This family SUV doesn't compromise for being an EV. It's fast. It's smooth. It's roomy

Hamilton Spectator

2 days ago

Slithering its way through British Columbia's jaw-dropping Insular Mountains, postcard lakes and waterfalls, the Pacific Rim Highway is a lovely playground for any driving enthusiast looking for good time behind the wheel of a sports car or a motorcycle. But not a 6,000-pound SUV, unless you're a family of five casually heading to the beach as part of your summer vacation. The car I'm driving and this road would not appear to be a match.
Yet, here I am, enjoying a relaxed conversation as I flog this enormous machine through the Rim's sweeping corners. At blistering speeds. With ease.
This highway is a curvy stretch of tarmac that links the island's west and east coasts. Unless you opt for the seaplane ride, the road is the only way to get to the island's westernmost beach towns, Tofino and Ucluelet, where Hyundai is staging the Canadian launch of the all-new, all-electric IONIQ 9.
This car is a big deal. If its mechanical twin, the Kia EV9, opened the door to three-row, mainstream electric propulsion, the IONIQ 9 is the inflection point, when EVs suddenly present very little compromise over their gasoline-powered equals.
It also stands alone; nobody else currently sells a fully electric SUV that can seat six or seven, let alone tow up to 5,000 pounds. The only other option is to climb the ladder towards more expensive premium brands, with models such as the Cadillac Vistiq.
The IONIQ 9 is a large SUV. It's slightly longer than Kia's EV9, but it borrows proportions from a minivan in how low-slung and close to the ground it sits. From some angles, it sort of reminds me of an early 1990s Pontiac Trans Sport.
The front fascia is essentially a large, horizontal LED bar integrating Hyundai's pixel theme. The rear is considerably more striking, thanks to a sloping roof line that appears to have been taken straight off a Range Rover. The IONIQ 9's body curves inwards towards the back, a bit like a speedboat. Combined with the flared wheel arches, this aerodynamically efficient design gives the Hyundai a striking presence on the road.
In Canada, Hyundai sells the IONIQ 9 in a wide range of different configurations, trim levels and price points, with an electric range of 500 km or more depending on the version you choose. There are five trim levels available, ranging from $59,999 for a rear-wheel-drive Essential base model, to $81,499 for a fully-loaded, all-wheel-drive Calligraphy, the model I am driving.
Hyundai says it'll fast-charge its battery from 10 per cent to 80 per cent in under 24 minutes on a 350 kW charger, or even connect to a Tesla Supercharger, without requiring an adapter thanks to its integrated North American Charging Standard (NACS) charge port.
Hyundai says the dual-motor, all-wheel-drive IONIQ 9 Calligraphy cranks out a combined output of 422 horsepower and 515 pounds-feet of torque (motive force), but, from behind the wheel, it doesn't feel as fast as these numbers suggest. Rather, the IONIQ 9 uses its power for a consistently smooth operation, providing the sort of extra grunt required for overtaking, and never feels like a neck-snapping rocket ship in the process.
What impressed me most is how smooth and compliant its suspension damping is. EVs, due to their excess weight and large wheels, tend to always be on the stiff side. You simply can't beat physics. A stiff suspension damper is usually a great way to mitigate the moving mass.
Hyundai's engineers seem to have cracked the code of carrying a lot of weight elegantly. Over road undulations and sudden dips in the road, the IONIQ 9 exhibited well-mannered and button-down handling, as well as a constantly soft and smooth feel, without sacrificing the vehicle's reflexes in the corners.
This is some of the most impressive suspension damping I've encountered.
Hyundai's big beast oozes quality. In Calligraphy trim, the automaker has spiced up the cabin with fancier materials, such as a fake marble look on the passenger side of the dashboard. It's all very clean, minimalistic and functional, with impeccable fit and finish and a myriad of storage solutions, either around and inside the centre console, or in the deep door pockets.
It's very spacious in there, and not just for the first two rows, but also in the third. Even for a taller passenger such as yours truly, accessing those rear seats was easy, thanks to a second row that moved quickly out of the way, making for a wide opening to climb aboard. Once back there, there's enough leg and headroom for a tall passenger to find comfort.
The IONIQ 9 isn't cheap. I recommend sticking to the more affordable and value-packed Preferred AWD ($64,999) and Preferred AWD+ ($64,999) models. You also won't be able to fast-charge it to its potential on earlier versions of Tesla Superchargers, and the IONIQ 9 doesn't come with a level 1 charge cord to charge on a standard home wall outlet. You'll need to buy that at the dealer if you want it, a first for Hyundai EVs.
But apart from these minor gripes, it seems as though South Korea Inc. has just batted another EV out of the park.
Type:
Five-door, mid-size electric SUV; dual-motor all-wheel drive
Motors:
Dual permanent-magnet synchronous AC motors, producing 422 horsepower and 515 pounds-feet of torque or motive force
Battery:
Liquid-cooled Lithium-ion 110.3 kWh
Range:
500 kilometres (model tested)
Energy:
2.6 litres equivalent/100 km in the city; 3.0 Le/100 km on the highway; 2.8 Le/100 km combined
Cargo:
620 litres, or 21.9 cubic feet; 2,461l, or 86.9 cu. ft. in total
Price:
$81,499 as tested