Driving the Hyundai IONIQ 3: an electric car that stands out for its design and wins you over on the road

The Hyundai IONIQ 3 is one of those cars that catches the eye with its original silhouette, which, like all the models in the IONIQ family, steps away from the beaten path. That is something to be grateful for in these times. I particularly value that Hyundai keeps betting on designs with personality, both outside and inside. But the IONIQ offers more than a different design: this is a compact electric car, yet spacious enough to be considered for family use, with an excellent chassis setup, especially in the N Line versions. It has some details that could be improved, such as rear visibility through the rear window, a concession to design. But it also has qualities that win you over as soon as you get behind the wheel and start driving it.

This is the Hyundai IONIQ 3: just over four metres and plenty of character

The IONIQ 3 is the smallest member of the IONIQ family and, in size, sits between the Inster and the Kona Electric. Designed in Europe and manufactured at Hyundai’s plant in İzmit, Turkey, it measures 4.15 metres long, 1.80 wide and around 1.51 high. The wheelbase reaches 2.68 metres, a significant figure for understanding its interior space. Hyundai describes it as an “Aero Hatch”, a five-door body that combines a low front with a roof that keeps height over the passengers before narrowing towards the rear. Its look sits between a large city car and a compact with certain crossover traits, though it also has something of a coupé about it.

The brand’s new Art of Steel design language translates into strongly defined surfaces, angular shapes and a rear end that concentrates much of its personality. We have also seen it on the recently announced new Tucson. The pixel lighting keeps the link with other IONIQ models, and the four central points represent the letter H in Morse code. The announced aerodynamic coefficient is 0.263.

Personally, I like it more in person than in photos. It is not an easy design and does not aim to please everyone, but I’ll repeat: it is commendable that Hyundai dares to do it. My advice is not to rule it out if you don’t like it when you see it in photos or video, however “odd” it may seem from some angles, such as the rear. In person it’s a different story. In any case, what will ultimately convince you is how it drives, and that is what we will discuss now. The N Line versions reinforce that impression with specific bumpers, wheels and details, a larger spoiler, a rear diffuser and an interior ambience inspired by sport.

A different interior, with a large screen and real buttons

If you may have doubts about the outside, the inside of the IONIQ 3 wins you over from the very first moment. It’s refreshing to find a cabin with a touch of freshness, now that so many cars seem to be resolved by placing one screen in front of the driver and another in the centre. The IONIQ 3 also has a large screen, but there is design around it: shapes, surfaces, recesses and a layout that give it identity.

The dashboard is organised on different levels and the gear selector is placed on the steering column, freeing up space on the console. From the Trend trim onwards, a 9.9-inch digital instrument cluster is fitted, positioned so you can check the information above the steering wheel rim. It’s worth adjusting the seat and steering wheel well to find the right position, but the whole arrangement is very well resolved and lets you check the relevant information without having to reach for reading glasses, as happens to me in many Chinese cars, and without barely taking your eyes off the road.

The central screen measures 12.9 inches on the Select and Trend, and 14.6 on the Prime and N Line. It debuts Pleos Connect, the new Hyundai multimedia system based on Android Automotive, with remote updates, apps and an interface designed to feel familiar to anyone who uses a mobile phone. It keeps wireless Apple CarPlay and Android Auto, while versions with built-in navigation add route planning for electric vehicles. In a first contact I like how it works, but it has many new features that we will explore in a more in-depth test. What I appreciate most is that Hyundai keeps physical controls for frequently used functions, including climate control, and conventional buttons on the steering wheel. The technology is there, but it doesn’t force you to hunt through a menu for every operation.

In terms of materials, there are hard plastics, as is to be expected in this category, combined with upholstery and surfaces that make the ambience pleasant. Its success lies in how it organises and presents the cabin, and in being comfortable and practical. The main trade-off of its design becomes apparent when looking backwards. The shape of the tailgate, the split rear window and the thick rear pillars limit visibility. The cameras help when manoeuvring, but they do not eliminate that limitation when driving.

Space and boot: here is a selling point

The IONIQ 3 makes very good use of its dimensions. In the back, legroom stands out, and the flat floor makes it easy to get comfortable. Two adults can travel comfortably; for three, you need to consider the width available and the headroom, especially in the middle seat. The body’s silhouette suggests checking headroom if tall passengers will be travelling, although it has more centimetres than you might expect when you see the car from outside.

The boot is one of the great surprises. It claims 441 litres, of which 322 litres correspond to the main compartment and another 119 to the huge space under the floor, called Megabox. That lower compartment allows you to store considerably more than charging cables and provides very useful flexibility for distributing luggage. I think it is one of the best-used details of the car, although the 441 litres do not form a single continuous volume. With the rear seats folded down, total capacity reaches 1,213 litres.

Two batteries, and a curiosity: the smaller one has more power

The mechanical range is simple. All IONIQ 3 models have a front electric motor, front-wheel drive and offer 250 Nm of torque. The choice lies in the battery: 42.2 or 61 kWh.

The small battery is LFP type and supplied by CATL; the larger-capacity one uses lithium-ion technology and comes from Samsung. The curious thing is that the longer-range version has 12 CV less. The difference is small and reflects a configuration focused on efficiency and reach. The Standard Range is quicker off the line. It’s worth looking at the overall weight and power picture to understand that advantage, although the specification sheet declares a very small minimum kerb weight difference between equivalent versions. When driving, in any case, the response available in normal situations matters more than those eight tenths in the 0–100 sprint.

