Published
on 18
Jan 2025
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All rights reserved.
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Casper
is designed to Korea's light car category, something like Japan's
Kei-cars.
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It is not exactly a new
car. Back in 2021, Hyundai introduced the Casper as its domestic market
city car. It fits under the light car category in Korea – less than
3600mm length, 1600mm width and sub-1000 c.c. – so that it can benefit
from lower tax, something like Kei-cars in Japan. Naturally, the car
was designed to be tall and boxy to maximize interior space, and it was
styled funky to attract young drivers. Power comes from the existing
1.0 MPi 3-cylinder with 76 hp or 1.0-liter direct injection turbo with
100 hp, mating with a 4-speed automatic gearbox. It became the
best-selling light car in Korea, but it is never sold abroad, obviously
because it is too small.
Things changed last year as Casper EV was added to the range. Its
wheelbase is stretched by 180mm and its length extends to 3825mm to
make significantly more room for rear passengers and cargo. More
important, it is converted to electric, putting batteries under the
floor (no problem, as the car is so tall) and a permanent magnet
electric motor up front in place of the engine. The small electric car
is also sold overseas, mainly in Europe, but it is rebadged to
“Inster”. Minor tuning aside, Inster and Casper EV are the same.
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Casper
EV / Inster is 230mm longer than Casper, runs a 180mm longer wheelbase.
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Unlike China, small electric city cars are new to Europe. Before, they
had electric versions of Smart Fortwo, VW Up and Renault Zoe, but they
were either too expensive or impractical. Only very recently European
motorists can buy truly affordable electric small cars: Dacia Spring
and Citroen e-C3 are the two standout candidates for value for money.
Expect the choices will expand further in the next few years as
production costs come down and manufacturers start cracking the codes
of cheap EVs. Hyundai is one of those wanting to have a slice of the
new market segment.
The Inster is very compact by European standards. Its body length is
midway between Hyundai’s i10 and i20, but narrower than both. However,
by pushing the wheels to the extreme, its wheelbase matches that of i20
at 2580mm, which is outstanding for its size. No wonder its cabin is
incredibly spacious, offering enough rear legroom for six-footers. Even
though you sit higher due to the elevated floor, the tall roof affords
good headroom for all passengers. Upright windscreen and large windows
afford good outward visibility, a plus for urban driving.
Build quality is higher than the norm of A-segment city cars. The doors
close with a reassuring thunk. The cabin materials feel solid while key
touch points are covered with soft materials. Cheerful 2-tone color is
available. The digital instrument and touchscreen – both 10.25-inch –
look upmarket and work well, yet it leaves plenty of physical buttons
for easier access, fantastic. The cabin is versatile, too – all 4 seats
can fold flat, the rear is 50/50-split and can slide back and forth to
alter passenger and luggage space.
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Interior
is versatile and feels upmarket.
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2 types of batteries and motors are available. The base car uses 42kWh
battery and 97hp motor, good for 87 mph and 0-60 mph in 11 seconds,
which is competitive enough for urban use. It starts at £23,500,
or £1500 more than Citroen e-C3, chiefly because the Citroen uses
cheaper Chinese-built LFP battery while the Hyundai sticks with
Korean-built NMC battery. On the plus side, NMC battery has higher
energy density, partly explains why the Inster can undercut the e-C3 by
more than 100kg.
Another combo is 49kWh NMC battery and 115hp motor, good for 93 mph and
0-60 in 10 seconds. Its starts at £25,000 and can be loaded to
nearly £29,000, perhaps too optimistic for a car so small,
especially when the larger and more desirable Renault 5 is just around
the corner.
The smaller battery offers 203 miles range while the larger one
achieves 224 miles, pretty good. Charging is rather slow at 73 and
85kW, respectively, but you can still charge from 10-80 percent in 30
minutes.
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Nimble and
zesty to drive in town, but suspension lacks travel.
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On the road, both versions feel brisk in urban driving, thanks to not
only the instant torque typical to EVs but also the Inster is rather
light for its kind. However, the acceleration tails off quickly at
higher speeds, reminding you that it is after all a city car. Use it
that way, you will appreciate its ability of one-pedal driving, as
regenerative braking level is adjustable.
The car is also compact and nimble to navigate in urban area. Low
center of gravity lends it decent body control, much better than its
tallness suggested. The steering is quick and direct, if lacking feel.
In addition to the eager power, you can have some fun driving it around
town.
The suspension generally delivers fine ride comfort and quietness, but
limited suspension travel means larger low-speed intrusions could crash
into the bump stops. 17-inch wheels just make it worse. For Korean
domestic market where roads are generally smooth, that would not be a
concern, but when it is exported to Britain or France, this could be a
deal-breaker.
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Verdict:  |
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