Battery size: 42.2–61kWh
Range: 213–308 miles
Charging speed: 110–119kW
Introduction – new Hyundai Ioniq 3
Meet the Hyundai Ioniq 3, which the Korean brand is calling an “aero hatch”. It's based on the concept car I saw last year, which clearly reminded you of the old Hyundai Veloster if the comments on the video were anything to go by!
This is the finished production Ioniq 3 that will sit in the Hyundai line-up below the Kona Electric and above the Inster.
It’s about 4.1 metres long, with a relatively long 2.65 metre wheelbase, so while it’s compact on the outside, you get plenty of space inside. Key rivals will include the Ford Puma Gen-E, Renault 4, Skoda Epiq, Kia EV2 and VW ID.Polo, but I reckon the Cupra Raval is the closest competitor as it's got a bit of that swoopy sportiness to it while still being practical and affordable.
And that 'aero' bit isn’t just marketing. Everything from the low nose to that clean, flowing roofline is designed to slip through the air more efficiently. And it works – drag coefficient is about 0.26, which is pretty slippery for something this shape.
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Range, battery and charging
Right, let me hit you with some numbers. There are two battery options. The Hyundai Ioniq 3 Standard Range gets a 42.2kWh LFP battery for a WLTP range of up to 214 miles, while the Ioniq 3 Long Range gets a 61kWh NMC battery for a claimed range of up to 308 miles. That’s very competitive, and is longer range than most of the competition.
In terms of charging, it’s a 400V system that will deliver a 10–80% top-up in under 30 minutes regardless of which battery you go for. You also get 11kW AC charging, which is useful for making the most of kerbside and destination chargers that you find in cities and around supermarkets and shopping centres.
Home chargers in the UK can generally only deliver up to 7kW as they’re limited by the wiring in our homes. That’s still enough to deliver a full charge into the Ioniq 3 in around six to eight hours depending on which battery you’re charging, though, so easy for an overnight top-up.
Vehicle-to-load (V2L) is also available on the Hyundai Ioniq 3, so you can use the car’s battery to charge your devices via a handy three-pin socket in the back seats. It's standard fit on the continent, but annoyingly it's part of a £1,250 EV pack in the UK along with a heat pump.
Practicality and boot space
You’ve got 441 litres of boot space in the Hyundai Ioniq 3, which is a bit more than you get in the Renault 4 and VW ID.Polo, but a bit less than you get in the Skoda Epiq. That space is split between a 322-litre boot and 119-litre ‘Megabox’ underneath, and given how dinky the Hyundai is overall, it's a really impressive amount of space that'll be so useful in everyday life.
Don't forget that this is a smaller car than the Ford Puma Gen-E, which springs to mind as one of few alternative that have a bigger boot.
Rear seat space is OK. Legroom is fine for an average-sized adult, but headroom can be a bit tight as that swooping roofline compromises it a little. Even so, I reckon the Ioniq 3 is going to be bought mostly by people who need the flexibility of a five-seat hatchback but don’t necessarily use those rear seats all the time.
And even for buyers with younger kids, the Ioniq 3 will be a great compact family EV – especially thanks to the boot space. When you’ve got little kids you find it's all about boot space more than rear seat space. If you've got tall teens or adults that need to go in the back, do check that the Hyundai will suit you before you buy it, as rear headroom isn't overly generous.
You do get a couple of Isofix fittings, as you’d expect, and I fit just fine as an average-sized adult, so don’t discount this as a small family EV, even if a Cupra Raval, Kia EV2 or VW ID.Polo do offer better rear headroom.
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Interior, styling and technology
The Hyundai design team talked to me about the fact that they aren’t building an iPhone on wheels, here. They want the Ioniq 3 to feel comfortable, and they’ve actually been inspired by 1970s Italian furniture design.
I’m not quite sure I see that, but it’s a smart interior with really nice, strong lines. I like the way the driver’s readout sits proud of the dash but is still viewed through the steering wheel, and there are nice little details and flashes of colour around the cabin to make it interesting.
There will either be a 12.9 or 14.6-inch touchscreen depending on which trim you go for, but both will feature Hyundai’s new ‘Pleos Connect’ infotainment system, which is an Android-based system.
