pain, too – it gets in the way. Hyundai could have just done without it, and made the car a smidge cheaper! There is a reasonable cargo capacity – a minimum of 280 litres with the rear seats in their rearmost position, increasing to 1059L with the rear seats folded flat. There's no spare wheel, though. Just a tyre repair kit. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The Inster Cross gets the bigger battery and more power than the base model. The Inster's battery can also be used to power electrical appliances because it has vehicle-to-load (V2L) capability. Now, the efficiency of the Inster is impressive. On paper, the Inster Cross is claimed to use 15.1kWh per 100km, which is good for a front-wheel drive EV on 17-inch wheels with low-profile tyres. On my test, I saw a real-world return of 15.5kWh/100km, including a mix of urban, stop-start, highway and freeway driving. But if you choose the Inster Cross with the roof basket, that increases the consumption to 18.8kWh/100km. What sets the Inster apart from other 'cheap' EVs is that it has a relatively small NMC battery, but it is faster-charging than many of the budget-focused options. Many rivals in the $40-$50k range are limited by 6.6kW to 7kW AC charging, and DC charging from 60kW-80kW. That goes some of the way to explaining why the Inster mightn't seem like the budget-friendly option it could be, but if you start to think of time as money, maybe it is a better choice on balance…! To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The Inster is a fun little jigger. It has a settled and comfortable ride, even on the bigger wheels with low-profile tyres, and it steers at speed with a fun factor that many others in this class can't match. It's not the most thrilling machine in terms of acceleration at high speeds, but the urgency on offer from 0-60km/h or so is addictive. Being electric, there's a surge of torque from zero revs, and it's a relatively quiet experience in urban driving. But it can be loud on the highway, with a lot of road noise and wind noise evident, especially at 110km/h on highways with coarse-chip surfacing. And while it is a joy to go for a jaunt in the Inster, one thing that is surprising is the turning circle and the steering action at parking pace. When you suddenly apply a lot of steering lock it can weight up unnecessarily, making U-turns more difficult than they ought to be – especially if you're not ripped and buff like yours truly… ahem. The surround-view camera and blind-spot monitoring systems do make it a mostly excellent urban driver, though. And it even has a neat little pedestrian warning sound to alert people outside the car of your presence, because otherwise you could creep up unnoticed. I like the fact you have four levels of regenerative braking on offer, including an assertive i-Pedal mode that will allow you to pilot it just using the accelerator pedal. The other levels are pleasantly balanced, too. And if you prefer to just apply the brakes yourself, it is a nicely reactive pedal and not too squashy feeling, as some can be. So, it can be a hoot to drive. But also, a massive pain in the backside. That's because – like almost all other Hyundais on sale today – it has some of the most annoying audible chimes for its safety systems, including an incessant driver monitoring system and an overbearing and often dimwitted speed sign recognition system. You can turn them off, and you'll have to each time you drive the car if you want a peaceful and enjoyable ride. The remedy for those is to either set up a favourite (the star button on the steering wheel) that you can shortcut to each time you restart the car, or you can jump into the menus and muck around with the screen. Either way, it's a heap of screen presses before you can get on with it. Look, it's not going to be a dealbreaker for some – in fact, there are people that will appreciate the systems warning them of the speed signs. But I for one know all the speed zones where I live, and don't need the car to 'bing' at me each time it thinks the speed limit has changed (and I say 'it thinks' because it can get it wrong, regularly!). And while there is a 'mute' button function to turn off the 'overspeed' alert (where it will 'bing-bing-bing' at you if you're going over the speed limit it thinks you're driving in), it won't mute all the safety sign chimes (as it does in the Tucson). There's a lane-keep system that auto-activates above about 60km/h, which you can switch off easily using the button on the steering wheel. However, when you turn it off, it will still reactivate