The Ioniq 9 is Hyundai’s third all-electric offering in the Philippines. It’s also their biggest and most expensive. At P 4,580,000, it has crept up into true luxury category and, therefore, makes it one challenging sale. Nonetheless, it serves as a test on whether a Korean luxury vehicle can be taken seriously outside its typical clientele of expats and diplomats. After a week’s worth of driving, it can be summed up in a way that its luxury cost is entirely justified. Apart from one nagging issue.
First up, let’s talk looks. Hyundai leans heavily on a retro-futuristic theme for the Ioniq 9 and the result is divisive, to say the least. Like pretty much all of Hyundai’s designs of late, those who hate it will see something that’s odd and quirky. Those who dig it, like I do, will see something fresh and different.
Whichever side you’re on, however, you can agree on two things: one, that it manages to hide its girth pretty well. Even if its dimensions closely mirror the Palisade, the Ioniq 9 looks compact—until you stand next to it. Two, the pixel lighting elements, though a tad overplayed here, is a cool touch nonetheless.
Given its very niche positioning, there’s only variant of the Ioniq 9 available locally, and thankfully, it’s the kitted-to-the-brim Calligraphy AWD Long Range variant. Plus, since every unit is by indent order, Hyundai’s making available 10 exterior colors and four interior colors almost guaranteeing that every Ioniq 9 that arrives locally would be unique.
Speaking of the interior, the Ioniq 9 lives up to its luxury positioning. It’s like stepping inside a five-star hotel suite, in both space and fitment. Material selection isn’t at par with Lexus or Audi, for example, but everything is well-finished and made with squishy plastics, supple leather, and well-damped controls aplenty. There are also some clever touches such as how the aluminum trim bordering the touchscreen is coated with anti-slip helping drivers (or front passengers) hit the appropriate icons on the 12.3-inch screen.
The dual curved screen interface should be familiar to Hyundai owners right now. As always, it continues to set the bar for its high-quality display, quick responses, and ease of use. It’s also customizable with different home screen widgets and several gauge cluster layouts. Everything is also saved via driver profiles. Even better, the Ioniq 9 resisted the urge to go all in on the touch interface. It keeps a bank of dedicated physical controls for infotainment functions (there’s even a programmable ‘star’ shortcut) and the tri-zone climate control system. Admittedly, the capacitive-style buttons take some good eye-hand coordination, but it beats having to navigate through layers of menus and sub-menus searching for a particular function.
For all of the impressive tech implementation, there’s one that sticks out as a needless gimmick on the Ioniq 9: the digital or camera-based sideview mirrors. Replacing the mirrors for cameras does help reduce drag (better range and NVH), but the trade off is that it’s much harder to judge distances, especially when executing delicate maneuvers. It’s much more evident when parking in tight confines. The 360-degree camera doesn’t just become an aid; it becomes a necessity when parking this behemoth into a slot.
On the flip side, the Ioniq 9’s footprint does equate to plenty of interior space. The Palisade is already huge, but this one is huge-r. In particular, the third row is generous enough to fit two six-foot adults with head- and legroom to spare. The second row’s even better where there are two heated and ventilated Captain’s Seats with full power adjustment down to the leg rests. There’s even a one-button Relaxation Mode which is supposed to simulate the feel of zero gravity to, of all things, alleviate fatigue.
Funny enough, the same Relaxation Mode is available for the front row seats, including the driver (there’s even a built-in massager), but for safety reasons, it only works when the cark’s put in Park. Still, there’s plenty to adjustment in the steering wheel and seats. The driver also sits suitably high up, equating to good all-around visibility.
There’s also plenty of space for non-passenger things too. With all seats in use, the Ioniq 9’s cargo space can still fit a few carry-on suitcases or the weekly grocery run (around 338 liters). There’s an underfloor storage for the tire repair kit and can even store the tonneau cover when not in use. It’s worth saying that deploying that tonneau cover drastically reduces the available cargo space to the point that you won’t be able to fit a 1.5-liter bottle of Coke Zero upright. From the back, the third and second row seats can be collapsed conveniently with thanks to power actuation, folding down to a continuously flat load bay (2,419 liters). There’s even more storage upfront thanks to a frunk that can stow the charging cables or even a duffel bag. Storage also impresses with plenty of cubby holes and a deep armrest bin. And because this was designed in the time of COVID, there’s even a lidded UV-C sterilization compartment at the bottom part of the dashboard.