Naturally, you get wireless Apple CarPlay and Android Auto, intelligent charger search function and route planning, voice control and over-the-air software updates. A native satnav doesn't become standard until the higher trims, strangely.
One of the big features of Pleos Connect is that it now has configurable shortcut buttons, which make it easier to configure your driver assistance systems, among other features. And you get physical buttons – hurrah! Proper buttons along the bottom of the screen let you change your cabin temperature with minimal fuss, and I’m a big fan of that. You do have to adjust the side mirrors via the screen, though.
Overall, after I'd had a short time to play with Pleos Connect, I was impressed. It's fairly intuitive, and I like that the journey planner allows you to choose how much charge you want to have when you get to your mid-journey charging stop, and also when you get to your destination, when it's planning your route. It's clever stuff.
Motors, performance and handling
The Hyundai Ioniq 3 is a front-wheel drive EV, and will be offered with either 147hp or 135hp electric motors, depending on which model you go for. That’s good for 0–62mph in 8.8 seconds in the Standard Range, or the heavier Long Range manages 9.5 seconds.
I went out to Germany to drive a prototype Hyundai Ioniq 3 (you can watch the video here), where I spent some time in the big battery N Line car. This is the sporty-looking one, with the wing and the bigger 19-inch wheels, but it’s still pretty modest in terms of performance. In fact, the N Line Evo is the slowest to 62mph, taking a tenth extra than the other Long Range models (9.6secs).
So, maybe it’s no surprise that it doesn’t feel quite as bombastic as the more powerful Cupra Raval, but I was really impressed with how nimble and fun the Ioniq 3 is. And I have to say that I really don’t want masses of power in a family EV. Stuff like the Volvo EX30 with its million horsepower and sub-4.0 second 0-61mph time… It’s too much! The Hyundai feels just right for a fun, engaging little family EV.
It weighs under 1.5 tonnes, so it’s pretty lightweight and it feels lovely and responsive when you swing into a corner. The little steering wheel is squared off, which is a bit annoying when you have to put on lots of lock to go round a roundabout or tight corner, but there’s lots of feedback and fairly light but predictable steering weight.
So it all just feels keen and fun, but also ideal for muddling through the school run or daily commute. There aren’t loads of drive modes, there isn’t the option of adaptive suspension... it’s simple, but it’s set up really well to be really satisfying and enjoyable.
I only got to drive on a handling course, which isn’t ideal for judging ride comfort, but the Ioniq 3’s suspension felt nicely controlled and comfy. I’ve got really high hopes for how this will drive when we get the final production car on the road later in 2026!
Of course, you also get the variable brake regen system that includes adaptive or fixed modes, and a one-pedal mode, all controlled on the steering wheel paddles. We’ve been loving this system in Hyundai and Kia models for years now, and it’s still the best regen system out there, I reckon.
Pricing and on sale date
The Ioniq 3 is already open for orders in the UK, priced from just over £22k for the entry level Advance trim with the 42kWh Standard Range battery. That's the only option if you want the smaller pack, but the 62kWh Long Range battery is available in Advance, Premium, Ultimate and N Line Evo trims that start from just under £26k and rise in £2k (ish) increments and top out at £32k.
The base car comes with 16in alloys as standard (that get bigger the further up the range you go), as well as wireless Apple and Android, dual-zone aircon, adaptive cruise, front and rear parking sensors, rear camera and a load of safety kit.
It's worth noting that it's only from Premium trim upwards that you get battery pre-conditioning as standard and you can spec the optional £1,250 EV pack that brings V2L and an efficiency boosting heat pump. And if heated seats are as important to you as they are to us, then you'll be looking at the Premium model before they're available.
It's not confirmed yet, but Hyundai is confident that the Ioniq 3 will be granted Band 2 status for the electric car grant, which means a tasty £1,500 off the list price.
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Verdict
I really like the Hyundai Ioniq 3. It’s just so different to everything else out there, and that’s no small achievement given how many rivals it’s now up against. Hyundai is so good at making its models individual and distinctive, yet unmistakably a Hyundai, and I really admire them for that.
Obviously, we’ll have to drive the production car and confirm pricing, specs and the crucial monthly finance figures before we can come to a final verdict. But come on... the Ioniq 3 is cool, isn’t it?
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