Best small city cars of 2025, for urban exploration
Small city cars are best at doing what it says on the tin; they’re easy to thread through narrow roads in town, can squeeze into tiny parking spaces and are cheap to run. That’s not to say that they’re unpleasant to take onto a motorway or country lane, but this selection of the best city cars really does feel most at home in town.
Electric vehicles (EVs) make for great city cars, because they’re most efficient at low speeds and have more shove off the lights than their petrol counterparts - without the often harsh thrum of a small, low-power engine under the bonnet.
There are plenty of hybrid-powered city cars for sale too, which combine a bit of electric shove and fuel efficiency with the long-range peace of mind of a petrol engine; ideal if you do occasionally venture out of town.
And the latest crop of pure petrol cars on sale are the most fuel efficient they’ve ever been. The biggest benefit of a petrol model is that they tend to be cheaper to buy than a hybrid or EV, making them more accessible to a wider range of budgets.
A benefit of city cars being small and light is that they’re cheaper to maintain than most other cars on sale. Their skinny little tyres and dinky brakes are far cheaper to replace than the plus-sized items you’ll find on the current crop of ever-growing SUVs for sale.
Our expert reviews team has driven every city car on sale, and run them through extensive tests to bring you this list of the ten best options you can buy. If you’re only interested in an EV then check out this list of the best small electric cars on sale, or if a high-seating position is important to you, have a look at our favourite small SUVs instead.
2025
Urban Living Award
What's good
What’s not so good
Best for: high driving position
The Toyota Yaris Cross may be a bit cheeky in that it’s the biggest car on this list, but it’s easy to drive around town - and it’s so good that it won the Urban Living category in the 2025 Carwow Car of the Year Awards.
A jacked-up ride height, black body cladding, roof rails and sleek LED lights all combine to give the Yaris Cross a smart yet tough appearance. It’s not the most striking car on the road, but the small Toyota is rather handsome.
The interior isn’t hugely interesting to look at - Peugeot and Renault interiors have sleeker designs - but the build quality is high and the materials are pleasant to the touch. It’s just a shame they’re all a slightly dour shade of dark grey.
It’s well equipped as standard with some useful features such as adaptive cruise control and keyless entry. You’ll fit four adults inside in decent comfort - rear headroom is a bit tight - and the 397-litre boot will take a big shop or a couple of suitcases without much fuss, but there isn’t much in the way of cabin storage for odds and sods.
On the road the Yaris Cross is a capable all-rounder. The hybrid engine options are both peppy from a standstill and hugely fuel efficient, netting well over 60mpg with ease, but you should opt for the 130hp version over the 115hp model. The extra power is useful, and you won’t see worse fuel economy in the real world.
Around town it’s easy to manoeuvre thanks to the raised seating position, but it’s not all that comfortable and you do get shaken around on bumpy roads. Motorways feel more settled with minimal engine noise, and the stiff suspension means the Yaris Cross feels composed on a twisty road.
The Toyota Yaris Cross may be a bit cheeky in that it’s the biggest car on this list, but it’s easy to drive around town - and it’s so good that it won the Urban Living category in the 2025 Carwow Car of the Year Awards.
A jacked-up ride height, black body cladding, roof rails and sleek LED lights all combine to give the Yaris Cross a smart yet tough appearance. It’s not the most striking car on the road, but the small Toyota is rather handsome.
The interior isn’t hugely interesting to look at - Peugeot and Renault interiors have sleeker designs - but the build quality is high and the materials are pleasant to the touch. It’s just a shame they’re all a slightly dour shade of dark grey.
It’s well equipped as standard with some useful features such as adaptive cruise control and keyless entry. You’ll fit four adults inside in decent comfort - rear headroom is a bit tight - and the 397-litre boot will take a big shop or a couple of suitcases without much fuss, but there isn’t much in the way of cabin storage for odds and sods.
On the road the Yaris Cross is a capable all-rounder. The hybrid engine options are both peppy from a standstill and hugely fuel efficient, netting well over 60mpg with ease, but you should opt for the 130hp version over the 115hp model. The extra power is useful, and you won’t see worse fuel economy in the real world.
Around town it’s easy to manoeuvre thanks to the raised seating position, but it’s not all that comfortable and you do get shaken around on bumpy roads. Motorways feel more settled with minimal engine noise, and the stiff suspension means the Yaris Cross feels composed on a twisty road.
