Volvo Es90 vs Hyundai Inster

What's the difference?

More stylish than ever before, as quiet and refined as you'd expect from a luxury car and yet the stand out feature might once again be safety. Despite seemingly every new car being loaded to the gills with safety features, Volvo has managed to demonstrate industry best-practice and leads the way again.

I would encourage engineers from every other car brand to drive the ES90 to learn how to better integrate the modern suite of active safety features like forward collision warning and lane departure warning.

But beyond that, is the ES90 a car worthy of consideration? Well, pretty much everything it does the EX90 does too, so if you prefer an SUV that’s definitely worth consideration. But if you don’t want an SUV, if you prefer a sedan or just love to be different, the ES90 is a very attractive proposition in more ways than one.

The target market for the Inster isn't huge, and Hyundai knows it won't be a runaway best-seller for the brand. But those in the market for a bite-sized EV will find the Inster feels bigger, and drives better, than they might expect.

Discussing Volvo design will draw different opinions depending on your age. As a millennial, I grew up at a time when Volvos were, to quote a famous movie line from the 1990s, ‘boxy, but good’.

But over the past two decades Volvo has smoothed off those boxy edges and become one of the most style-conscious car companies in the world. It has embraced its now-unique place as a Scandinavian carmaker and uses softer edges and more Nordic design themes (such as light coloured interior woods) to ensure the ES90 is simply a good-looking car.

What it isn’t, at least not technically-speaking, is a sedan. That’s because it has a liftback rear-end design, rather than a traditional ‘three-box’ sedan with a conventional boot. That shouldn’t be a deal-breaker for anyone and it means it’s a far more practical design.

It also sits taller than a conventional ‘sedan’, which is an increasingly common trait for modern European sedans as they try to woo would-be SUV buyers. It’s not a lot, you certainly wouldn’t call it a tall or high-riding car, but it is noticeable.

Ends up as an ‘in-between’ design, neither one thing or the other. The closest thing it reminds me of is the short-lived BMW 5-Series GT, which is damning with faint praise, but it speaks to the challenge of making something that simply isn’t an SUV appealing to the modern SUV-obsessed market.

The very stylish cabin features that previously mentioned light coloured wood (at least in our test car) and that unique Scandinavian look. It’s the closest you’ll get to sitting in a Swedish lounge room on wheels.

The words small but perfectly formed appear here, with Hyundai’s insistence on not having a traditional range-wide design identity allowing them the freedom to create something unique and pretty funky here — though I do see some shades of Suzuki Ignis in the side profile.

It does look fun though, right? With the selfie ring-light-style headlights, Tetris-style rear lights, those swollen guards and the funky alloys.

And you can dial up further with the Cross variant, which gets a tougher, more squared-off look front and back - even if you’re more chance of meeting a bunyip than an Inster on your favourite off-road track.

Inside, the cuteness continues, though some of the scratchy cabin materials definitely point to the entry-level nature of the Inster.

Still, the seat materials, both the cloth and the leather, are lovely and thoughtfully coloured, and the twin screen setup is nice, too. I love the inclusion of a host of physical buttons that control the climate, stereo and the nav.

In terms of space the ES90 is very generous, which it should be given it's a five-metre long car. There’s loads of room front and the back so you’ll seat four adults in absolute comfort, and can squeeze in a fifth if needed. Thanks to the relatively flat floor, as well as the panoramic roof that can either be opaque or clear, the cabin feels spacious and bright even in the rear.

As for luggage space, the boot measures 424 litres, and obviously it’s very easy to access via the power liftgate. But it’s still not as big as an SUV. The EX90 offers up 655 litres of space in its five-seat configuration. Which is at least a small part of the explanation why SUVs have become the more popular choice.

But what really stands out in the cabin isn’t the space, it’s the technology. The ES90 Ultra’s multimedia system is centred around a 14.5-inch touchscreen that runs all the car’s key functions; you also get a 9.0-inch driver’s display.

Notably, Volvo has opted to offer Google’s operating systems built-in, which means while you can still run Apple CarPlay or Android Auto, if you have a Google account you can sign-in and have your contacts, address book and other details integrated into the car.

It’s a really fast system, too, supported by the most powerful software Volvo has ever put inside one of its cars. Having a big tablet-style screen is great and feels very modern, but if it runs slowly, with lag between commands, it’s not as useful. This Volvo system, particularly the transitions between menus and even the voice assistant, reacts with lightning-fast speed.

