Hyundai Ioniq 9 review

Korean firm's new seven-seat electric flagship majors on practicality and long-distance refinement

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Between being unveiled in concept form in 2021 and reaching production, Hyundai’s newest SUV grew. Not literally but figuratively: the Seven became the Hyundai Ioniq 9, an adjustment intended to crown the large six- or seven-seater as the flagship of the Korean firm’s electric range (and possibly to ensure parity with sister brand Kia’s related EV9…).

Given how many car makers have stumbled on nomenclature when trying to add EVs into their already bulging line-ups (yes, Audi, we’re looking at you), credit to Hyundai for the pre-emptive minor course adjustment. And in its size, ambition and lashings of premium splendour, this car feels every inch the king of Hyundai’s ‘chess piece’ Ioniq family.

The Ioniq 9 will arrive in the UK later this year, but we've had our first taste of a production model with an extended test in Korea. So given how big it is in terms of size, ambition and battery capacity, can Hyundai's newest EV tempt buyers away from premium brands such as Audi, Range Rover and Volvo?

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DESIGN & STYLING

Ioniq 9 Seoul 018

Hyundai's 'chess piece' design concept for its electric Ioniq sub-brand refers to its determination to give each model a distinct character. Sure enough, park the 9 next to the Ioniq 5 and Ioniq 6 and only the badge and details such as the pixel light graphics would give away how closely related they are.

Perhaps most gratifyingly, in this age of amorphous electric blobs, the Ioniq 9 has a style of its own. It’s definitely an SUV, but there are distinct notes of MPV and estate in its side profile and rear design. It’s a classic case of form follows function, with Hyundai’s design team aiming both to maximise interior space and make a 2.6-tonne, 5m-long SUV as aerodynamic as it can possibly be. As a neat by-product, it also appears smaller than it actually is.

Look closely and you will spot a sculpted underbody, active air shutters, a wake-reducing rear end, aerodynamically honed alloy wheels and a Formula 1-esque Coke-bottle design.All this means the Ioniq 9 has a drag coefficient of 0.26 (0.27 if you opt for actual door mirrors rather than digital items, as most buyers are likely to), which is impressive for its size. For comparison, it’s substantially more aerodynamic than both the smaller Ioniq 5 (0.29) and equivalent EV9 (0.28).

The Ioniq 9 is based on the Hyundai Motor Group’s E-GMP platform, and while there will be three powertrain options at launch, all will be fitted with the same 110.3kWh battery (whose total and usable capacities are slightly bigger than the EV9’s).

Because the platform has an 800V electrical architecture, the battery can be charged at speeds of up to 350kW, and there’s a vehicle-to-load outlet in the boot. 

INTERIOR

When the Ioniq 9 reaches the UK seven seats will be standard, but in top-spec Calligraphy trim you can opt to turn the machine into a six-seater by swapping the second-row bench for a pair of plush seats that can swivel 180deg when stationary to turn the rear into a proper mobile lounge.

Yes, promising an EV with a ‘mobile lounge’ interior has become a bit of a car design cliché, but the Ioniq 9 really does get close to it. Thanks to that elongated roofline it’s properly vast in there, especially with the large panoramic roof letting in so much light.

My test car came in six-seat form. There was plentiful head and leg room in both the second and third rows, and gosh is it comfortable back there.

It also had large touchscreens for the second-row seats (unlikely to be offered in the UK sadly), and at a coffee stop I dutifully climbed in the back to film a video for social media – of me streaming the Autocar YouTube channel on the screen, naturally. Through a combination of supportive seats, jet lag and Matt Prior’s dulcet tones, it would have been oh so easy to nod off…

Our test car didn't have the swivelling seats, and while it's an option unlikely to be used much, you can see just how it could open up the interior. There's also a clever moving storage console, making it a very adjustable and usable space.

Even with the rearmost seats in place, there’s a large 620-litre boot; fold them down and there’s 1323 litres of cargo capacity.

It’s plenty spacious and comfortable up front, too. The driving position is commanding and high, and with the sculpted bonnet and flat rear end, visibility is good all round.

The dashboard will be familiar to anyone who has driven a new Hyundai recently, with the touchscreen and digital instrument display complemented by a decent array of physical buttons and steering wheel controls.

The infotainment system is the latest version of that offered on other Ioniqs, and it’s well thought through: particularly pleasing was the remaining range indicator, which showed average but also best- and worst-case scenarios.

There’s a large centre console between the front seats and plenty of storage space. The materials used for the interior trim all feel good quality and there’s a fancy Bose stereo system. Much like the EV9, you can see the Ioniq 9 turning some heads among potential buyers of more prestigiously badged SUVs.

ENGINES & PERFORMANCE

The entry-level Long Range RWD model uses a single 215bhp motor on the rear axle and offers a headline-grabbing official range of 385 miles (although that is on the smallest wheels that are unlikely to be offered in the UK).