2025
Smart Spender Award
Highly Commended
What's good
What’s not so good
Best for: strapping looks
The Renault Clio is one of the best looking small cars on sale at the moment, but it’s far more than just a pretty face. It’s practical, comfortable, fuel efficient and fun to drive. It even earned a high commendation in the Smart Spender category of the 2025 Carwow Car of the Year Awards.
On the outside it wears Renault’s signature front end; a pair of sharp, sporty headlights and a bold grille flanked by arrow-shaped daytime running lights. You can tell that the latest Clio is a heavily updated version of the one just gone because the rest of the body is a bit softer and curvier than the front, but it’s a great looking car nonetheless.
The interior is easy on the eye too, feeling posh to the touch thanks to soft-touch plastics and the sleek climate controls. All models bar the entry-level model get a swish portrait-oriented touchscreen infotainment system which dominates the dashboard, and it’s responsive to the touch too. Avoid the base model display, as it’s slow and annoying to use.
There’s plenty of room up front but tall passengers in the back will feel cramped on anything more than short journeys. The trade off for the cramped legroom is a huge boot for such a small car, coming in at 391 litres in the petrol models. Hybrid cars lose out on some space for the battery pack, sadly.
You can opt for a simple petrol engine with a manual gearbox in the Clio, or a much peppier and highly fuel-efficient hybrid model. The hybrid is a chunk more expensive to buy, but if you do a lot of mileage it could still work out cheaper to own in the long-term.
Around town the Clio is a doddle to drive, especially with the automatic gearbox fitted. Motorways aren’t its forte as it gets unsettled by big bumps and dips at high speed, but it feels fairly sporty on a twisty road and it can even put a smile on your face in between corners.
The Renault Clio is one of the best looking small cars on sale at the moment, but it’s far more than just a pretty face. It’s practical, comfortable, fuel efficient and fun to drive. It even earned a high commendation in the Smart Spender category of the 2025 Carwow Car of the Year Awards.
On the outside it wears Renault’s signature front end; a pair of sharp, sporty headlights and a bold grille flanked by arrow-shaped daytime running lights. You can tell that the latest Clio is a heavily updated version of the one just gone because the rest of the body is a bit softer and curvier than the front, but it’s a great looking car nonetheless.
The interior is easy on the eye too, feeling posh to the touch thanks to soft-touch plastics and the sleek climate controls. All models bar the entry-level model get a swish portrait-oriented touchscreen infotainment system which dominates the dashboard, and it’s responsive to the touch too. Avoid the base model display, as it’s slow and annoying to use.
There’s plenty of room up front but tall passengers in the back will feel cramped on anything more than short journeys. The trade off for the cramped legroom is a huge boot for such a small car, coming in at 391 litres in the petrol models. Hybrid cars lose out on some space for the battery pack, sadly.
You can opt for a simple petrol engine with a manual gearbox in the Clio, or a much peppier and highly fuel-efficient hybrid model. The hybrid is a chunk more expensive to buy, but if you do a lot of mileage it could still work out cheaper to own in the long-term.
Around town the Clio is a doddle to drive, especially with the automatic gearbox fitted. Motorways aren’t its forte as it gets unsettled by big bumps and dips at high speed, but it feels fairly sporty on a twisty road and it can even put a smile on your face in between corners.
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Battery range up to 252 miles
What's good
What’s not so good
Best for: electrified retro appeal
There’s a good reason for all of the fanfare surrounding the new Renault 5 E-Tech, because while the Clio is the star hatchback of Renault’s recent history, the new 5 was legendary long before it was even dreamed up.
The new Renault 5 looks amazing, frankly, dripping in retro design touches without looking kitschy or contrived. The sloping tailgate, upright front end and straight window line are all taken straight from the old car, but scaled up and combined with futuristic twists such as the intricate LED lights and the nifty charge indicator on the bonnet.
You’ll find loads more design features inside the Renault 5 too, with funky, squared-off, figure-hugging seats and a stepped dashboard that harks back to the first-generation model of the 1970s. There’s a sleek twin-screen driver display and infotainment touchscreen perched on top too, and it’s easy to read and responsive to the touch.
