• Two battery sizes available
• Larger battery offers more power
• Nippy ofF the line

Hyundai Inster electric motors and batteries

The smallest battery choice is a 42kWh battery powering a single electric motor that dishes up 95hp to the front wheels for a 0-62mph dash in 11.7 seconds and an 87mph top speed. We’re yet to try this variant and it can only be optioned on the entry-level 01 trim.

We’ve instead tested the higher spec ‘Long Range’ 49kWh battery that’s fitted as standard to the 02 and Cross trim, and can be optioned on the 01. Power climbs to 115hp, the sprint time to 62mph drops to 10.6 seconds and top speed nudges 93mph. These performance figures put it middle-of-the pack for the small electric car class. A 49kWh Inster is quicker to 62mph than a Fiat Grande Panda but notably slower than a Renault 5 E-Tech.

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There’s no escaping its modest top speed and 0-62mph time, but it copes admirably on faster roads and feels quick-enough to tackle a short slip road without causing clammy palms. It only really runs out of breath above 60mph but can still hang perfectly fine at the national speed limit.

What’s it like to drive?

• Perfect for tackling city streets
• Light and sharp handling
• Mostly comfortable ride

The Inster is prime fodder for a life scrabbling around city streets, and it’s here that it’s at its best. It’s compact, nippy and with pin-sharp handling, it has more than enough acceleration for easy roundabouts, overtaking and junctions. It’s positively zippy and alert, snapping ahead from standstill with an addictive verve. The steering is light yet accurate, while the low centre of gravity, excellent visibility and tiny footprint made weaving through town surprisingly enjoyable.

Ride comfort is mostly well-judged. The Inster deals with Britain’s crumbling roads admirably, keeping unwanted body movements in check while still providing a good level of compliance – vital when urban roads tend to be collections of dips, potholes and ridges held together with scrappy bits of Tarmac. Bigger bumps do filter through the cabin but it’s far from crashy. It’s slightly firmer than the Renault 5 E-Tech and nowhere near as pillowy as the squidgy Citroen e-C3.

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Depending on spec, the Inster weighs as little as 1,305kg. That isn’t much for an electric car, and you can feel the benefits of this relatively low weight on the move. The adjustable regenerative braking is ideal for one-pedal driving, and while the conventional friction brakes are up to the job, a little more initial bite would be welcome.

If you need to thread your way quickly and comfortably across the city, the Inster would be the nigh-perfect mode of transport – good fun, hugely capable and with a decent dollop of driver engagement, too.