Hyundai Inster Cross 2025 Review

Banking on the strength of its brand to offset the higher cost of entry, the 2025 Hyundai Inster Cross isn’t the cheapest EV in the segment.

Despite how small it is (just 3.8 metres long and 1.6m wide), the electrified light SUV’s starting price is $45,000 plus on-road costs (ORCs). If you don’t want the faux off-road version, the similarly specified Extended Range is $42,500 plus ORCs, while the entry level Standard Range is $39,000 plus ORCs.

Those values seem expensive when the BYD Dolphin can be had for less than $30K before ORCs and the GWM Ora isn’t too far off with drive-away pricing.

The Inster is currently covered by Hyundai’s iCare five-year/unlimited-kilometre warranty, but that’s soon set to increase to seven years with the changes backdated to January 1, 2025. The battery is covered for eight years/160,000km.

Scheduled checkups are every 24 months or 30,000km, while prepaid servicing is available for two years/30,000km or four years/60,000km for $655 and $1310 respectively. You’ll also gain 24/7, Australia-wide roadside assistance if you service your Inster with an approved Hyundai dealer.

Don’t let the name or appearance fool you. The 2025 Hyundai Inster Cross isn’t the EV equivalent of the Suzuki Jimny. The black body cladding is merely for show but adds to the funky design that already employs pixel lights front and rear.

The Cross gains unique 17-inch alloys, LED headlights, daytime running lights, keyless entry and pushbutton start as well as a sunroof with manual blind. Inside, the ‘rugged’ Inster adds bio-artificial leather upholstery, manually adjustable front seats with heating and ventilation, a heated leather steering wheel, climate control, 64-colour ambient lighting and an auto-dimming rear-view mirror.

The Cross can be optioned with a roof basket, but it heavily impacts efficiency. Our test car is painted in Amazonas Green, with the matt-effect hue being a $1000 optional extra.

The company’s SmartSense suite features in the 2025 Hyundai Inster Cross

That means it comes with a host of active features like autonomous emergency braking, adaptive cruise control, lane-departure warning with steering assist, blind-spot monitoring, rear cross-traffic alert, road-sign recognition, driver fatigue monitor, parking sensors and a reversing camera with top-down view.

Given the Inster is a four-seat SUV, it comes with dual ISOFIX points and two top-tether anchorages, while there are a total of seven airbags (including front centre). However, rear seat passengers miss out, because the side curtain airbags don't extend to the rear seats.

On-road some of the systems are annoyingly audible, but Hyundai has included a mute button for the speed warning. You can also program one of the star buttons on the steering wheel to default to a menu that allows you to tailor the other safety technology.

Just because the 2025 Hyundai Inster Cross is a tiny tot, it doesn’t mean it misses out on big tech.

The central infotainment touchscreen is 10.25 inches and runs Hyundai’s slick and intuitive operating system. Accompanying it is another 10.25-inch display for the instrument cluster that incorporates various themes that are tied to the driving modes.

An omission is wireless Apple CarPlay and Android Auto, which is a shame given the youthful presence infused throughout. Although, those mirroring systems are available via a USB-A cable, rendering the wireless charging pad somewhat redundant.

Elsewhere there is Bluetooth, native satnav (that also ties into the cruise control), DAB+ digital radio, voice control, USB-A and USB-C ports as well as a brandless six-speaker audio system. 

The Inster Cross also gains Hyundai’s latest BlueLink connected services technology (with five years of included connection) that also allows remote access to the car via an app. It’s also able to facilitate over-the-air updates.

The price premium for the 2025 Hyundai Inster Cross isn’t just for extra niceties.

While the Standard Range gains 71.1kW and 147Nm, the Cross Extended Range ups the kilowatt count to 84.5, while torque remains the same. Hyundai claims it’ll reach 100km/h in 10.6 seconds before going on to a top speed of 150km/h.

However, a more accurate measure of the ‘performance’ would be the way the Cross skips to 50km/h. It really does feel far perkier than the figures suggest, only slightly lacking for overtaking pace closer to 100km/h. The surprisingly peppy initial response is no doubt aided by the 1335kg kerb weight – light for an EV.

Given the Inster is based on a stretched version of the K1 platform that underpins the petrol-powered Casper in other markets, the Inster Cross’s e-motor is front mounted and powers the front wheels via a single-speed reduction gear.

With a bigger 49kWh lithium-ion battery, the 2025 Hyundai Inster Cross can go further with a claimed WLTP range of 360km. If you’re tempted by the roof basket it drops by 67km.

Hyundai claims the Inster returns an average energy usage of 15.1kWh/100km. However, our week with the Cross gleaned 15.9kWh/100km due to a few extended highway trips, which is where it’s the most inefficient. We did see the figure hover around 13.0kWh/100km when remaining within city limits.

In terms of charging, the Inster Cross accepts up to 10.5kW of AC charging, while it can also handle a rapid DC rate of 120kW. Therefore, the former takes four hours and 35 minutes to fully replenish from zero, while the latter can typically charge from 10 to 80 per cent in about 30 minutes.

The Inster doesn’t use an LFP (lithium iron phosphate) battery so charging to 100 per cent every time isn’t advised.