Even the fabrics around the cabin are inspired by the past; you can choose from a range of denim colour options for the seats and dashboard trims. The air vents are cool too, matching the LED patterns in the headlights.
The Clio is much more practical though, because the electric Renault really is very cramped in the back. Front space isn’t great either, but there’s a real lack of legroom and footspace in the rear row for taller passengers. The 326-litre boot is usefully large, but alternatives are still bigger.
It’s easy to drive around town thanks to its square corners and good forward visibility, and its small turning circle means parking in tight spaces is a doddle - but you do get shaken around over bumpy roads.
Motorways are less comfortable, because the suspension deals with high-speed dips better than it does in the city, there’s a bit too much wind noise and road noise for a truly relaxed drive. Still, with around 200 miles possible on a full charge, you’re best off using the Renault 5 for shorter journeys anyway.
Country lanes are surprisingly fun though, as the small Renault’s stiff suspension, grippy tyres and well-judged brake feel all give you the confidence to push on at a good speed.
There’s a good reason for all of the fanfare surrounding the new Renault 5 E-Tech, because while the Clio is the star hatchback of Renault’s recent history, the new 5 was legendary long before it was even dreamed up.
The new Renault 5 looks amazing, frankly, dripping in retro design touches without looking kitschy or contrived. The sloping tailgate, upright front end and straight window line are all taken straight from the old car, but scaled up and combined with futuristic twists such as the intricate LED lights and the nifty charge indicator on the bonnet.
You’ll find loads more design features inside the Renault 5 too, with funky, squared-off, figure-hugging seats and a stepped dashboard that harks back to the first-generation model of the 1970s. There’s a sleek twin-screen driver display and infotainment touchscreen perched on top too, and it’s easy to read and responsive to the touch.
Even the fabrics around the cabin are inspired by the past; you can choose from a range of denim colour options for the seats and dashboard trims. The air vents are cool too, matching the LED patterns in the headlights.
The Clio is much more practical though, because the electric Renault really is very cramped in the back. Front space isn’t great either, but there’s a real lack of legroom and footspace in the rear row for taller passengers. The 326-litre boot is usefully large, but alternatives are still bigger.
It’s easy to drive around town thanks to its square corners and good forward visibility, and its small turning circle means parking in tight spaces is a doddle - but you do get shaken around over bumpy roads.
Motorways are less comfortable, because the suspension deals with high-speed dips better than it does in the city, there’s a bit too much wind noise and road noise for a truly relaxed drive. Still, with around 200 miles possible on a full charge, you’re best off using the Renault 5 for shorter journeys anyway.
Country lanes are surprisingly fun though, as the small Renault’s stiff suspension, grippy tyres and well-judged brake feel all give you the confidence to push on at a good speed.
Battery range up to 200 miles
What's good
What’s not so good
Best for: budget-conscious buyers
The BYD Dolphin Surf has managed to do what so many manufacturers struggle with, and that’s make a small, cheap car that manages to not feel like it…mostly. It’s easy to drive, surprisingly spacious inside and very well equipped for the price.
It doesn’t look cheap either, with a properly funky design that turns heads - especially when specced in the delightful shade of tennis ball yellow. Unlike a tennis ball, however, the Dolphin Surf is all sharp lines and angles, with the only real curves being the wheel arches. It’s a handsome little car, if in an odd, ‘you have to get used to it’ kind of way.
The interior is also quirky, if not as neck-snappingly so as the exterior. You get a swoopy dashboard and a pair of rather nice sports seats up front, but it’s quite conventional otherwise. The Dolphin Surf’s trump card is in its equipment, because it comes loaded with kit such as the rotating 10.0-inch infotainment touchscreen, lane-keeping active cruise control and a plethora of (irritating) driver assistance systems.
There’s also a lot of room inside for such a small car, with decent headroom all round. Tall rear passengers might find their knees up against the front seat, but they have soft backs so that isn’t actually an issue on the move. The boot is oddly shaped, but there’s handy under-floor storage space.
You get between 137 miles and 200 miles of range depending on trim level, and you’ll see most of that around town where the Dolphin Surf is efficient - if crashy over bad roads. Motorways are best avoided with a lot of wind and road noise, but country lanes are surprisingly fun.
The BYD Dolphin Surf has managed to do what so many manufacturers struggle with, and that’s make a small, cheap car that manages to not feel like it…mostly. It’s easy to drive, surprisingly spacious inside and very well equipped for the price.