Then there’s the sound system we mentioned earlier. It’s a 25-speaker Bowers & Wilkins set-up with 'Dolby Atmos' and an app called Abbey Road Studios. This app has been produced in conjunction with the iconic recording studio made famous by The Beatles. The speakers and the app were all developed together to provide a superior audio experience.

The speakers themselves are incredibly powerful while staying crystal clear, with the Abbey Road app providing the ability to change the sound between 'Modern' and 'Vintage' settings that make you feel like you’re inside a recording studio.

Put simply, it is as impressive a sound system as I’ve ever experienced in a car.

The Inster stretches 3825mm long, 1610mm wide and 1575mm tall, but it rides on a 2580mm wheelbase – the later being bigger than the Hyundai Venue, and almost as big as the Kona.

It has allowed Hyundai to stretch the legroom options in the backseat, which actually gives you more space than the two bigger SUVs mentioned above, helped massively by the fact the Inster's rear pew is on rails, allowing you to slide it right back, and that it reclines a fair way, too.

I'm 175cm and I found I had more than enough leg and headroom, and with the backseat in full La-Z-Boy mode, I could sit back and relax, even on a longer journey.

It's a good thing it's four seats only, though. While the Inster feels longer than it is, it doesn't feel any wider, and even in the front seat you can feel like you're in economy class when you have a passenger on board, with both of you rubbing elbows on the central armrest.

Clever storage abounds though, with hidey-holes, handbag hooks and more dotted throughout the cabin. Opt for the roof box – and wear the efficiency penalty – and you can pop another 75kg worth of gear on the roof.

Also cool is the fact the backseats fold completely flat in the entry-level Inster, upping the storage possibilities. And in the top-spec Cross, the front seats fold down, too, allowing for fairly long items to be stowed. Though why you would need the driver's seat to fold flat is a bit of a mystery, unless you're looking to turn your Inster into an immovable storage container.

Apparently in Korea you can option a mattress that slides over all four seats, but I can't see that taking off here.

The official storage numbers are 280L and 1059L, and the small boot is helped along a little by underfloor storage where you can pop your charging stuff.

The Inster is available as an entry-level model, which comes as a Standard Range for $39,000 before on-road costs, or an Extended Range for $42,500. It then steps up to the Inster Cross, which is $45,000.

For perspective, the Geely EX5 is considerably bigger, and will travel further on a charge, for $40,990 before on-road costs. Then there's the Chery E5, which is now  $39,990 plus on-road costs.

Anyway, the Inster nabs 15-inch wheels, dual 10.25-inch screens (one for the multimedia, another for driving info), a six-speaker stereo, Apple CarPlay and Android Auto, cloth seats, two V2L connectors, a wireless charging pad and rain-sensing wipers. The equipment list for the Extended Range is the same, but it rides on 17-inch alloys.

Stepping up to the Inster Cross scores you a unique and off-road-inspired look, but also leather trim inside, a unique design for its 17-inch alloys, heating and ventilation for the front seats and heating for the steering wheel, some extra safety kit and practicality perks, and the option of a sunroof or an exterior roof storage box, the latter of which seriously eats into the driving range.

As the name suggests, the ES90 Single Motor is powered by a single, rear-mounted electric motor that drives the rear wheels via a single-speed transmission. The motor makes a healthy 245kW and 480Nm, so the 0-100km/h sprint time is 6.6 seconds - sprightly for such a big car.

As alluded to earlier, there is a Twin Motor, all-wheel drive ES90 variant available in overseas markets, with 500kW, but Volvo Australia is yet to confirm when, or even if that will arrive here.

The Hyundai Inster Standard Range kicks off power proceedings, with a single front-mounted electric motor producing 71kW and 147Nm.

Next is the Extended Range, which shares its outputs with the Inster Cross. Here, the front-mounted motor’s outputs have been ticked up slightly, now producing 84kW and 147Nm.

Those aren’t big numbers, but then neither does either Inster feel particularly slow or underpowered. 

Built on Volvo’s 800-volt electrical architecture, the first Volvo to feature the technology, the ES90 is powered by a 92kWh battery that provides up to 554km of driving range on a single charge.

Volvo quotes an NEDC energy consumption of 18.5kWh/100km, with 300kW DC charging able to take the battery from 10 to 80 per cent in 22 minutes. A full, empty to 100 per cent charge using a 16A outlet will take 10 hours.

It should be noted that the EX90 SUV will be upgraded to the 800V architecture with the 2026 model year introduction.

