Space Station Number 9: 2026 Hyundai Ioniq 9 Driven

You don’t have to dive into the depths of astro-numerology to learn that the number nine carries plenty of implications. From mythology to mathematics and from spirituality to science-fiction space exploration, it seems everyone has designs on nine. While the new Hyundai Ioniq 9, Hyundai’s first three-row electric SUV, owes little of its development to the wiles of numerology or spirituality, its shape—particularly when rendered in Cyber Gray Metallic as was the one we drove—could pass for a transport device in a 1980s B-movie Star Wars rip-off flick with minimal cosmetic modifications. But this 9 is just a logical numeral for a mid-size SUV EV in the Korean automaker’s product hierarchy. Like its smaller Ioniq 5 sibling, the Ioniq 9 goes all in on retro-modern front and rear pixelated lighting elements that make for a Nintendo-worthy first impression—but the gently sloping roofline and relatively sleek profile pay mega dividends in the style department, adding plenty of character in a segment where the two-box design reigns supreme. Cliché incoming: It really is more striking in person than in photos. If there is a puzzling element to the exterior design, it’s the pronounced “eyebrow” located over the wheel arches. Mildly distracting when rendered in the same color, some lower trims have a black wheel-arch molding with the eyebrow rendered in body color; we found the two-tone effect a bit busy and distracting, but many commented on how unique they found it. The Space Continuum The Ioniq 9’s overall length is 199.2 inches. That’s 1.6 inches shorter overall than the Rivian R1S but 2.0 inches longer than its Kia EV9 cousin. The Ioniq 9’s wheelbase is 123.2 inches, stretching 2.1 inches longer the R1S and 1.2 inches longer than the EV9. Hyundai’s E-GMP (Electric Global Modular Platform) architecture pays double dividends by contributing to ample interior space. We’ll save you the number soup, but in seven-passenger configuration (available second-row captain’s chairs reduce the body count to six), the Ioniq 9’s 42.8 inches of second-row legroom and 32.0 inches in the third row are properly generous. The seats up front and in the second-row captain’s chairs are approved for linebackers; the third row is there if you need it but can’t match the third-row comfort and space of a minivan. Hyundai Tri-PowerHyundai offers a choice of three powertrains in the Ioniq 9: rear-wheel drive (Long-Range RWD) and two all-wheel-drive setups, Long-Range AWD and Performance AWD. The base Long-Range RWD model, the S, relies on a single, rear-mounted 215-hp motor, while Long-Range AWD versions add an 89-hp front motor for a total of 303 horses; Performance AWD 9s use a pair of 211-hp motors for a combined 422-hp output. Six trims are on tap: the aforementioned S, the dual-motor all-wheel-drive SE and SEL, and the Performance AWD trio—Performance Limited, Performance Calligraphy, and Performance Calligraphy Design. All share a 110-kWh lithium-ion battery, an 800-volt architecture, NACS charging ports, and the option of either a $400 charging credit or a Level 2 home charger. Installation costs for the home charger are on you. Hyundai claims a 24-minute charge from 10 to 80 percent on a 350-kW DC fast-charger (a CCS adapter is included) and 41 minutes on a NACS V3 unit; a battery preconditioning system and heating is standard across the board. Charging was of little concern to us, however, as the Performance Calligraphy model we drove arrived with a full battery, likely topped off at the many charging stations at the Hyundai Motor Group Metaplant America (HMGMA), located outside Savannah, Georgia, ground zero for our drive. This massive facility is where Hyundai currently assembles the Ioniq 5 and Ioniq 9 and has enough capacity to add models and produce up to 500,000 vehicles a year. More on the Ioniq 9The Ioniq 9 Performance Calligraphy model starts at $76,590. The only trim above that is the $79,090 Performance Calligraphy Design, which makes for an $18,535 spread between it and the $60,555 base S model. In addition to including the most potent of the two available dual-motor powertrains, that significant upcharge brings a head-up display, metal-finished pedals, and a microfiber headliner and A-pillars, as well as Calligraphy-exclusive perforated door panels, soft-touch materials, and leather-wrapped steering wheel. Other features such as a Bose sound system, heated outboard second-row seats, and a panoramic sunroof are in place too, carrying over from lower trims.Like its Kia counterpart, the Ioniq 9 has a stalk-mounted on/off button that’s slightly obscured by the steering wheel. It’s a minor inconvenience, and muscle memory makes short work of it after a few starts. As is generally the case with mass-market EVs, the powertrain is the least exciting part of the experience. Low-down torque makes short work of step-off, and then the Ioniq 9 gathers speed swiftly and silently until you reach your desired velocity. A classic strong and silent type, powertrain urgency seems to wane as you approach the century mark. We expect Performance AWD models to hit 60 mph in under five seconds, with Long-Range AWD versions hitting that mark in a little over six seconds and the Long-Range RWD S needing around eight seconds. Range for the Performance AWD trims is a claimed 311 miles; Long-Range AWD 9s check in at 320 miles, and the Long-Range RWD S brings the headline-grabbing 335 miles. We’re eager to see how it performs on our 75-mph highway range test (for comparison, the EV9, with a 100-kWh battery pack, did 240 miles, against a 270-mile EPA estimate).Silent Screen Time The Ioniq 9’s curved dash display is an exercise in restraint. Comprising two seamlessly joined 12.3-inch sections, one for the instrument cluster and one for infotainment, it sidesteps the current “iPad on a dashboard” school of design, presenting crisp graphics on a satin display finish, rather than high gloss. We were less impressed with the silver plastic lower panel housing the HVAC vents that runs door to door below it. It feels kind of cheap and combined with the plastic molten-metal finish on the panel directly in front of the passenger, the material quality doesn’t live up to the promise of the rest of the interior. Hyundai really zeroed in on the quiet bit, however, making acoustic laminated glass standard in the first- and second-row windows. Add in standard active noise cancellation and noise-deadening foam tire inserts, and you’ve got a veritable rolling anechoic chamber.
Adding to the serenity is the stiffening of the structure at key suspension mounting points. As a result, the Ioniq 9 feels less ponderous behind the wheel than our 2024 Kia EV9 long-termer. Critically, the Ioniq 9 displayed none of the highway-speed rear-suspension bobble that several staffers have noted in the EV9. Adaptive dampers are standard across the lineup, with wheel sizes ranging from 19 to 21 inches. Handling is adequate, which is to say it goes where you point it in an “I’m weening myself off Prozac” kind of way. It’ll never thrill you, it just is. Silent acceleration is the only excitement to be found here, as is the case with many EVs. We played with the drive settings, cruised effortlessly at 100 mph, cranked the Bose audio system (standard on the Performance Limited and Calligraphies). We also reclined to a nearly flat position in the available power second-row captain’s chairs and charged our devices quickly via one of the standard seven USB-C ports. Impressive, but hardly revolutionary. The Ioniq 9’s real charm is how it rounds off the literal and metaphoric edges that make owning an EV a hassle: decent range, fast charging, and modern interior amenities. Consider the Game Boy lighting elements and Space: 1999 styling a bonus. SpecificationsSpecifications
2026 Hyundai Ioniq 9
Vehicle Type: rear- or front- and rear-motor, rear- or all-wheel-drive, 6- or 7-passenger, 4-door wagon
PRICE