active lane-keep assistance when you engage cruise control. All told, the tech is all there, but it doesn't have the most user-friendly operation. And the fact you have to make those multiple adjustments each time you get back into the car (rather than being able to set up a profile and disable multiple things in one press, a la the MG S5), makes it more tedious than likeable, which this car should be. Another peculiarity (but completely understandable) is that the Cross doesn't have any extra ride height – all Inster variants have 144mm of ground clearance. For a 'rough and tumble' version of the Inster, it could have sat a bit higher to offer a touch more kerb jumping appeal… I mean, Kia increased the Picanto's ride height by 15mm for the AO 'SUV' model! However, it could count against the aero efficiency and therefore reduce the EV range… tell me what you think in the comments. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool There are three variants in the Inster lineup. 2025 Hyundai Inster Standard Range equipment highlights: The Extended Range adds: The Inster Cross adds: The Cross also has the ability for all four seats to be folded flat. All Inster variants come with a complimentary five-year Bluelink subscription, which includes: To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool The regular Hyundai Inster was recently awarded a four-star ANCAP safety rating, although the Inster Cross remains unrated. As mentioned above, it doesn't have any airbag coverage for the second-row occupants, which could be a deal-breaker for some. It has dual front, front side, front curtain and a front centre airbag to prevent head clashes in a side impact. Then there are the safety tech frustrations… I mean, all the advanced safety technology on offer… Standard safety equipment includes: The Inster Cross also receives: So the Inster Cross certainly gets the best safety stuff. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool Hyundai offers a five-year, unlimited-kilometre warranty for all of its models including the Inster, which also comes with an eight-year, 160,000km warranty for the battery pack. The service intervals for this mini-EV are lengthy, at 24 months or 30,000km. You can pay as you go, with capped price servicing available. Or you can prepay your maintenance at $655 for the first service, or $1310 for four years/60,000km of cover. That still works out to $327.50 per year for servicing, which isn't the cheapest for a fully electric mini-car. The brand will top up your roadside assistance each time you service with a Hyundai workshop, though. And it will do that for life, according to the brand's ownership paperwork. To see how the Hyundai Inster stacks up against its rivals, check out our comparison tool It's a novel, interesting thing, and well worth considering if you can stomach the price for a tiny little EV. If you don't need much rear-seat space or a big boot, then it might be perfectly fine. Pragmatically, however, there are better options out there for similar money or less. Quirky and cool? Yes. But too much money? Yes to that too. Interested in buying a Hyundai Inster? Let CarExpert find you the best deal hereMORE: Explore the Hyundai Inster showroom Content originally sourced from:
Auto Express
14-07-2025
- Automotive
- Auto Express
Car Deal of the Day: Hyundai Inster is cute, charming and cheap at just £175 a month
Cutesy styling 229-mile range; easy to drive Just £174.12 a month Not that long ago you could count the number of affordable small electric cars on the fingers of one hand. But now that's changing fast, and in recent months a whole wave of pint-sized EVs has arrived to cater for people on a relatively low budget. Advertisement - Article continues below Easily one of the most charming of this new crop of cheaper EVs is the Hyundai Inster. It's a Renault 5 and Fiat Grande Panda EV rival, and just as charismatic; it's also a bit of a bargain right now. Scouring the Auto Express Find a Car service, we found Lease Car UK is offering the cutesy Inster for just £174.12 a month right now. It's a three-year deal that requires a £2,437.44 initial payment, while mileage is capped at 5,000 a year. Rather amazingly you can bump this up to 8,000 miles per annum for only around a fiver extra a month. The Inster line-up is easy to get your head around, given that there are just three models – 01, 02 and Cross – and two battery sizes to choose from. With this deal you get the entry-level 01 but, very impressively, you nab the largest of the batteries on offer. Skip advert Advertisement - Article continues below The 49kWh 'Long Range' battery brings a claimed range of 229 miles, and if you live in the city and only travel short distances, you could likely cover 100 more miles than that before needing to top up. Power comes from a 113bhp electric motor, which serves up 0-62mph in 10.6 seconds – not outrageously fast, but plenty quick enough for most everyday driving situations. The entry-level 01 brings a 10.25-inch touchscreen with Apple CarPlay and Android Auto connectivity, a rear-view camera and parking sensors, heated and power-fold mirrors, along with 15-inch alloys. Surprisingly, a heat pump and a battery-heating system are thrown in, too. The Inster is a strict four-seater, but the interior is pretty roomy considering the car's dinky dimensions. That boxy shape means visibility is excellent, and overall the car is easy and very comfortable to drive. The Car Deal of the Day selections we make are taken from our own Auto Express Find A Car deals service, which includes the best current offers from car dealers and leasing companies around the UK. Terms and conditions apply, while prices and offers are subject to change and limited availability. If this deal expires, you can find more top Hyundai Inster leasing offers from leading providers on our Hyundai Inster page. Check out the Hyundai Inster deal or take a look at our previous Car Deal of the Day selection here… Find a car with the experts New MG IM5 has the Tesla Model 3 beaten on price and range New MG IM5 has the Tesla Model 3 beaten on price and range The all-electric IM5 brings new technology and design to the MG line-up New MG Cyberster Black is a dark sign of things to come for the brand New MG Cyberster Black is a dark sign of things to come for the brand MG boss thinks special editions like this might be the ticket to keeping up demand for the electric sports car Vauxhall Mokka vs Hyundai Kona: small hybrid SUVs in a big battle Vauxhall Mokka vs Hyundai Kona: small hybrid SUVs in a big battle Hybrid newcomers slug it out for family buyers' hearts and minds Car group tests 12 Jul 2025
Irish Examiner
11-07-2025
- Automotive
- Irish Examiner
June sees 50% jump in car registrations
JUNE saw a 50% rise in new car registrations according ot data from the Central Statistics Office (CSO). Last month, 5,259 vehicles were registered, while 5,448 used vehicles were imported. The number of new electric vehicles (EVs) licensed in June rose by 38% when compared with June of last year (1,225 vs 886). Across Europe, 2024 was noted for a fall-off in EV sales compared to previous years. The number of new plug-in hybrid electric vehicles (PHEVs) licensed in June grew by 110% when compared with June 2024 (609 vs 290). This has increased the year-to-date share of PHEVs among new private cars from 9% to 15% in the same period of 2024. The increasing popularity of electric and hybrid vehicles means the combined share of petrol and diesel cars among new private cars licensed between January to June has fallen in comparison with the same period last year (44% vs 56%). Data also shows that Volkswagen was the most popular make of new private car licensed in June 2025 at 833 vehicles, followed by Škoda (679), Hyundai (502), Tesla (433), and Toyota (370). Together, these five makes represented 54% of all new private cars licensed in June. Damien Lenihan, Statistician in the Transport Section of the CSO, said: "The most popular brand of new electric car licensed in June 2025 was Tesla Model 3 (253), followed by Tesla Model Y (180), and Hyundai Inster (116). Tesla saw a surge in sales in June as production of its new Model Y ramped up in Berlin. This follows a lull in April and May with right-hand vehicles being produced two to three months behind the left-hand drive cars. Tesla will also open its first showroom in India next week and begin deliveries as early as next month, according to people familiar with the matter, as the Elon Musk-led electric vehicle maker looks to tap potential demand in the third-largest automobile market to counter slowing sales elsewhere. The opening of the Mumbai showroom will mark the formal entry of Tesla into the market, giving prospective customers access to pricing, available variants, and trim options, according to one of the people, who asked not to be identified as the information is private, as well as documents seen by Bloomberg News. Deliveries are expected to start from late August, a separate person familiar with the development said. Customers will be able to configure and order their Tesla EVs from next week, the person added.