The Long Range AWD adds a 94bhp motor on the front axle, while the range-topping Performance AWD tested here uses a pair of 215bhp motors, giving a maximum system outputs of 429bhp and 516lb ft, for a 0-62mph time of 5.2sec and a range of around 315 miles. That's quite rapid for a large SUV that can carry seven people.

Hyundai says the intent was to deliver a “luxurious and refined” drive, and it delivers well on that score. The Performance powertrain enables it to accelerate faster than you would expect of a 2.6-tonne car and the power delivery is calm and linear. It's reasonably well-balanced, with that instant hit of torque that allows EVs to get up to speed quickly, but without overdoing it like some rivals. 

But it's definitely no slouch, and the power delivery remains unflustered. There's always plenty of power to call on if you really need it.

The powertrain offers multiple levels of brake regen, which can be controlled by steering wheel paddles. It gives an extra dose of manual adjustability that we like, especially when you're trying to control your pace in traffic.

There are also various drive modes which alter the performance settings. There isn't a huge amount of difference between them, although the range did tick up notably if you switch to the economy mode, and you won't really lose much real-world performance doing so.

RIDE & HANDLING

The Ioniq 9 has a MacPherson-strut front and a multi-link rear, with the suspension tuned for the extra EV weight. There are also self-levelling dampers and a chassis control system featuring dynamic torque vectoring and wind stability control to help smooth the ride out.

The ride is notably calm and unflustered, although I was driving a Korean-spec car on relatively smooth Korean roads. Past experience suggests it will face a tougher test to maintain similar composure when it reaches the UK. But it certainly feels like it will offer amiable and relaxing if somewhat unremarkable transport.

The steering is light and direct but not tremendously engaging. When I found a faster flowing road, the Ioniq 9 didn’t lose all composure when being chucked into corners, but that’s clearly not what it’s designed for. Still, given its size it was impressively easy to thread down the narrow, hilly streets of urban Busan.

Particularly impressive was the isolation of the cabin, thanks to active noise-cancelling, sound-absorbing tyres and acoustic glass. Sadly, on occasion that peace was interrupted by some of the ADAS functions, in particular an especially over-sensitive forward collision alert.

This isn’t a particularly dynamic car to drive, but it’s not really intended to be: the king is far from the most dynamic piece on a chess board, after all.

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MPG & RUNNING COSTS

hyundaiioniq9

The Ioniq 9 has yet to be tested on the European cycle in UK trim, so we don't have official range or fuel economy figures year.

My test route featured extensive motorway and urban running, giving a pretty realistic feel of its real-world range. The Ioniq 9 averaged 3mpkWh in largely sub-zero conditions – a decent return, considering its size, suggesting a real-world range of close to 300 miles. When Autocar first drove the top-spec dual-motor EV9 in similar conditions in Scotland a year or so back, we struggled to beat 2mpkWh.

The Ioniq 9 is helped in this regard by both a new heat pump designed to recycle waste heat and an HVAC system that will automatically deactivate for the second and third rows if the car detects nobody is back there.

UK specifications and pricing have yet to be finalised, but expect entry-level models to start from about £60,000, rising to just over £70,000 for the Performance AWD. There are likely to be two trim levels, Ultimate and Calligraphy (Ultimate as the base spec? I know, but let’s just roll with it). Six-seats will only be an option on top-spec cars.

Because this is a premium-leaning car, even the entry-level models are likely to be well-equipped, and there will be a range of plush material options for the interior, many of which will use recycled or recyclable elements. 

VERDICT

There’s still a dearth of options in the market for seven-seat electric SUVs, but the Ioniq 9 feels like it would be a strong contender even against a far more crowded field. 

Returning to that chess piece analogy, it really does feel like a fitting king of Hyundai's bespoke electric Ioniq line-up: there's a real majesty and prestige to it, and while it isn't the most dynamic of machines to drive it scores really well in the aspects large SUV buyers will be looking for.

It's subtle yet stylish on the outside and hides its sheet bulk well, while the inside feels bright, spacious, premium and is genuinely comfortable. The performance is absolutely enough for this sort of machine, and it certainly rode decently on Korean roads (which are, to be fair, smoother than those in the UK). 

Most notably, in terms of seven-seat electric SUVs it’s set to undercut both the EV9 (by a bit) and the Volvo EX90 (by quite a lot) while offering a fresh take on a premium-leaning formula. Assuming that the efficiency, range and price are as expected when it reaches that UK, that could make it a compelling choice.

James Attwood

James Attwood, digital editor
Title: Acting magazine editor

James is Autocar’s associate editor, and has more than 20 years of experience of working in automotive and motorsport journalism. He has been in his current role since September 2024, and helps lead Autocar's features and new sections, while regularly interviewing some of the biggest names in the industry. Oh, and he once helped make Volkswagen currywurst. Really.

Before first joining Autocar in 2017, James spent more than a decade in motorsport journalist, working on Autosport, autosport.com, F1 Racing and Motorsport News, covering everything from club rallying to top-level international events. He also spent 18 months running Move Electric, Haymarket's e-mobility title, where he developed knowledge of the e-bike and e-scooter markets.