If you choose the entry-level Long Range RWD model, the Ioniq 9 produces 215bhp and gets a range of 619km (385 miles). The Long Range AWD model adds 94bhp, while the range-topping Performance AWD gets dual motors with 249bhp and 516lb ft of torque. It will hit 0-100kph in 5.2sec and has a range of 506km (315 miles).
The Ioniq 9's pricing places it strategically. It's distinctly superior to more affordable options like the Peugeot e-5008 and, in its lower specifications, rivals the ID Buzz. However, it also approaches the luxury segment.
A top-tier Performance Calligraphy model is priced near a BMW iX xDrive 45 equipped with air suspension and four-wheel steering. We would recommend the BMW for those prioritising luxury over the necessity of a third row. For buyers who require three rows of seating, the Ioniq 9 delivers much of the appeal found in the pricier Volvo EX90 and Mercedes-Benz EQS SUV, but at a significantly lower cost.
This makes the Ioniq 9, especially the lower-spec Premium trim, an exceptionally well-rounded and appealing choice.
The Hyundai Ioniq 9 is a powerful entrant in the small field of seven-seat electric SUVs and would be a strong contender even if the market were more saturated. It holds a sense of grandeur and prestige, and while it’s not the most agile vehicle to drive, it excels in the areas that matter most to large SUV buyers.
Its exterior is subtly elegant, effectively masking its considerable size. Inside, the cabin feels bright, spacious, and genuinely comfortable, with a premium finish. The performance capabilities are more than sufficient for this class of car.
We drove the Performance on a perfect summer's day and got only 2.7mpkWh (37.0kWh/100km). If we assume a usable battery capacity of 105kWh, that gives 457km (284 miles) of range, which isn't really good enough.
The slower and shorter-range ID Buzz GTX won’t do any better, but the Mercedes-Benz EQS SUV and BMW iX will both crack 3.0mpkWh (33.3kWh/100km) and 482km (300 miles) in similar circumstances. When we later tried the single-motor version on a mild winter's day, we saw 3.0mpkWh (33.3kWh/100km).
The Ioniq 9's 230kW rapid charging is very good, but no longer up there with the best: the latest 800V EVs get closer to 300kW.
While the Ioniq 9 has a good drag coefficient, it's also enormous, so that would always hinder its aerodynamics. The official WLTP efficiency figures for the different versions are surprisingly close together: 3.1mpkWh (19.8kWh/100km) for the single-motor car and 3.0mpkWh (20.8kWh/100km) for the AWD Performance, so the official range from that 110.3kWh battery spans from 597 to 619 km (373 to 385 miles). In practice, however, we've found them to be further apart.
Although Hyundai's ADAS has proven "irksome" on other models, it appears to be better integrated in the Ioniq 9. While the adaptive cruise control still lacks the responsiveness of competitors, it functions smoothly enough, particularly in stop-start traffic.
Notably, the lane-keeping assistance and overspeed warning can be deactivated by simply holding down the corresponding steering wheel buttons, and we encountered no issues with nagging from the driver monitoring system.
Ride quality isn’t best-in-class, either. Bumpy roads cause some head toss while harsher cracks in the road tend to send tremors through the car. The suspension's softness and the chunky tyre sidewalls (even with 21-inch wheels) prevent the ride from becoming jarring.
However, it lacks the level of isolation some might desire. Opting for the single-motor Premium model with 19-inch wheels offers a noticeably smoother ride. While acoustic refinement on the motorway is adequate, it's otherwise ordinary.
The absence of air suspension and four-wheel steering is evident in the Ioniq 9. Its large 12.5m turning circle and 2.9 turns lock to lock mean tight car park manoeuvres demand considerable care. Surprisingly, the single-motor version, which lacks a motor or driveshafts upfront, does not benefit from a smaller turning circle.
Despite blistering performance on top-level cars, the Ioniq 9 is a haulier of people and stuff, not a sports car. We would be perfectly happy with the entry-level single-motor 215bhp version, which takes 9.4sec to hit 0-100kph (0-62mph). It's not fast, but not annoyingly slow.
The nice thing about EVs is that with no engine noise, it doesn't matter whether you're feathering or booting the accelerator; the experience is the same – and rather more relaxed than in a hybrid Hyundai Santa Fe. The single-motor car is also a lot more efficient than the dual-motor one, giving it a longer range.
Hyundai successfully aimed to provide a "luxurious and refined" driving experience. The Performance powertrain delivers rapid, yet smooth and linear, acceleration—surprising for a car weighing 2.6 tonnes. It maintains a reasonable balance, benefiting from the immediate torque characteristic of EVs for quick speed build-up, but without the excessive delivery seen in some competitors.
With seven electric cars on sale and more on the way, Hyundai’s model line-up is looking stronger and more versatile than ever.
The Ioniq 9 is the pinnacle of the brand’s electric offering. The largest car in the range, it’s available with up to seven seats, a competitive driving range and a suite of modern technology.
First previewed in 2021 as the Hyundai Seven Concept at the 2021 Los Angeles Auto Show, the Ioniq 9 went on sale at the end of 2025. It shares its underpinnings with the Kia EV9.
Given its size, ambition and image as a premium option, the EV9 fulfils the brief as the king of Hyundai’s Ioniq family. Does that make it the best electric SUV money can buy today, ahead of rivals from Volvo and Audi? Read our in-depth review to find out…
As for boot space, there’s a large 338-litre boot with all three rows of seats upright. Fold down the third row for a huge 908-litre cargo bay. If you want van-like space, fold down the second row for a cavernous 2419 litres of space. There’s even an 88-litre storage space under the bonnet in single-motor vehicles, or 52 litres in dual-motor cars.
Space is ample in the first and second rows. In the rearmost third row, adults can squeeze in with some effort, but this space is best left to younger passengers. Another plus point is that the Ioniq 9 has a set of Isofix points in the third row - a feature many rivals can’t provide - so fixing a child seat is an easy process.
The dashboard will look familiar to anyone with experience driving a new Hyundai. There’s a large touchscreen and a digital driver display, combined with a selection of physical buttons and steering wheel controls. Some of our favourite features include the range calculator, which shows both best and worst scenarios, and the seamless integration of Google Services.
Inside, the Ioniq 9 is hugely spacious and adjustable. It comes with all the features you’d expect of a premium electric SUV, including heated and ventilated seats and a marble-effect dashboard. A pair of swivelling captain’s chairs can be selected on the most expensive cars.
The platform has an 800V electrical architecture, so the battery can be charged at speeds of up to 233kW, and there’s a vehicle-to-load outlet in the boot for powering external devices.
Like the Kia EV9, the Ioniq 9 is based on the Hyundai Motor Group’s E-GMP platform. Three powertrain options are currently available, all fitted with the same 110.3kWh battery. The entry-level car has a single rear motor with 215bhp, while the AWD version adds 89bhp motor on the front axle for a total of 303bhp. At the top of the range, the Performance AWD gets 211bhp motors for a total of 422bhp.
Other intricate details include the hidden patterns behind the ‘grille’, the 21-inch wheels that look like they’re off a ’70s Alpina and the way the back looks like a time-travelling Mk2 Volvo V70. The Ioniq 9 manages to carve out a unique style in an era dominated by bland, electric forms. Although clearly an SUV, its side profile and rear incorporate distinct elements of both an MPV and an estate car.
The Ioniq 9 boasts an eye-catching, modern style which plays on Hyundai’s ‘chess piece’ design ethos. It features pixel-light graphics, square, retro-inspired headlights, and tall, pillar-like features at the rear. It certainly looks better in person than it does in the pictures.