It doesn’t look cheap either, with a properly funky design that turns heads - especially when specced in the delightful shade of tennis ball yellow. Unlike a tennis ball, however, the Dolphin Surf is all sharp lines and angles, with the only real curves being the wheel arches. It’s a handsome little car, if in an odd, ‘you have to get used to it’ kind of way.
The interior is also quirky, if not as neck-snappingly so as the exterior. You get a swoopy dashboard and a pair of rather nice sports seats up front, but it’s quite conventional otherwise. The Dolphin Surf’s trump card is in its equipment, because it comes loaded with kit such as the rotating 10.0-inch infotainment touchscreen, lane-keeping active cruise control and a plethora of (irritating) driver assistance systems.
There’s also a lot of room inside for such a small car, with decent headroom all round. Tall rear passengers might find their knees up against the front seat, but they have soft backs so that isn’t actually an issue on the move. The boot is oddly shaped, but there’s handy under-floor storage space.
You get between 137 miles and 200 miles of range depending on trim level, and you’ll see most of that around town where the Dolphin Surf is efficient - if crashy over bad roads. Motorways are best avoided with a lot of wind and road noise, but country lanes are surprisingly fun.
2025
Smart Spender Award
Highly Commended
Battery range up to 201 miles
What's good
What’s not so good
Best for: comfortable city crawling
Where a lot of small cars prioritise a sporty driving experience, the Citroen e-C3 bucks the trend and focuses entirely on being very, very comfortable - something it does very, very well.
It looks great too, with its mini-SUV vibe thanks to its plastic body cladding and extra ground clearance compared to its alternatives. C-shaped headlights and taillights give it an extra dose of toughness front and rear, but it’s the interior where the e-C3 really stands out.
While the interior looks very simple at first glance, Citroen has been smart and trimmed the hardest plastic surfaces within reach with fabric. The dashboard may not be squidgy when pressed, but the fabric does a great job of lifting the cabin ambience. Don’t touch the surfaces lower down though…
There’s loads of room in the front and plenty of headroom for all passengers, but rear legroom is really quite tight for tall occupants. The 310-litre boot is on part with its electric alternatives, but there’s a rather large lip to get cargo over.
You get a maximum range of nearly 200 miles with the e-C3, so you’ll find yourself stopping to charge a lot on a motorway journey. The e-C3 is best in town, where it’s hugely comfortable and does an excellent job of soaking up lumps and bumps.
Motorways aren’t as comfortable - it can feel a bit jittery on rough roads at high speeds - and country lanes are best taken at a steady pace, with a lot of body lean around tight bends.
Where a lot of small cars prioritise a sporty driving experience, the Citroen e-C3 bucks the trend and focuses entirely on being very, very comfortable - something it does very, very well.
It looks great too, with its mini-SUV vibe thanks to its plastic body cladding and extra ground clearance compared to its alternatives. C-shaped headlights and taillights give it an extra dose of toughness front and rear, but it’s the interior where the e-C3 really stands out.
While the interior looks very simple at first glance, Citroen has been smart and trimmed the hardest plastic surfaces within reach with fabric. The dashboard may not be squidgy when pressed, but the fabric does a great job of lifting the cabin ambience. Don’t touch the surfaces lower down though…
There’s loads of room in the front and plenty of headroom for all passengers, but rear legroom is really quite tight for tall occupants. The 310-litre boot is on part with its electric alternatives, but there’s a rather large lip to get cargo over.
You get a maximum range of nearly 200 miles with the e-C3, so you’ll find yourself stopping to charge a lot on a motorway journey. The e-C3 is best in town, where it’s hugely comfortable and does an excellent job of soaking up lumps and bumps.
Motorways aren’t as comfortable - it can feel a bit jittery on rough roads at high speeds - and country lanes are best taken at a steady pace, with a lot of body lean around tight bends.
2025
Urban Living Award
Highly Commended
Battery range up to 229 miles
What's good
What’s not so good
Best for: interior space
Hyundai has been part of the retro-futuristic design wave for a few years now, and the Inster is its smallest - and arguably funkiest - take on the trend yet. It was highly commended in the 2025 Carwow Car of the Year awards too.