For an ‘SUV’ with such bold and whimsical styling, you’d hope the driving experience isn’t dull. And surprisingly, the 2025 Hyundai Inster Cross packs personality. In fact, with the immediacy of the EV drivetrain, it’s a bit of a hoot to nip in and out of traffic.

Forget the body cladding, this is a city-centric EV. It’s where the Inster Cross does its best work. With short overhangs, great visibility and various cameras including top-down and 3D views, parking is a doddle. Plus, the small dimensions, light steering and tight 10.6m turning circle allow for easy navigation of any urban area.

One-pedal driving is available with Hyundai’s i-Pedal mode – which will bring the car to a complete stop. There are four levels of regeneration to choose from.

The Inster has undergone Australian testing to get the ride quality right Down Under and it’s mostly compliant, too, with MacPherson struts up front and a Torsion beam at the rear. Although the 17-inch alloys – with relatively low-profile Nexen tyres (205/45 R17) – can sometimes struggle to iron out bigger potholes and speed bumps.

Continue to venture out of the CBD and onto a country road and the Inster Cross isn’t totally out of its depth. Yes, there’s some body roll and the dampers can struggle with rebound at times, but it’s easy to get into a rhythm. Keep the momentum up and the little Hyundai feels light on its feet and eager to please. 

Sport mode perks up the throttle response nicely while adding weight to the steering that errs on the benign side. The front axle can struggle with sharp road imperfections, translating some kickback through the steering column. Also, with a tall body and relatively lithe kerb weight, the Inster Cross can get blown around by strong winds on the open road and the auto-dipping high beam can be sporadic.   

However, the fact an Inster N seems feasible – although one isn’t coming despite the crazy Insteroid concept – is a positive reflection on the handling. It’s an approachable and confident package that’s far more complete dynamically than most of its cheaper Chinese rivals.

Erm, no. Again, despite being branded with an off-roading name, the 2025 Hyundai Inster Cross isn’t going to see more than a well-kept dirt road.

There’s no pseudo all-wheel-drive system, no off-road drive modes and no spare tyre. Even the ride height remains the same 144mm as the Long Range Inster. The only added extras are some underbody skid plates and rocker panels for added protection.    

The 2025 Hyundai Inster Cross interior is ‘cheap’ done well. Yes, that’s a bit of a backhanded compliment, but Hyundai has done a great job of making the hard plastics screw together well and create a trendy ambience.

Where the Inster also wins is in its simplicity – hooray for conventional buttons and controls mixed in with modern tech. It just works. The driver’s seat incorporates a neat little arm rest and cup holders, while you can scoot across from one side to the other given there’s no central console.

The Cross is the only model to gain eco-friendly ‘leather’ instead of cloth. And matched with the distinctive exterior paint, our test car’s Dark Grey and Amazonas Khaki interior works a treat. Even the Fluro Green accents work well for a bit of extra flair. 

Yes, there is a bit of road noise at speed and the front seats aren’t the most supportive for long journeys, but that isn’t the Inster’s remit. For shorter, city-based excursions it’s all more than acceptable.

For such a small footprint, there’s loads of rear leg and headroom. That’s because the Inster’s wheelbase is almost as long as the Hyundai Kona, while the back bench slides forward and aft, as well as reclines. The tall body also means adults won’t struggle for headroom.

The catch is, given the sliding rear pews, you either seat four adults comfortably or have a surprisingly accommodating boot – you can’t have both at the same time. The cargo capacity is a rather tight 238 litres with the 50/50-split back seats slid all the way back and 351L with them forward. Fold them completely and there’s 1059L.

The Inster Cross has a party trick, too. All four seats can be folded ‘flat’ to create a pseudo bed space, handy for those who wish to take it camping but don’t want to be totally out in the elements. Alternatively, you can stow long items with the passenger-side seats tucked away.

This is a dedicated four-seater, so there’s no central arm rest in the back – or air vents for the climate control. However, the Inster does support vehicle to load (V2L), so the household three-prong plug is a nice addition.

If you go looking for a spare tyre, you won’t find one. And there’s no frunk (front boot), highlighting the fact that the K1 architecture isn’t a ground-up EV platform.

The 2025 Hyundai Inster Cross is an uplifting breath of fresh air. It doesn’t take itself too seriously and suggests those interested in it do the same. It gives off feel-good vibes in droves.

Although, it doesn’t come cheap – especially against Chinese rivals. The BYD Seagull will certainly make the Inster Cross an expensive proposition. And, in truth, the base Inster with its lower price point and small wheels is the more lucrative option.

Yet, adding Cross to the nameplate isn’t as frivolous as it appears. Yes, it’s not going to live up to that nomenclature, but it adds useful features and a cool factor to the little Hyundai that’s already spruiking street cred.

In a cookie-cutter segment where personality is waning faster than models are being launched, the Hyundai Inster Cross offers character, practicality and quality worth paying for.

2025 Hyundai Inster Cross at a glance:
Price: $45,000 (plus on-road costs)
Available: Now
Powertrain: Single permanent magnet synchronous motors
Output: 84.5kW/147Nm
Transmission: Single-speed reduction gear
Battery: 49kWh lithium-ion        
Range: 360km (WLTP)
Energy consumption: 15.1kWh/100km (WLTP)
Safety rating: Not tested

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