Do not let the sleek style fool you. The 2026 Hyundai IONIQ 9 is one of the most practical, family-friendly vehicles I have ever tested. It offers adult-friendly space in every row and has one of the most useful cargo areas among three-row SUVs. The interior is well-built, well-equipped, and highly functional. The driving experience is quiet and comfortable. Oh, and best of all, it’s electric.
Photo: James Riswick
What’s more, it also features some of the most compelling electric vehicle (EV) specs available within its price range. The SEL I trim tested has an EPA-estimated range of 320 miles on a single charge, can recharge at a rapid rate of 350 kilowatts (kW), or choose a slower rate at a Tesla Supercharger. Its dual-motor, all-wheel-drive (AWD) system delivers 303 horsepower and an impressive 446 pound-feet of torque. A truly fast family hauler.
The 2026 Hyundai IONIQ 9 is available in S, SE, SEL, Limited, Calligraphy, and Calligraphy Design trim levels. The first three trims seat seven thanks to a second-row bench seat; the last three trims with captain’s chairs seat six. All trims share the same battery, but the driven wheels and motor output vary by trim level (more details about each are provided below). Base prices range from $60,555 to $76,490, including the destination charge.
For this 2026 IONIQ 9 review, Hyundai provided a test vehicle equipped with the mid-grade SEL trim. Its only cost options were the Ultimate Red paint, carpeted floor mats, and the vehicle-to-load (V2L) adapter that allows you to power electronic devices from the charge port.
The test vehicle’s manufacturer's suggested retail price (MSRP) was $68,900, including the $1,600 destination charge to ship the SUV from the Ellabell assembly plant in Georgia to your local dealership. The price does not reflect any current rebates, incentives, or price adjustments since Hyundai manufactured the test vehicle.
Photo: James Riswick
See the small painted sections inside the IONIQ 9’s black fender surrounds? Those are not present in the S and SE trim levels, making it the easiest way to identify the higher trims. The wheels are also another notable difference, both in design and size (the SEL is the only one with 20-inch wheels).
The most noticeable interior differences between trims are the full-width dashboard and the upholstery. The S and SE have stain-resistant cloth, whereas, the SEL and higher trims feature simulated leather. This is a key reason to choose the SEL, and I can’t say I missed the features added by the upper trims: a panoramic sunroof, driver memory settings, ventilated second-row seats, power-folding third-row seats, a sliding center console, a Bose audio system, and a head-up display (available on the Calligraphy only).
Moreover, the SEL feels and looks genuinely luxurious except for that fake leather that looks a bit too obvious. Nearly every surface you might touch in the front is soft and/or nicely textured. Build quality is solid. The luxury gap between the IONIQ 9 and a high-end EV like the Cadillac VISTIQ is not as wide as the price difference suggests.
Photo: James Riswick
The SEL’s second-row bench seat and seven-passenger capacity are additional reasons to avoid the upper trims. While captain’s chairs can make it easier to get into the third row, especially when a car seat is placed in the middle row, you can slide and flip forward the 40 portion of the 60/40 split bench with a LATCH-equipped car seat still attached (not feasible with a seat secured by a seatbelt). The resulting gap to the third row is notably wide, as well. The 60 portion doesn’t have the same functionality, but it still slides farther forward than most second-row seats.
Speaking of sliding, the front center console, which is not available with the sliding feature in the Limited and Calligraphy trims, still offers excellent versatility. The standard wireless smartphone charging pad is grippy, designed to disperse heat, and well located. The cupholders can hold a 40-ounce jumbo cup with extra space to spare (the door bottle holders and rear cupholders all easily fit a 16-ounce, 9.5-inch-tall metal water bottle). The large under-armrest bin is uniquely accessed by a double-articulated lid that opens from both the front and rear, as well as by an opening low at the back of the console.
Photo: James Riswick
There are two extra storage bins with grippy surfaces low on the dashboard (I used one for sunglasses), plus an open floor area between the dashboard and console where you could drop a purse. Overall, it is hard to beat this cabin storage.
Ditto passenger space, at least among three-row crossovers. At 6-foot-3, I was able to position each row so I could have fit comfortably back-to-back-to-back. That is rare. In fact, I found the third row more comfortable than some minivans. The generous headroom (kudos to the long, wagon-like roof) and large windows help it avoid the usual claustrophobic feeling.
Cargo capacity is also excellent. Only a few three-row crossovers, such as the Chevrolet Traverse, Honda Pilot, Kia Telluride, Lexus TX, and Toyota Grand Highlander, have been able to fit more of my luggage behind their third rows. The boxy cargo shape makes loading easier, whether the seats are up or down. There is also a frunk, but cases for the charge cord and adapters, tire repair kit, and V2L adapter occupy it.
Photo: James Riswick
Every 2026 IONIQ 9 comes with the same 12.3-inch touchscreen housed alongside the 12.3-inch digital instrument panel. Only the Calligraphy trim features a head-up display. The following infotainment features come standard:
The tech interface looks good and is relatively easy to reach, the menu structure makes sense, and physical menu shortcuts provide quick navigation. However, there are some quirks that Hyundai has added with this most recent system.
The split-screen feature no longer displays audio information in the smaller section—but strangely, it shows two identical navigation maps side by side. Useful! Song details are now shown only in a tiny readout in the lower right corner of the screen, including when you’re using the radio menu.