Its boxy, quirky looks are part of its appeal. Pixel-themed lights, four-spoke alloy wheels, a tall roofline and butch body cladding manage to make the Inster look tough and cutesy at the same time.
The interior is interesting too, because while the dashboard isn’t as futuristic to look at as the exterior, you still get a digital driver’s display and infotainment touchscreen - as well as physical climate control buttons. The interior plastics feel cheap, sadly, but the build quality feels high.
There are some clever storage solutions and fantastic seats in all but the base model Inster. You can slide the rear bench far back to maximise legroom, or even fold all the seats flat to get an air mattress in the cabin. With the seats slid forwards you get a 351-litre boot, dropping down to 238 litres with them back.
Range varies between 203 miles to 229 miles in the larger battery version with a more powerful motor, though neither model is quick off the line. Still, the Inster is perfectly adept at town driving thanks to its huge windscreen and drive comfort on bumpy roads.
Motorways can seem noisy due to the large amount of wind and road noise present at high speed, but country lanes the Inster is surprisingly composed on a country lane with little body lean for such a tall car with soft suspension.
Hyundai has been part of the retro-futuristic design wave for a few years now, and the Inster is its smallest - and arguably funkiest - take on the trend yet. It was highly commended in the 2025 Carwow Car of the Year awards too.
Its boxy, quirky looks are part of its appeal. Pixel-themed lights, four-spoke alloy wheels, a tall roofline and butch body cladding manage to make the Inster look tough and cutesy at the same time.
The interior is interesting too, because while the dashboard isn’t as futuristic to look at as the exterior, you still get a digital driver’s display and infotainment touchscreen - as well as physical climate control buttons. The interior plastics feel cheap, sadly, but the build quality feels high.
There are some clever storage solutions and fantastic seats in all but the base model Inster. You can slide the rear bench far back to maximise legroom, or even fold all the seats flat to get an air mattress in the cabin. With the seats slid forwards you get a 351-litre boot, dropping down to 238 litres with them back.
Range varies between 203 miles to 229 miles in the larger battery version with a more powerful motor, though neither model is quick off the line. Still, the Inster is perfectly adept at town driving thanks to its huge windscreen and drive comfort on bumpy roads.
Motorways can seem noisy due to the large amount of wind and road noise present at high speed, but country lanes the Inster is surprisingly composed on a country lane with little body lean for such a tall car with soft suspension.
What's good
What’s not so good
Best for: a powerful hybrid engine
It wasn’t that long ago that the MG3 was a car you’d only buy because it was cheap. It was anything but cheerful, yet amazingly MG has turned it into one of our favourite small cars on sale.
It’s still affordable, but it looks more expensive than it really is with an up to date exterior design. There are loads of creases and curves on it, and where its predecessor looked dated the current MG3’s big grille and pointy headlights are genuinely interesting to behold.
The interior is handsome, with a modern-looking dashboard that wraps around onto the door cars and a pair of displays; one for the infotainment and one for the driver instruments. You can tell where MG has saved money when poking around though, because there’s a fair amount of scratchy plastic in the cabin.
There’s decent room in the front and two adults will fit in the back in relative comfort, but the boot is only 293 litres - smaller than the alternatives.
It’s the MG3’s hybrid system that really impresses. With 191hp it’s properly quick compared to its alternatives, with easily enough power to dart around town; motorway overtakes are a piece of cake, too.
It’s the MG3’s hybrid system that really impresses. With 191hp it’s properly quick compared to its alternatives, with easily enough power to dart around town; motorway overtakes are a piece of cake, too.
It wasn’t that long ago that the MG3 was a car you’d only buy because it was cheap. It was anything but cheerful, yet amazingly MG has turned it into one of our favourite small cars on sale.
It’s still affordable, but it looks more expensive than it really is with an up to date exterior design. There are loads of creases and curves on it, and where its predecessor looked dated the current MG3’s big grille and pointy headlights are genuinely interesting to behold.
The interior is handsome, with a modern-looking dashboard that wraps around onto the door cars and a pair of displays; one for the infotainment and one for the driver instruments. You can tell where MG has saved money when poking around though, because there’s a fair amount of scratchy plastic in the cabin.
There’s decent room in the front and two adults will fit in the back in relative comfort, but the boot is only 293 litres - smaller than the alternatives.
