The 2026 Hyundai Ioniq 9 Is The Best Electric People-Mover Yet

A three-row crossover SUV isn’t something you dream of driving. Most of them offer the dynamic excellence of a minivan, just with less practicality. You often end up in one because you have to—maybe you’ve got kids and tons of gear to haul around on the regular, or you have to be prepared for certain extreme use cases, like that one time a year when all the in-laws all come to visit at once. 

For anyone facing the three-row doldrums, I’d say: Friend, have you heard the good news about battery power?

Photo by: Patrick George

It turns out that adding instant electric torque can spice up any large family-hauler. So can features like outboard power for camping or other adventures, and a Tesla plug to ease any road-trip charging anxiety.

The new American-made Hyundai Ioniq 9 may be exactly what you’re looking for. Even from a company whose electric vehicles are its best products ever, full stop, the Ioniq 9 may be its finest work yet. In fact, it’s one of the best examples of the three-row SUV genre in America, and one of the better ways to spend time in an automobile in 2025.

If there’s any downside, it’s that you’ll be paying more for that “H” badge than is to be expected. Then again, you’re getting a lot from this SUV, too.

Photo by: Patrick George

(Full Disclosure: Hyundai sent me an Ioniq 9 to test for a week with a fully charged battery.

2026 Hyundai Ioniq 9: Overview

The Ioniq 9 is a new model for the 2026 model year. On its face, it seems to take everything that was successful about Hyundai’s E-GMP platform, which underpins the massively successful Ioniq 5 and other EVs, and makes it bigger. But that’s only part of the story. 

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In reality, the Ioniq 9 feels like a kind of second-generation EV product from Hyundai, because it builds on the success of the cars that came before it and debuts with a raft of improvements that just arrived on the Ioniq 5 and the rest. It has the largest battery pack this family of cars has seen yet, at 110 kilowatt-hours. It has an updated software suite with—finally—wireless Apple CarPlay. And it comes straight from the factory with a Tesla-style North American Charging Standard (NACS) plug, though getting the charging speeds the Ioniq line is famous for will require a CCS adapter. 

More than that, the Ioniq 9 feels like a more mature, more dialed-in car than the first Ioniq 5 or my own Kia EV6 and the rest. The overall build quality feels better, and the entire car just seems to be a more cohesive EV product, as if made by a company that’s done with electric first drafts and really knows what it’s doing. 

It’s more than just a re-badged and restyled Kia EV9, too. It’s a bit bigger and roomier in every dimension, has a bigger battery with more range across all trims, and only comes in a seven-seat configuration. The two remain very comparable in price and specs, but I’d give the slight edge to the Hyundai. 

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And no matter which Ioniq 9 trim you choose, you won’t skimp on range, unlike some of the other lower-end Hyundai and Kia EV variants. The Ioniq 9 comes in single-motor rear-wheel-drive or dual-motor all-wheel-drive forms. The most basic one, the RWD S model, starts at $58,955 and gets 335 miles of range.  This Ecotronic Gray Matte (what a name!) tester you see here is an AWD Performance Limited model, third from the top of the trim line, rated at 311 miles of range and priced at $74,300 with all its options.

A lot for a Hyundai? Sure, but when you consider that this Georgia-built EV also qualifies for the full $7,500 EV tax credit (for however long that lasts) and the equipment and specs you’re getting, it can be a solid deal.

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2026 Hyundai Ioniq 9: Driving Experience

I don’t care for driving most three-row crossovers. And as a person whose immediate family includes one spouse and one small dog, I don’t really need one. But the Ioniq 9 was an SUV I looked forward to driving every single time, and even made excuses to drive.

In dual-motor Performance form, the Ioniq 9 puts down an impressive 422 horsepower. There’s no hiding its almost 6,000-pound curb weight, but the thing can still scoot. Hyundai estimates it’ll do zero to 60 mph in a little under five seconds, and in reality, it feels a bit quicker.

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But the Ioniq 9 isn’t about brutal speed. It’s about smoothness. Comfort. While the handling is far from sloppy, it’s most at home when it’s cruising in near-silence. And it’s still much more fun and much more athletic than any gas-powered three-row crossover I can think of. Driving an Ioniq 9 is a pleasant and calming experience, even when you need to smoke someone on the highway in Sport mode.

One big plus here is Hyundai’s updated i-Pedal system, which offers four levels of regenerative braking (or none at all) via the paddle shifters. It’s a nice degree of customization when most EVs just do “on” or “off.”

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And in “Auto” mode, the i-Pedal automatically adjusts the level of regenerative braking depending on what’s detected in front of you—an upcoming turn, another vehicle, and so on. This feature is polarizing at the InsideEVs offices, but I’ve found that if you learn to work with it and understand what it’s going to do in most situations, you won’t want to live without it. 

2026 Hyundai Ioniq 9: Exterior and Interior

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I give props to Hyundai’s designers for doing something kind of different with each member of the Ioniq line. The Ioniq 9 isn’t just a stretched-out Ioniq 5 (which I’m not even sure would look all that great); nor is it an obvious cousin to either generation of Ioniq 6 sedan. Instead, it’s a curvaceous streamliner with a distinct grille and rear light setup, shaped almost like a big wagon than just another anyodyne faux-rugged SUV, and it even packs a couple of fun colors to boot. 

