I’ve driven an awful lot of different cars in this job, and no 200mph+ supercar, luxury barge or iconic classic has got anywhere near the positive reaction as the tiny Micro Microlino. Not bad for something with a starting price south of £20,000.
However, despite you being on a car website reading about something that propels itself on four-wheels, the Microlino is not a car. Instead, it’s a quadricycle like the Citroen Ami, so safety regulations aren’t as stringent as a Kia Picanto or Dacia Spring. Forget ABS brakes, traction control (not that you really need it) and even airbags.
That allows far more freedom with the design which let’s face it, is key to the Microlino’s appeal. It’s inspired by the 1950s Isetta bubble car and shares that car’s single door (below) that spans the entire front of the car. At the back is a practical hatchback that hides a surprisingly big boot.
I spent a few days and over a hundred miles in this Microlino, using it for absolutely everything, even if there was a dual carriageway. If you want to know more about our thorough review process, have a look at our how we test page.
What’s it like inside?
If you’re expecting a cramped passenger area, you’d be absolutely correct. An average height or shorter adult will be OK, but those six foot and over may have to poke their heads out of the sunroof, and the one-piece sliding bench doesn’t go back that far. Two adults will squeeze in with no personal space at all.
The steering wheel is fixed and felt a little too far away for my liking, but this doesn’t get in the way of the simple but effective digital display that has good graphics and a couple of different layouts to pick from. There is a heater and a rear window defroster that are operated by a small touch sensitive panel.
Quality is way above an Ami and is in some regards better than a Dacia Spring. Poorly fitting A pillar trims did let the side down a little, though. Infotainment is taken care of by a smartphone cradle, a snug-fitting Bluetooth speaker and four high-output USB-C charging points.
The giant front door is assisted by a gas strut and so slowly opens itself. There’s a discreet button to open it on the black strip on one side of the car, with the internal release hidden behind the nicely finished crash bar. The boot is a surprisingly large 230-litres, or enough for a couple of big tool bags and a toolbox with room to spare, and is accessed by a hatchback. An Ami doesn’t even have a boot, although a Dacia Spring’s is larger.
Micro Microlino motors and batteries
All versions are fully electric and have 17bhp, with the base model sporting a 6.0kWh battery with a range of just 56 miles. Another £1,800 ups the range to 110 miles thanks to a 10.5kWh pack, with the £3,500 15kWh option giving 143 miles. A less powerful 28mph limited Lite model is also available, but experience with the Ami confirms the 56mph of the regular Microlino is a much better bet.
All versions of the Microlino charge at a maximum of 2.2kW whether you’ve connected it to a Type 2 wallbox, public charger or a three-pin charger. A base model takes a couple of hours to get up to 80% from flat, mid-rung around four hours, and the big battery around five and a half. Not great for quick top-ups, but you’ll easily get back to 100% if you charge overnight.
What’s it like to drive?
As there’s no hope of reaching 60mph, Micro provide a 0-31mph time instead. As there’s only 34kg separating the lightest sub-600kg small battery version, and the 630kg 15kWh chonker. Now, 0-31mph in 5.0 seconds might sound slow, and it is, but there’s enough poke to keep pace with traffic quite easily unless you meet an uphill section.
There is a Sport button in the middle of the gear selector which unlocks a little more power at the top end. The Microlino feels almost nippy with this engaged, whilst sounding like a giant Tamiya radio-controlled car being driven very hard.
I avoided motorways but was quite happy on dual carriageways or national speed limit roads where you’re foot to the floor for minutes at a time. It feels far more stable than you might expect, with only strong crosswinds causing the Microlino any real bother.
The same can’t be said of the car’s braking performance. There’s no servo assistance (matching the unassisted steering) so you need a fair shove to get them working hard. As you approach the front tyres locking up, which they absolutely will, the nose dives towards the tarmac and the tail goes light, swinging around slightly on heavily cambered roads.
Those used to older, pre-ABS cars should adapt quickly enough. Those who aren’t should leave extra room to the car in front and perhaps practice a few emergency stops somewhere safe. I’d also point out that not everyone will see the Microlino, as evidenced by a Vauxhall Grandland driver who just blindly drove into my lane.
The non-power assisted steering needs a bit of muscle at carpark speeds and lightens up as speeds increase. It’s precise and unbothered by ruts and dodgy cambers, although driving enthusiasts will be shocked at how little road feel is transmitted back to the vegan leather-wrapped steering wheel. Even so, it’s a bit of a giggle.
There’s a lot more grip than I expected from the tiny, narrow tyres, allowing me to carry plenty of speed through bends. The Microlino’s narrow body helps here, allowing you to straighten out bends and roundabouts far more effectively than a regular width car. There is a fair amount of body lean, which will put most people off well before the car will be sliding or potentially lifting up wheels. If I lost my nerve before I got to this point, you’ll be fine.
Ride comfort is far better than I expected. Potholes, rubber speed bumps and other sharp obstacles are downright unpleasant, yet most surfaces are smoothed off more adroitly than a Citroen Ami, and it feels better resolved than the Dacia Spring. Manoeuvrability is even better than you expect, making it ideal for carving across a city.
Our big-battery test car was set for a range of around 90 miles on mainly national speed limit roads with a fair few 30mph and 40mph villages thrown in. We’d expect a slightly longer range in warmer conditions and on more urban-intensive routes.
What else should I know?
There’s no Isofix mount in the Microlino, and you might want to think twice about taking anyone too young anyway. All versions are left hand drive.
Verdict: Should you buy one?
If you look at the Microlino from a reasoned, sensible perspective, it makes little sense. It’s barely any cheaper than a Renault 5 E-Tech or Fiat Grande Panda, yet is far smaller, less safe and can’t go as far on a charge.
However, it is a very good, if expensive quadricycle. Let’s face it, much of what you’re paying for are the looks, and the pricier batteries give a range that wouldn’t look out of place in some short-range electric cars. Factor in a spacious boot and an unbeatable feel-good feeling, and I can totally get why you’d want one. I certainly do.
What we like
Look at it! The range and boot size make it more usable than you’d expect, and it’s surprisingly comfy if you avoid the nastiest of bumps and ruts. It’s also just fast enough to not be a mobile chicane during rush hour.
What we don’t like
The Microlino hasn’t been crash tested, but it just won’t offer as much protection as a ‘proper’ car, even one as basic as the Dacia Spring. It’s also pricier than some real cars, the Spring included, and the braking and handling are a bit worrisome in extreme manoeuvres. Tall people won’t fit, it’s left-hand drive only, and I wished it charged faster.
Parkers ratings
| Behind the wheel | 3.3 ⭐⭐⭐ | Performance | 2.5 ⭐⭐ |
| Comfort | 3.0 ⭐⭐⭐ | Practicality | 2.5 ⭐⭐ |
| Equipment | 3.0 ⭐⭐⭐ | Reliability | 4.0 ⭐⭐⭐⭐ |
| Green cred | 5.0 ⭐⭐⭐⭐⭐ | Running costs | 4.0 ⭐⭐⭐⭐ |
| Handling | 2.5 ⭐⭐ | Safety | 1.0 ⭐ |
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