This is also the second Hyundai I tested with this system that would not let me listen to satellite radio or other audio sources while using Apple CarPlay for Google Maps. This must be a glitch, as other test cars with seemingly the same system have allowed me to.
Photo: James Riswick
Every Hyundai IONIQ 9 comes with a 110.3-kilowatt-hour (kWh) battery pack, but the motor output and drivetrain vary by trim level. The base S is the only trim with a single-motor, rear-wheel-drive powertrain delivering a modest 215 horsepower and 258 pound-feet of torque. I would not expect quick acceleration from that. On the other end of the performance spectrum, the Limited and Calligraphy trims have a dual motor AWD setup that produces 422 horsepower and 516 pound-feet of torque.
In the middle are the SE and SEL trims. They feature a dual motor AWD system that delivers 303 horsepower and 446 pound-feet of torque. Although the SEL weighs a hefty 5,902 pounds, it feels significantly quicker than nearly any gas-powered three-row crossover. Around town, acceleration is, as expected, whisper-quiet, smooth, and effortless thanks to all that immediate torque. The modest horsepower becomes noticeable when merging onto the highway, as its rapid initial pace levels off. However, highway passing is, without a doubt, effortless.
Ride comfort is excellent. The SEL’s 20-inch wheels help absorb sharp impacts, and I would hesitate to risk losing the plushness by choosing the Limited or Calligraphy with their 21-inch wheels. The suspension does rebound quite a bit over large bumps and undulations, but it is not always floaty.
However, despite the plush ride, the IONIQ 9 handles corners well, and the speed I achieved while flying through a tight mountain road was truly impressive. It felt smaller than it is behind the wheel. Is it sporty? Not really. Just more “shockingly capable.”
The steering response is also pleasingly sharp, with Normal and Sport modes that are well-balanced for their respective driving conditions. I also like the chunky, nicely shaped steering wheel. The IONIQ 9’s four levels of regenerative braking include a one-pedal drive mode that is very well-designed, although I wish the slightly less aggressive “level 3” could also be one pedal.
OK, now for the EV specifics. The SEL I tested has an EPA-estimated range of 320 miles with an efficiency rating of 38 kWh per 100 miles. I averaged 2.8 miles per kilowatt-hour on my 75-mile evaluation drive, which equals 35.7 kWh per 100 miles. My overall range probably would have been around 300 miles, which is still very good.
The IONIQ 9 S has an EPA-estimated range of 335 miles, while the Limited and Calligraphy don’t fall too much to 311. The SE has the same range as the SEL.
I only recharged using my Wallbox home charger and the adapter needed to connect its CCS-standard plug to the IONIQ 9’s Tesla-style NACS port. However, the ability to charge at more widespread and seemingly reliable Supercharger stations, as well as faster chargers offered by companies like Electrify America or ChargePoint, is a game-changer for non-Tesla EVs like the IONIQ 9. It makes road trips much more doable, and for many, simply possible.
Photo: James Riswick
The IONIQ 9 comes equipped with a comprehensive set of advanced driver assistance systems (ADAS), including:
The SEL and higher trims include blind-spot cameras (which display in the instrument panel when a turn signal is activated) and rear automatic braking.
Not only is this a vast collection of features, but they are generally well-implemented. One exception: I found the lane-keeping assistance system too intrusive, as it intervened with steering inputs when I was clearly not near a line.
The ACC system is Hyundai’s excellent Highway Driving Assist 2, which nearly handles all the driving on the highway as long as you keep a light touch on the steering wheel. It navigated sharp curves and barely visible lane markers well and performed safe lane changes after I activated the turn signal. The system was a bit slow to accelerate after slowing down for traffic ahead, but it was acceptable.
Photo: James Riswick
According to the JD Power 2025 Initial Quality Study (IQS), the Kia Telluride ranks highest in the Upper Midsize SUV segment. The Subaru Ascent ranks second, and the Hyundai Palisade and Nissan Pathfinder rank third (in a tie).
According to the JD Power 2025 Automotive Performance, Execution and Layout (APEAL) Study, the Dodge Durango and Hyundai Santa Fe rank highest (in a tie) in the Upper Midsize SUV segment. The Chevrolet Traverse is the next-highest-ranked model.
Other 2026 IONIQ 9 competitors include the GMC Acadia, Honda Pilot, Jeep Grand Cherokee, and Mazda CX-90.
The IONIQ 9’s price is clearly quite high for a non-luxury three-row SUV. A similarly equipped Hyundai Palisade SEL Convenience AWD would start at nearly $20,000 less than my IONIQ 9 SEL test vehicle. While the EV is the better vehicle and could potentially save you thousands of dollars on fuel costs over time, good luck trying to calculate what those benefits might be worth compared to the price premium.
All I can say is that the Hyundai IONIQ 9 is one of the most capable and well-rounded family vehicles I’ve ever tested. I also believe it is among the best EVs on the market, ideally suited to the common tastes of American families.
James Riswick has been testing and reviewing cars since 2007, serving as an editor at Edmunds.com and Autoblog. In addition to JDPower.com, he has also contributed to Autoguide Magazine, Autotrader, Capital One Auto Navigator, Car and Driver, and Hagerty. He resides in Southern California and owns a 1998 BMW Z3, a 2013 Mercedes-Benz E350 Wagon, and a 2025 Cadillac Optiq.
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