Hyundai IONIQ 3 (2026 - ) Electric review

Electric cars are becoming more affordable, but the Ioniq 3 takes this to new levels once the £3,750 Electric Car Grant is applied – it even undercuts the much smaller Inster. If you weren’t already sold on making the switch, consider how a mild hybrid Fiat 500 will set you back a similar amount to the Ioniq 3 and by comparison the Hyundai feels like it comes from an entirely different era. Plus, if you can charge at home, it could cost less than a pumpkin spiced latte to charge on a dedicated off-peak energy tariff. Sadly, public charging will be drastically more expensive, but the Ioniq 3 has been designed with efficiency in mind so hopefully you won’t need to top-up on the go very often. I test drove the long-range N-Line Evo model, which was showing around just under 4 miles/kWh and suggested a real-world range of around 244 miles, just shy of the official 265-mile figure for this trim level. When you do need to stop, charging from 10 to 80 per cent will take around half an hour.

The Ioniq 3 shares its underpinnings with other models from Hyundai and its sister brand Kia. Both brands have strong reputations for reliability and offer reassuringly long warranties which go beyond the average standard cover – Hyundai provides a five-year/unlimited mileage warranty, while Kia offers seven-year/100,000-miles of cover. Meanwhile the battery gets its own eight years/100,000 miles of cover for extra peace of mind.

All cars come with a generous array of safety features and refreshingly the Ioniq 3 doesn’t tell you off too much. Unlike many of the new cars I’ve driven recently, it would let me check my mirrors without scolding me for looking away from the road – rejoice! I didn’t feel motivated to deactivate the driving aids, but if you do find the systems overly nannying, a simple press and hold of a button on the steering wheel mutes unwanted bings and bongs. I like how all cars come with blind spot monitoring warnings in the mirrors, and with higher-grade models you get extra little warnings in the driver display and a camera view down the side of the car on the central screen. Plus, there are proper buttons for all the important things, so you’ll rarely need to delve into the touch-screen while on the move.

The Ioniq 3 is a small car, but it punches above its weight when it comes to comfort and space. It feels much more substantial than a Fiat Grande Panda or Citroën ë-C3 and it is much more composed out on the road – even over the crumbing surfaces I encountered on my test drive around Istanbul. While Turkish driving was at times chaotic, the inside of the Ioniq 3 was a calming place to be, particularly in my range-topping test car with laminated front and rear windows and an acoustic windscreen to block out the outside world. You’ll gain more creature comforts as you move up the grades with Ultimate and N-Line Evo models have heated front seats, electric lumbar support for the driver and the option of a Comfort Pack which adds reclining relaxation front seats with ventilation. In the back, legroom is fine, but headroom is not particularly generous especially in the middle seat which is raised compared to the outer two. It’s also a bit gloomy back there, even with the panoramic roof fitted to my car, and the dark headlining in sporty N-Line Evo version doesn't help matters. However, the boot is suitably roomy with a large ‘Megabox’ under the false floor providing extra room for charging cables and other odds and ends.

I’ll be honest, my heart sank when I first read the Ioniq 3 had a “smartphone-inspired user interface” as so many brands miss the mark when it comes to balancing Tesla-like minimalism with ease of use. However, thankfully, Hyundai has nailed the brief with its clean and uncluttered Android-based Pleos Connect system. The graphics prioritise function over frills, plus the row of physical toggles along the bottom of the screen paired with the tactile steering wheel controls means you aren’t constantly forced to take your eyes off the road. All models are well-equipped with features including keyless entry, wireless Android Auto and Apple CarPlay and dual-zone automatic climate control. I’d still recommend upgrading from the entry-level model, though, as higher grades get a digital driver display, so you don’t need to rely on the central screen to see how fast you are going. Moving up the trim levels you’ll gain other useful bits and bobs including a larger touch-screen, a wireless phone charger, battery pre-conditioning tech, and the option of a heat-pump to improve efficiency in cold weather. The sportier N-Line Evo model gets a meaner look with a bespoke black grille and rear diffuser, larger wheels and a bigger rear spoiler – just note this will reduce your maximum range.

The entry-level Ioniq 3 gets the choice of two batteries: a standard-range option with an official range of 213 miles or a long-range battery providing just over 300 miles on a full charge. Meanwhile, higher-grade cars all get the larger battery and range varies depending on the trim you choose. No configuration of Ioniq 3 will win you any bragging rights for performance, and even the sporty N-Line Evo grade doesn’t have the punch to back up its more aggressive looks. However, it is still nippy enough around town with enough left in reserve to allow you to confidently join motorways. I particularly like how easy it is to cycle through the three levels of regenerative braking using the flappy paddles behind the steering wheel and the physical button for switching driving modes is a welcome addition, too. If you are after hot-hatch thrills, the efficiency-focused Ioniq 3 is not for you, but it is easy, smooth and predictable to drive, so it should be a doddle to live with.