Hindustan Times
10-07-2025
- Automotive
- Hindustan Times
Hyundai, IIT Madras to set up ₹180 Cr green hydrogen R&D hub in Tamil Nadu
₹180 Cr green hydrogen R&D hub in Tamil Nadu data-item-target-url=/auto/news/ data-item-story-segment=N/A> The Hyundai Nexo hydrogen car has been showcased in India at multiple occasions including the Auto Expo 2023 Notify me In a major step towards advancing India's green hydrogen capabilities, Hyundai Motor India, in partnership with the Tamil Nadu government and IIT Madras, will establish a research and development facility dedicated to hydrogen technologies. Named the Hyundai HTWO Innovation Centre, the ₹ 180 crore facility will come up at IIT Madras' Discovery Campus in Thaiyur and is scheduled to become operational by 2026. Driving innovation in green hydrogen The project was announced during the Tamil Nadu Global Investors Meet in January 2024 and is positioned as a key catalyst for India's transition to clean energy. The centre aims to deepen research in hydrogen production, storage, and application, with a special focus on its role in sustainable mobility and power solutions. Also Read : 2025 Hyundai Inster scores 4 star rating in Euro NCAP crash test At the design unveiling event in Chennai, Tamil Nadu Industries Minister T R B Rajaa underscored the initiative's significance, calling it a symbol of India's growing technological prowess. 'Tamil Nadu is proud to be at the forefront of automotive and clean-tech innovation. With institutions like IIT Madras and partners like Hyundai, we are setting the stage for India—and potentially Asia—to lead the R&D efforts in next-gen hydrogen technologies," he said. A platform for global collaboration The facility will span 65,000 sq ft and include state-of-the-art experimental and computational labs. These will enable the development of digital twins for hydrogen infrastructure, pilot-scale electrolyser and fuel cell systems, and test zones for industrial-scale containerised solutions. Hyundai Motor India MD Unsoo Kim stated that the centre will be an 'open innovation platform," bringing together international experts, Indian researchers, and industry partners to accelerate breakthroughs. ''HTWO'—which stands for both 'Hydrogen' and 'Humanity'—represents our vision to create sustainable and scalable solutions aligned with Hyundai's global carbon neutrality goals," Kim noted. Also Read : Hyundai sales surpass 1.1 million units for sunroof-equipped cars in just 5 years Aligning with India's sustainability vision The Hyundai HTWO Innovation Centre will actively engage with stakeholders across academia, policy, and industry to build a robust green hydrogen ecosystem. According to IIT Madras Director V Kamakoti, this initiative will contribute to India's Atmanirbhar Bharat goals and Net Zero target for 2070. By enabling localisation of the hydrogen value chain and fostering public–private partnerships, the centre seeks to establish Tamil Nadu as a national—and possibly regional—hub for clean-tech innovation. With this move, Hyundai Motor India reaffirms its long-term commitment to the Indian market, not just as a manufacturing base but as a cradle of future-ready, sustainable technologies. Get insights into Upcoming Cars In India, Electric Vehicles, Upcoming Bikes in India and cutting-edge technology transforming the automotive landscape. First Published Date: 10 Jul 2025, 07:29 am IST
Hindustan Times
09-07-2025
- Automotive
- Hindustan Times
2025 Hyundai Inster scores 4 star rating in Euro NCAP crash test
Hyundai Inster is a micro SUV that is sold in the global market, and there is also an EV version available. Notify me Euro NCAP has announced the crash test result of the Hyundai Inster. The micro SUV scored four stars in the crash test. It secured 70 per cent for the adult occupant and 81 per cent for the child occupant. In Vulnerable Road users, the Inster scored 70 per cent and safety assist, it stood at 67 per cent. In the frontal offset crash test, the Hyundai Inster's passenger cabin stayed stable. However, the driver's head hit the airbag too hard, reducing the protection rating for that area. The chest protection for the driver was rated as marginal due to high compression levels in the test dummy. On the positive side, the knees and thighs (femurs) of both the driver and front passenger were well protected. Hyundai also proved that the car offers a similar level of protection for people of various sizes and seating positions. Additional analysis showed that the Inster would not cause severe damage to other vehicles in a frontal crash. Inster scored fairly well in the crash test done by Euro NCAP. In the full-width frontal crash test, chest protection was again marginal for both the driver and a rear passenger. In the side impact test, all vital body parts were either well or adequately protected. However, the driver's door came unlatched during the test, which led to a penalty in the score. During the more intense side pole crash test, chest protection for the driver was again marginal, based on how much the dummy's ribs were compressed. The car also showed poor control of movement across the cabin (called excursion) in far-side impacts—where the car is hit on the opposite side of the passenger. Also Read : Hyundai sales surpass 1.1 million units for sunroof-equipped cars in just 5 years Although the Inster has features to reduce injuries between passengers in such situations, it couldn't score points for this due to the door opening in the earlier side test. On the brighter side, crash tests for the front seats and headrests showed good protection against whiplash in rear-end collisions. However, the rear seats only offered marginal whiplash protection based on their design. The Hyundai Inster includes modern safety features like an advanced eCall system that contacts emergency services automatically after a crash and a system to prevent further impacts after a collision. Hyundai also confirmed that passengers could exit the vehicle in case it becomes submerged, as the doors and windows remain operable. Check out Upcoming Cars in India 2025, Best SUVs in India. First Published Date: 09 Jul 2025, 15:22 PM IST