Standard Range cars get a 42kWh lithium-ion battery, producing a driving range of 327km. The Extended Range and the Cross get a bigger 49kWh battery, increasing the range to 360kms. Now, that roof box. It does look cool, but you’re going to really need to carry stuff to choose that option, given it increases energy consumption by 25 per cent, reducing the Cross’s range to just 293km.

When it comes to charging, the Inster is set up for 120kW DC fast charging, or 10.5kW AC charging - provided you have that much power available at home, as most wall boxes are more like 7.1kW.

As you’d expect from a luxury, electric car the ES90 is a quiet and refined vehicle to drive. Being a Volvo, the company has used its experience where it matters, and there is excellent insulation from the outside world. Unlike some EVs that lose the engine and hope that just makes things quieter, the ES90 gives you a genuine feeling of insulation from the exterior hustle and bustle. 

Performance is adequate from the single motor but it’s by no means a sports sedan with only 250kW/480Nm and such a big vehicle. But it has the instant response that is an EV trademark so it has all the performance this type of car and the drivers it will attract would likely need. If buyers start banging on the door for more power, Volvo can oblige, but for now it does the job you expect of a luxury four-door.

While it has the sedan silhouette, the taller body and raised ride height on the air suspension are noticeable. You will find yourself looking up at SUV drivers, but not all of them. It’s roughly the same seat height as you’ll find in a modern small SUV, so a slight elevation rather than a big boost.

The ride is what you expect from this type of car. You can adjust the suspension and steering between ‘soft’ and ‘firm’ settings, but even with the latter selected there is a lot of compliance and the ride remains comfortable.

The steering is fine most of the time, but when you have to do parking maneuvers you certainly notice the ES90's steer-by-wire technology. The steering literally feels like an old computer game steering wheel set-up, with very little resistance as the wheel lightly spins from lock-to-lock. It’s not a bad feeling, but it is a bit odd and takes some getting used to.

The ultimate take-away from the driving experience is just how relaxed it is - quiet and effortless are the two words that probably best sum it up.

Honestly, the impact electrification has had on vehicles in this class is staggering.

It wasn't so long ago that these micro cars were fitted with underwhelming petrol engines, four- or five-speed gearboxes and all the noise-deadening technology of a tin of beans.

As a result, they were cute, but painful. It always felt like you had to wring their neck to get the most out of them, and when you did, they were loud, buzzy and annoying.

But the Inster is none of those things. While not ludicrously powerful, the electric propulsion offered, and the nature of the way it's produced, feels ample in the little Hyundai, with the acceleration smooth, silent and easy,

It's also just generally quiet. Hyundai says it has double-sealed the doors, used thicker glass and fitted full underbody coverings to reduce the NVH - or noise, vibration, harshness - levels, and all of that, combined with the peace and quiet of an electric motor, have created a mostly blissful cabin experience.

The ride and handling hasn't been through the full Hyundai Australia ride and handling calibration of old. Instead, it's undergone the brand's more modern approach, which is to take the best componentry from what's available overseas and then build the Aussie-spec cars from there.

Either way, it all works pretty well here. Only really big bumps clang into the cabin, with the Inster otherwise riding well over all of the road surfaces we encountered.

The point, I guess, is that it's a drive experience stuffed full of happy surprises. The ride, the acceleration and the refinement are all well up on what you might expect from a city car.

The Hyundai Inster is yet to be crash tested, but does arrive with a solid safety offering including seven airbags, as well as active equipment like a auto emergency braking (AEB), rear cross-traffic avoidance, lane keep assist, and active cruise control.

The Cross ups the equipment a little more, including a surround-view monitor, blind-spot monitoring and front parking sensors.

The ES90 is covered by Volvo’s five-year, unlimited kilometre warranty, which is competitive for the luxury market even if it’s shorter than the cover some mainstream brands offer.

Servicing costs are currently unclear, at the time of publication. Volvo Australia typically offers five-year servicing plans for its models but is yet to finalise the cost for its electric vehicles.

Despite its long history in Australia, Volvo still has a relatively small footprint in this country with only 28 dealers/service centres spread across the country. However, more are planned to expand that coverage in the coming years.

The Inster delivers super long service intervals, requiring a trip to the service centre every two years or 30,000kms, but each service is priced at $655. A Toyota Yaris Cross, for perspective, will see you visit the service centre twice as often, but each visit will only cost you $255, or $510 every two years.

The Hyundai warranty is five years/unlimited kilometres, while the high-voltage battery is covered for eight years.