HYUNDAI has great plans for its new i10 supermini starting with a sales figure of 10,000 a year which would double its presence in the sector.

It aims to get there with a combination of high specification and low running costs - not a new idea, but one which, in this case, is extremely well executed.

With the precedent of the well received i30, Hyundai has already laid the foundations for expectations of a highly capable and practical vehicle - and the new baby doesn't disappoint.

Visually, it as cute as any other in the sector without being startlingly different, the compact dimensions feature almost non-existent overhangs and a rear door line that cuts very close to the rear quarter lights.

The advantage of this is that the i10 offers surprisingly generous amounts of internal accommodation and relatively easy access much of this down to having the longest whee-lbase in the class for five seats with plenty of room for luggage.

The standard 258 litre boot can be expanded quickly by folding down the rear seats in a novel two part action which means the head-rests don't have to be removed. The resulting space has a flat floor (slightly elevated at the front) to maximise loading.

My only complaint is that the larger proportion of the 60/40 split seat is behind the driver so there is less space to carry longer loads.

The cabin itself is well put together with the use of more upmarket, soft fabrics and plastics and a nice flowing dashboard and smart instrumentation which is only let down by its rather barren appearance.

In the UK the i10 is available in three trim levels, all supplied with air conditioning, electric front windows, central locking, six speaker RDS radio with CD and MPO3 compatibility, tinted glass and front and side air bags.

This level of equipment is standard on the entry-level Classic trim, but for those who want more kit there are two steps up the range. The Comfort is available with a manual or automatic gearbox and gains alloys, rear electric windows, front fog lights, a height adjustable driver's seat, power outlet, electric door mirrors, remote central locking and colour coding on the exterior mirrors and door handles.

At the top of the range, the Style has the addition of 15 inch alloy wheels, heated front seats, metal grain fascia, a rear roof spoiler and an electric sunroof.

Initially the i10 is only powered by a lone 65bhp 1.1 litre petrol unit but with the choice of manual or automatic transmissions.

The four cylinder engine is familiar from the Getz and Amica line-up but has been revised to improve performance and emissions.

As a result it is capable of 58.5mpg on the average cycle and 64.2mpg on the extra urban run while top speed is a respectable 95mph (70mph is no struggle), meaning the i10 doesn't feel strained at motorway speeds.

For preference I would choose the five speed manual as it offers the driver more response and more versatility - it actually feels quicker than the 15.6 seconds to 62mph quoted by its makers. The four-speed automatic is fine for routine urban driving but there is some delay in reaction times and a slight vibration at speed from the throttle pedal.

As well as the long wheelbase, the new i10 runs on a chassis featuring MacPherson-type front struts with a newly designed L-shaped front sub frame with stabiliser bar an a rear suspe-nsion using a new coupled tubular torsion beam axle to improve the manoeuvrability. For better response, fuel efficiency and steering feel (adequate but not especially direct), an electric motor gives assistance to the rack and pinion steering and all i10s are equipped with disc brakes on all four wheels.

This all combines to provide a comfortable, if a not partic-ularly sporting ride, one that cushions a lot of the poth-holes in the road but which does exhibit some road noise and irritibility over broken surfaces.

If the physical package hasn't done enough to convince drivers to switch to the baby Hyundai a starting price of under £6,500 (£6,495 for the Classic) is a big benefit as is the 39 per cent residual value over three years which is better than most of its rivals.

Because the 1.1-litre petrol engine produces just 119g/km of CO2, this means it qualifies for a road fund licence charge of £35 per year and the new 10 percent benefit-in-kind com-pany car tax level which could see company car drivers pay less than £13 a month to the Inland Revenue.