The Ioniq 9’s horrible camera sideview mirrors notwithstanding, this SUV is surprisingly easy enough to drive. Threading it through city traffic becomes second nature with its excellent sight lines and visibility. This even applies when trying to navigate through Ayala Mall parking lots. Aside from parking, its sheer size means three-point turns are its other Achille’s Heel.
Also using the E-GMP platform it shares with the Ioniq 5 and 6 (as well as its most direct sibling rival, the Kia EV9), the Ioniq 9 makes short work of its 2.6-ton curb weight. With dual electric motors producing 308 horsepower and 605 Nm of torque, it’s never short of power. Although it offers selectable drive modes (four of them, including a customizable My Drive), they all feel equably calibrated as opposed to trying to make you shit your pants every chance it gets. Whatever the mode, there’s a welcome burst of acceleration to begin with, before the power delivery tapers off progressively at higher speeds. There’s an Active Sound Design that pumps out simulated powertrain noises through the speakers, but given this has triple door seals, acoustic glass, sound-absorbing tires, and active noise control all built in? Turn the darn thing off; silence here is golden.
The Ioniq 9 comes with a 110.3-kWh battery (106 kWh usable) which should produce a stonking range. And, at 514 kilometers (based on average consumption), it does. And while this is good for a week’s worth of driving around Metro Manila, its 4.85 km/kWh efficiency figure means it falls way short of its as-advertised 600-kilometer WLTP range.
Handling-wise, you don’t exactly expect a five-meter-long SUV to corner brilliantly, but this one does. It feels its weight, especially when dipping through badly patched roads. Yet, it soaks these imperfections well without compromising body control. The steering is also light, but precise for everyday driving. The brakes too feel normal, and that’s despite having to mix friction and regen braking. Honestly, it would have been perfect, but the constant interior squeaks and rattles (mostly from the unused seatbelts and seats) cause a constant less-than-luxurious raucous.
The primary measure of any car should be whether it’s fit for purpose. On that basis, the Hyundai Ioniq 9 is both accomplished and clever. Not only is Hyundai able to put on a show when it comes to their design and engineering prowess, but they’ve managed to back that up with genuine real-world usefulness. This all-electric SUV belongs in a rarefied segment, but it manages to stand out by being both practical and desirable. Not to mention, it’s still cheaper than the equally-sized and speced Kia EV9 (P 5,938,000). For as long as you have the space and patience to park it, the Ioniq 9 can indeed show that Korean luxury is now ready for primetime.