It’s the MG3’s hybrid system that really impresses. With 191hp it’s properly quick compared to its alternatives, with easily enough power to dart around town; motorway overtakes are a piece of cake, too.
It’s the MG3’s hybrid system that really impresses. With 191hp it’s properly quick compared to its alternatives, with easily enough power to dart around town; motorway overtakes are a piece of cake, too.
Best for: chic styling
Peugeot has done a cracking job with the e-208, because once you’re behind the wheel it feels as though you’re in a much posher, more expensive car.
It looks the part too, sleek and sporty with a big grille, lion claw-themed running lights, a perky rear end and a retro-inspired window line. It runs the Renault Clio close for ‘most stylish small hatchback’, but you can opt for your e-208 in a rather vibrant shade of yellow, too.
The interior is where the e-208 really stands out, because it’s certainly the most luxurious small city car from behind the wheel. There are soft-touch materials almost everywhere within reach - the squidgy dashboard is a highlight - and the infotainment touchscreen is responsive to your inputs.
It’s just a shame that it’s so cramped inside. Even front-seat occupants feel cosy in the e-208, and you’ll really struggle to fit four tall people inside, let alone five. The 311-litre boot is adequately sized, but there’s no dedicated cable storage.
Around town the e-208 is great to drive, especially in the more powerful 156hp version which is not only quicker but has 268 miles of range compared to the entry-level model’s 217 miles.
The brake pedal can feel a bit spongy and bumpy roads can feel a bit uncomfortable, but motorways are far more comfortable as the e-208 does a better job of ironing out bumps at speed. Country lanes are best taken at a moderate speed, as the e-208 doesn’t feel as sporty as its petrol or hybrid 208 stablemates.
Peugeot has done a cracking job with the e-208, because once you’re behind the wheel it feels as though you’re in a much posher, more expensive car.
It looks the part too, sleek and sporty with a big grille, lion claw-themed running lights, a perky rear end and a retro-inspired window line. It runs the Renault Clio close for ‘most stylish small hatchback’, but you can opt for your e-208 in a rather vibrant shade of yellow, too.
The interior is where the e-208 really stands out, because it’s certainly the most luxurious small city car from behind the wheel. There are soft-touch materials almost everywhere within reach - the squidgy dashboard is a highlight - and the infotainment touchscreen is responsive to your inputs.
It’s just a shame that it’s so cramped inside. Even front-seat occupants feel cosy in the e-208, and you’ll really struggle to fit four tall people inside, let alone five. The 311-litre boot is adequately sized, but there’s no dedicated cable storage.
Around town the e-208 is great to drive, especially in the more powerful 156hp version which is not only quicker but has 268 miles of range compared to the entry-level model’s 217 miles.
The brake pedal can feel a bit spongy and bumpy roads can feel a bit uncomfortable, but motorways are far more comfortable as the e-208 does a better job of ironing out bumps at speed. Country lanes are best taken at a moderate speed, as the e-208 doesn’t feel as sporty as its petrol or hybrid 208 stablemates.
What's good
What’s not so good
Best for: fuss-free city driving
The Hyundai i10 is another example of a car that you once bought because it was cheap, but has now evolved into a genuinely compelling buy - and it’s one of the very few dedicated city cars still on sale.
It looks great, with a sporty stance thanks to its wheels being set so far in the corners and a really rather sculpted front bumper design. The headlights are both cute and aggressive, while its boxy shape reminds of a time where tiny hatchbacks were plentiful.
A benefit of the boxy shape is that the i10 is very spacious inside, and there’s a funky dashboard design to go with it. There’s a nifty trim piece on the passenger side, while the touchscreen infotainment is straddled by handy shortcut buttons which are nice to the touch.
There’s a lot of handy storage cubbies dotted around, and you can comfortably seat four tall occupants in the diminutive Hyundai. Impressive, but the 252-litre boot is best for shopping trips or short trips away at best.
The i10 is exclusively petrol-powered, and it’s worth going for the top-spec 1.2-litre 79hp engine with the manual gearbox. The entry-level engine option is barely more efficient and far too slow. Avoid the automatic at all costs, it’s pants.
It’s fun to drive and fairly comfortable around town - not shaken up too much by speedbumps - and it’s fairly comfortable and refined on the motorway too. It’s even a good laugh on a country lane, where it feels agile.