When talking about range, you also need to look at the trim level. The 497 km corresponds to the Long Range Select; the N Line EVO is around 430 km. The wheels and the configuration of each version are reflected in consumption: the specification sheet quotes from 13.7 kWh/100 km on the Long Range Select up to 16 kWh/100 km on the N Line EVO.

On the road: a chassis that deserves more of the spotlight

The first contact leaves a very good impression. The IONIQ 3 is easy to drive, lets you modulate the power delivery smoothly and moves through traffic with ease. The instant response of the electric motor helps on take-offs and changes of pace, without needing outlandish power figures. But what I liked most is the chassis setup. Hyundai has achieved a very well-judged balance between comfort, body control and agility. It is a car that invites you to drive because it responds naturally and inspires confidence.

The suspension uses a McPherson layout at the front and a semi-rigid axle at the rear. On paper it is a common solution in its class; on the road it shows that the tuning work matters as much as the chosen architecture. The car feels well planted on its supports and lets you link bends with enjoyment. The steering is quick, although it could convey more information, and the whole package keeps up when you increase the pace. Another detail I value greatly is the paddles for managing regeneration, standard across the range. In an electric car I like being able to choose how much it slows you down when you lift off. They let you adapt driving to traffic or a winding road and take a little more control, rather than always accepting the same level of deceleration.

You can opt for low retention to let the car roll, or increase it when you want to recover energy and reduce speed. It also has i-Pedal and intelligent regeneration. Having these options makes driving more engaging and lets you adjust how it works to your preferences. As always, this first test serves to assess behaviour, but not to establish a representative real-world range across all kinds of journeys. That requires more kilometres, especially on motorways, and checking recharging under normal conditions.

The IONIQ 3 uses a 400-volt electrical architecture. On DC it accepts up to 119 kW with the small battery and 110 kW with the large one. Hyundai quotes 29 and 30 minutes, respectively, to go from 10 to 80 % under optimal conditions. On AC, the standard charger reaches 11 kW on a three-phase installation and 7.2 kW on single-phase. The Prime and N Line EVO can be fitted with the V2X package, for €1,500, which adds 22 kW AC charging and device power supply via V2L, both inside and outside the car. It’s an interesting option for anyone who can make use of 22 kW public charging points. For charging at home, it will depend on the installation available. From the Trend trim onwards, a heat pump and battery heating system are included, two elements to consider when choosing a version.

Equipment and prices of the Hyundai IONIQ 3

The Spanish range is organised into five trims: Select, Trend, Prime, N Line and N Line EVO.

• The Select already includes 16-inch wheels, LED headlights, dual-zone climate control, keyless entry, wireless connectivity, rear camera, parking sensors and adaptive cruise control. It is a base that is complete enough not to feel that essential items are missing.
• The Trend adds 17-inch wheels, heat pump, battery heating, a 9.9-inch digital instrument cluster, wireless phone charging, heated front seats and steering wheel, rain sensor and electrically folding mirrors.
• The Prime, only with the 61 kWh battery, features 18-inch wheels, matrix LED headlights, a 14.6-inch screen with navigation, more advanced driver assistance systems and 360-degree cameras. It also offers a panoramic roof, Bose audio, and electric front seats that are ventilated and have a relaxation function.
• The N Line combines the large battery with its specific design, 18-inch wheels, sport seats and a 14.6-inch screen with navigation. The N Line EVO adds 19-inch wheels, matrix LED headlights, a panoramic roof, two-tone bodywork and more comprehensive comfort equipment.

These are the list prices announced at the presentation, before applying campaigns and aid:

Hyundai also communicates a range starting from €21,535 and a financing offer from €145 per month. These are promotional figures: to compare the purchase cost you need to know the applicable conditions, the aid included and, for financing, the deposit, the final instalment and the total amount payable over the term. On paper, it is a competitive price. As for versions, I think the Trend with the small battery may be ideal as an all-round car, and I recommend doing the sums before moving up to the larger battery, which is a jump of almost €4,000 for the same equipment. The N Line with the battery is a real “treat”, although the starting price without discounts is high.

The IONIQ 3 comes with the Hyundai Enchufados Plan, with advance payment of the Plan Auto+ aid through financing, charging advantages with Zunder and solutions for installing a domestic charging point. These benefits are subject to the conditions of each programme. The plan also includes Bluelink connectivity, a return commitment, ECO insurance and five years of roadside assistance. The vehicle warranty is five years with no mileage limit, while the high-voltage battery is covered for eight years or 160,000 km.

It is a proposal worth weighing up alongside the price of the car, especially for those buying their first electric car who also need to work out where and how to charge it.

Rivals and verdict: the design attracts, the behaviour convinces

After this first contact, three things stand out for me: the personality of the design, how well resolved the interior is, and the chassis setup. The boot adds a very weighty practical argument. Choosing an N Line means giving up part of the maximum range and raises the price considerably, but the result has impressed me greatly. For everyday use with home charging, the Standard Range may be sufficient. If you want more margin for travelling, the 61 kWh battery expands its possibilities, although it entails a considerable extra outlay.

Among its main rivals are the Renault 5 E-Tech, the Peugeot e-208, the Volkswagen ID. Polo and the CUPRA Raval. Of all of them, I think the most direct competitor, or at least the one that would reach the final if I had to choose an alternative to the IONIQ 3, would be the Cupra Raval, which wields precisely the same weapons as the Hyundai: design, practicality thanks to a large boot, range and outstanding dynamic behaviour.

Hyundai IONIQ 3 – Image gallery