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2026 Hyundai Ioniq 9 Calligraphy AWD Long Range |
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| Bottom Line | |
| Pros | Unique styling, tons of interior space, effortless performance, high specs. |
| Cons | Camera sideview mirrors are tricky, interior rattles and squeaks, hard to park. |
| TL;DR | Well-styled and engineered, it shows that Korean luxury is real. |
| Ownership | |
| Year Introduced | 2025 |
| Warranty |
5 years / 200,000
kilometers 8 years / 160,000 kilometers (Battery) |
| The Basics | |
| Body Type | Large SUV |
| Seating | 6 |
| Engine / Drive | Dual Motor/AWD |
| Under the Hood | |
| Motor Type | Permanent Magnet Synchronous |
| Maximum Output (BHP) | 308 |
| Maximum Torque (Nm) | 605 |
| Battery Size (kWh) | 110.3 (106 usable) |
| Architecture (V) | 610 |
| Range, WLTP (km) | 600 |
| Range, As Tested (km) | 514 |
| Energy Consumption (km/kWh) |
4.85 km/kWh @ 17 km/h, 6.41 km/kWh @ 27 km/h |
| Estimated Charging Time, AC, 7 kW (0-100%) | 15 hours |
| Estimated Charging Time, DC, Max kW (10-80%) | 0.4 hours |
| Charge Port | Type 2 / CCS |
| Transmission | Single Speed AT |
| Cruise Control | Yes, Adaptive |
| Dimensions and Weights | |
| Length (mm) | 5,060 |
| Width (mm) | 1,980 |
| Height (mm) | 1,790 |
| Wheelbase (mm) | 3,130 |
| Curb Weight (kg) | 2,608 |
| Suspension and Tires | |
| Front Suspension |
Independent, MacPherson
Strut, High-Performance Damper w/ Self Levelizer |
| Rear Suspension |
Independent, Multi-link,
High-Performance Damper w/ Self Levelizer |
| Front Brakes | Vented Disc |
| Rear Brakes | Disc |
| Parking Brake | Electronic, w/ Auto Hold |
| Tires |
Continental
PremiumContact C 285/45 R 21 V XL (f & r) |
| Recommend Tire Pressure (PSI) |
38 (front), 39 (rear),
partial, 41 (front), 42 (rear), full |
| Wheels | Alloy |
| Safety Features | |
| Airbags | 10 |
| Anti-Lock Brakes (ABS) | Yes, with EBD |
| Traction / Stability Control | Yes |
| Parking Sensors | Yes, Front, Rear, & Sides |
| Parking Camera | Yes, 360-degree |
| Front Seatbelts | 3-pt ELR w/ Pre-tensioners x 2 |
| Rear Seatbelts |
3-pt ELR x 2 (2nd row), 3-pt ELR x 2 (3rd row) |
| ISOFIX Child Seat Anchor | Yes |
| Advanced Driver Assist System |
Forward Collision
Avoidance Assist Lane Following Assist Lane Keeping Assist |
| Other Safety Features |
Hillstart Assist Control Downhill Brake Control Multi-collision Brake Blind Spot Collision Avoidance Assist Blind Spot View Monitor Reverse Parking Collision Avoidance Assist Tire Pressure Monitoring System |
| Exterior Features | |
| Headlights | LED, Adaptive |
| Fog Lamps | Rear (LED) |
| Light Operation | Auto |
| Wiper Operation | Rain-sensing |
| Tailgate | Electronic |
| Interior Features | |
| Steering Wheel Adjust | Tilt/Telescopic, Electric Adjust |
| Steering Wheel Material | Leather |
| Seating Adjustment (driver) | Electric, 10-way, Heating, Ventilation, Massaging, Relaxation Mode, Memory |
| Seating Adjustment (front passenger) | Electric, 10-way, Heating, Ventilation, Relaxation Mode |
| Seating Surface | Leather |
| 2nd Row | Captain Seat w/ Armrest & Footrest, Power Recline & Sliding, Relaxation Mode |
| 3rd Row | 50/50 Split-Fold, Power Folding |
| Sunroof | Panoramic |
| Multi-Information Display / Size | Yes, 12.3-inch |
| Convenience Features | |
| Power Steering | Yes |
| Power Door Locks | Yes |
| Power Windows | Yes |
| Power Mirrors | Camera-Based |
| Rear View Mirror | Auto-dimming, w/ Camera-Based |
| Proximity Key | Yes |
| Climate Control | Tri-Zone, w/ Rear Vent |
| Audio System |
Stereo USB Type C Bluetooth |
| Wireless Charger | Front |
| Infotainment Display / Size | Yes, 12.3-inch |
| Smartphone Connectivity |
Apple CarPlay (Wireless) Android Auto (Wireless) |
| # of Speakers | 14, Bose |
| Steering Controls | Yes |
I believe the most I'm willing to send for a BEV is capped at P3M.
ReplyDeletethank you for sharing your budget
DeleteHahahaha @Anon 2:18
DeleteCamera side mirrors are purely gimmicks. Traditional mirrors have no problems so better not fix something that isn't broken at all.
ReplyDeleteIt’s a freakin’ mini-van!
ReplyDelete