The Hyundai i10 is another example of a car that you once bought because it was cheap, but has now evolved into a genuinely compelling buy - and it’s one of the very few dedicated city cars still on sale.
It looks great, with a sporty stance thanks to its wheels being set so far in the corners and a really rather sculpted front bumper design. The headlights are both cute and aggressive, while its boxy shape reminds of a time where tiny hatchbacks were plentiful.
A benefit of the boxy shape is that the i10 is very spacious inside, and there’s a funky dashboard design to go with it. There’s a nifty trim piece on the passenger side, while the touchscreen infotainment is straddled by handy shortcut buttons which are nice to the touch.
There’s a lot of handy storage cubbies dotted around, and you can comfortably seat four tall occupants in the diminutive Hyundai. Impressive, but the 252-litre boot is best for shopping trips or short trips away at best.
The i10 is exclusively petrol-powered, and it’s worth going for the top-spec 1.2-litre 79hp engine with the manual gearbox. The entry-level engine option is barely more efficient and far too slow. Avoid the automatic at all costs, it’s pants.
It’s fun to drive and fairly comfortable around town - not shaken up too much by speedbumps - and it’s fairly comfortable and refined on the motorway too. It’s even a good laugh on a country lane, where it feels agile.
What's good
What’s not so good
Best for: supreme fuel efficiency
The Toyota Yaris may not be quite the consummate all-rounder that its Yaris Cross big brother is, but what it lacks in versatility it makes up for in efficiency.
It looks good too, with swollen wheel arches, a moody front grille, taillights set into a black trim panel and the optional two-tone paint finishes giving the Yaris a sleek appearance. There’s a definite resemblance to the sporty GR Yaris hot hatchback, which is a very good thing.
The interior isn’t quite as interesting, as you’re surrounded by dark grey plastics throughout the cabin. The infotainment system, optional digital driver display and physical climate controls are easy to use, but alternatives have a bit more pizzazz inside.
You get decent space up front, but rear-seat passengers will feel cramped and boot space is tight at 286 litres. It’s a shame as the cabin is solidly put together and feels high quality.
It’s the fuel efficiency that really impresses with the Yaris, as both hybrid engine options will easily achieve over 70mpg in the real world - so long as you don’t have a heavy foot. There’s plenty of electric shove at low speeds; combined with the CVT automatic gearbox it’s easy to drive around the city.
Motorways aren’t quite as comfortable as town driving is, and getting up to speed can be a bit noisy - especially with the lesser-powered engine. The Yaris feels agile on a twisty road though, and it’s fairly fun to carve through corners.
The Toyota Yaris may not be quite the consummate all-rounder that its Yaris Cross big brother is, but what it lacks in versatility it makes up for in efficiency.
It looks good too, with swollen wheel arches, a moody front grille, taillights set into a black trim panel and the optional two-tone paint finishes giving the Yaris a sleek appearance. There’s a definite resemblance to the sporty GR Yaris hot hatchback, which is a very good thing.
The interior isn’t quite as interesting, as you’re surrounded by dark grey plastics throughout the cabin. The infotainment system, optional digital driver display and physical climate controls are easy to use, but alternatives have a bit more pizzazz inside.
You get decent space up front, but rear-seat passengers will feel cramped and boot space is tight at 286 litres. It’s a shame as the cabin is solidly put together and feels high quality.
It’s the fuel efficiency that really impresses with the Yaris, as both hybrid engine options will easily achieve over 70mpg in the real world - so long as you don’t have a heavy foot. There’s plenty of electric shove at low speeds; combined with the CVT automatic gearbox it’s easy to drive around the city.
Motorways aren’t quite as comfortable as town driving is, and getting up to speed can be a bit noisy - especially with the lesser-powered engine. The Yaris feels agile on a twisty road though, and it’s fairly fun to carve through corners.
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How to choose the best small city car for you
Budget
All of the city cars on this list can be considered affordable, when considered against larger hatchbacks and SUVs. That being said, you’ll pay a pretty penny for a top-spec e-208 or Renault Clio hybrid when compared to an entry-level Hyundai i10 or BYD Dolphin Surf.
EV or hybrid?
If you strictly drive in town then an electric city car is an obvious choice, as they’re most efficient at low speeds and in stop-start traffic. For motorway journeys you’re best off with a hybrid, as you’ll see some fantastic fuel efficiency on the move.