Base: S RWD, $60,555; SE AWD, $64,365; SEL AWD, $67,920; Performance Limited AWD, $72,850; Performance Calligraphy AWD, $76,590; Performance Calligraphy Design AWD, $79,090
POWERTRAIN (RWD)

Motor: permanent-magnet synchronous AC, 215 hp, 258 lb-ft
Battery Pack: liquid-cooled lithium-ion, 110 kWh
Onboard Charger: 11.0 kW
Peak DC Fast-Charge Rate: 350 kW
Transmission: direct-drive
POWERTRAIN (AWD)

Front Motor: permanent-magnet synchronous AC, 89 or 211 hp
Rear Motor: permanent-magnet synchronous AC, 211 or 215 hp
Combined Power: 303 or 422 hp
Combined Torque: 446 or 516 lb-ft
Battery Pack: liquid-cooled lithium-ion, 110 kWh
Onboard Charger: 11.0 kW
Peak DC Fast-Charge Rate: 350 kW
Transmissions, F/R: direct-drive
DIMENSIONS

Wheelbase: 123.2 in
Length: 199.2 in
Width: 78.0 in
Height: 70.5 in
Passenger Volume, F/M/R: 58–61/60–62/37 ft3
Cargo Volume, Behind F/M/R: 87/47/22 ft3
Curb Weight (C/D est): 5600–6100 lb
PERFORMANCE (C/D EST)

60 mph: 4.7–8.2 sec
100 mph: 13.0–17.0 sec
1/4-Mile: 13.2–16.5 sec
Top Speed: 120–130 mph
EPA FUEL ECONOMY

Combined/City/Highway: 85–92/91–103/78–81 MPGe
Range: 311–335 miAndrew Wendler brings decades of wrenching, writing, and editorial experience with numerous outlets to Car and Driver. His work has appeared in numerous publications, including Car and Driver, Esquire, Forbes, Hot Rod, Motor Trend, MPH, MSN, and Popular Mechanics, among others. A Rust Belt native and tireless supporter of the region, he grew up immersed in automotive, marine, and aviation culture. A lifetime of hands-on experience and a healthy dose of skepticism provide him the tools to deliver honest and informative news, reviews, and editorial perspective. Of note, he once won a $5 bet by walking the entire length of the elevated People Mover up track that encircles downtown Detroit.
Source: caranddriver.com