Photo by: Patrick George

Photo by: Patrick George

Photo by: Patrick George

But the Ioniq 9 shines the most on the inside. This no cheap, bargain-basement Hyundai; it’s a high-tech, modern, near-luxury car that would be convincing enough if it wore a Genesis badge. The materials are all first-rate and a lot of attention was clearly paid to their designs, from the door handles down to the cupholders. Oh, and physical buttons and air vents—it has them. Thanks, Hyundai. 

My biggest complaint was how far away the dashboard felt. I had to lean over and reach further than I would’ve liked to operate the controls, which felt frustrating on longer drives. But Hyundai’s voice controls are first-rate, so try those when you can instead. 

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Of course, this is a three-row SUV, so what matters most is probably behind the driver. And it’s one of the roomiest and most comfortable places in its class. I’m 5’11” and had plenty of headroom and legroom in the second row. And the third row? The Ioniq 9 has the only one I’d want to sit in. It’s plenty spacious back there even for adults, especially if the second-row folks are willing to move up just a smidge.

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Thank the packaging excellence that EVs offer. With no engine or transmission tunnel to account for, they can be roomier than gas-powered SUVs. And most of those have a third row in name only, or exist only for small children and only in a pinch. Not the Ioniq 9. It’s a true long-distance people-hauler.

You also get up to 87 cubic feet of cargo space, including 22 cubic feet of cargo area behind the third row, which outclasses even Hyundai’s spacious gas-powered Palisade. Not bad at all.

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2026 Hyundai Ioniq 9: Technology

The Ioniq 9 launches with Hyundai’s updated software suite. Among the best upgrades here: a range meter with three figures, including “minimum” and “maximum” ratings. It feels designed to avoid low-range surprises. It’s also very proactive in offering charge time estimates. 

Beyond that, Hyundai’s software game continues to be just mid-tier in the EV race. It was never buggy, like some options we test. But the infotainment system isn’t as flexible or as customizable as some of the Android Automotive OS-based systems we’ve tested. And the decisions made by Hyundai’s navigation system are as frustrating as ever—you’ll be missing Google Maps in no time, or using your phone for directions instead. 

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Hyundai’s Highway Drive Assist 2 (HDA2) automated driving assistance system is decent, offering automated lane changes and speed-limit monitoring. But it is not a true hands-free, eyes-on driving assistance system like General Motors’ Super Cruise or Ford’s Blue Cruise, both of which have it handily beaten for highway road trips.

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And Hyundai’s smartphone app won’t have Tesla’s tech team staying awake at night. As great as the Hyundai and Kia EVs are with design, performance and electric powertrains, their software and tech suites could stand to be a lot more competitive. 

Still, it’s great at the EV stuff. Route-planning, charing scheduling, battery health ratings and battery management are all among the best in the industry.

Range, Observed Efficiency and Charging

Still, you can’t argue with 300-plus miles of range on every Ioniq 9 trim level. At 100% charge in my driveway, I regularly saw ratings of 330 miles or more in temperate New York summer weather. In our testing, we recorded around 3.3 to 3.5 miles per kilowatt-hour, and sometimes higher. Pretty excellent for its weight, overall. 

You’ll need an adapter to use a non-Tesla plug like my home charger here, but it’s not a bad experience at all. 

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Like the rest of the 800-volt E-GMP family, the Ioniq 9 will see max charging speeds of around 235 kilowatts. When hooked up to a 350 kW fast-charger, it’s rated to charge from 10% to 80% in as little as 24 minutes—absolutely outstanding for a battery this size, and only a few minutes more than an Ioniq 5 with its smaller pack. (Hyundai says using a CCS adapter will not affect the car’s charging performance at all.)

I’ve had great experiences with fast-charging these cars before; it’s why I bought one for myself. I wanted to try it on a Tesla Supercharger, which it works with natively thanks to that NACS port. Due to differences in voltage between Hyundai’s 800-volt setup and the Tesla chargers’ 400-volt system, you won’t see the usual crazy-quick speeds.

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But the Ioniq 9 still went from 20% to about 75% in 25 minutes on a Tesla plug at a consistent 126 kW. And honestly, that’s not bad. It’s about what any Tesla will do on the same plug, and it passes my “Can you plug it in and get back on the road reasonably quickly?” test.

And with access to more than 20,000 Tesla Superchargers (just note that not all of them work with a non-Tesla EV, even with that NACS port), you won’t really find yourself worrying about range all that much on your next road trip. 

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Hyundai Ioniq 9 Verdict: Top Recommendation

I didn’t walk away with many criticisms of the Ioniq 9. It’s one of the best EVs you can buy in America today, and also one of the best EVs built in America. 

Yes, that $74,300 price tag (before any tax credits or discounts) is steep. And plenty of people may scoff at paying that much for a Hyundai—but they shouldn’t. Unlike some of these so-called “luxury” EVs that are coming to market with half-finished software and enough recalls to keep the folks at NHTSA busy until the next decade, the Ioniq 9 is a complete, well-executed and extremely competent electric SUV.

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My recommendation would be the mid-range dual-motor SEL model, with 320 miles of range and a starting price of $66,320. Grab the EV tax credit while it lasts, and that’s $58,820, about on par with most nicely-equipped gas-powered three-row crossovers. And this offers a better experience, especially when you add in Hyundai’s complimentary home charger. 

If you can buy a better three-row people-hauler, buy it. But I’m not sure you will.

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Source: Patrick George

Contact the author: patrick.george@insideevs.com