I think the Hyundai Ioniq 3 is compact and comfortable, but the best thing is the way it drives

The compact electric cars keep on coming and, as a fan, that is fine by me. Latest arrival is this, the Hyundai Ioniq 3, which is not only practical, comfy and great fun to drive, but comes very competitively priced too. The base-level Advance model can be had from just £22,245 (or just £18,495 if you factor in the UK government’s Electric Car Grant – and no, it won’t be launching in the USA), which makes it more than able to take on close rivals and personal favourites like the Renault 5, Cupra Raval or Cupra Born as well as the Kia EV2.

However, you’ll need to pay a little more to get the bigger battery, 61kWh instead of the base 42kWh so the Premium model looks like being a good option. Spending more also delivers more range, 308 instead of 213 and with each trim increment, the included goodies get better too.

Top of the pile is the Hyundai Ioniq 3 N Line Evo, which was the car I got to test and is priced from £31,945. That’s a lot more than the base price car, but it comes armed with a bumper collection of features and functions all wrapped up in one snazzy package. What you also get is a car that looks a little bit different. It’s got bold styling on the outside with some definite quirkiness thrown into the mix. Yes, a car with an identity – now that is refreshing.

The styling

Every time I looked at the B-segment design of the Hyundai Ioniq 3 there were bits that kept reminding me of something else. That’s not to say it’s generic and there is plenty of visual appeal on the outside. The quirkiest thing about it is the rear end, with Hyundai’s so-called Aero Hatch styling presenting the driver with a split-level view out of the back window. I didn’t find it an issue when driving and the look from the outside is very cool, plus it also contributes to the car’s low drag coefficient of 0.263.

That spoiler, combined with the neat little taillights, which complement the lighting shenanigans going on at the front, make a nifty little package. Even more so when you look down the sides and take in that raked roofline and the fun-styled doors. If they’d gone any further with the design, the Ioniq 3 could have become a bit of a mess. As it stands though, I think it looks about right and there’s personality aplenty.

To be honest, I wished they’d offered it in some wilder colours, like a lime green or bright yellow maybe? Nevertheless, my Hyundai Ioniq 3 N Line Evo came in a fetching Fierce Red Matte colour, which looked the business and was helped with contrasting black trim areas and cool 19in N-Line alloy wheels. Overall, the kerb appeal was strong.

Meanwhile, the inside was, in some ways, typically Hyundai. It’s comfortable, practical and everything just works, which is all most people ask for. The main event was the central infotainment screen that comes with Hyundai’s new Pleos experience. I liked it a lot and, despite being comprehensive in what it can tell you, wasn’t quite as chaotic as some of the Chinese rivals. Y’know, sensibly sized fonts and a careful use of colour, which makes Pleos, erm, very pleasing. I really liked the rectangular digital instrument panel in front of the steering wheel too.

Some might find the dark coloured trim a little too brooding, but the good news is the Ioniq 3 is available in lighter trim variants, which when I compared them, looked like a better proposition for anyone in need of cheering up. The Hyundai Ioniq 3 N Line Evo I drove also felt very comfortable, with chunky seats that offered plenty of padding as well as support. It was roomy in the back too, while the boot space is deceptively big. Better still, there was a beefy bottom part called a Megabox (similar to the Ford Puma) as well, which further boosts the storage possibilities.

The drive

I couldn’t really grumble with the way the Hyundai Ioniq 3 N Line Evo drove. Setting off from an urban location, the car felt very decent and an easy thing to manage. It was a no-fuss car to set up too, with quick access options for silencing ADAS alerts for anyone who gets bugged by such things. I initially stuck with the standard Comfort drive mode, which was well suited to most everyday scenarios. The first thing I noticed was that slightly curious view out the back thanks to the split rear window, but I could live with it no problem.

The smaller battery car is just under 1600kg and the bigger one just over, so the Hyundai Ioniq 3 feels good on the go and with the 145bhp motor driving the front axle and it’s certainly got plenty of pull. It felt surprisingly supple and the steering was just nice too. I found it was most fun with Sport mode selected and, with the left-hand regen paddle pulled forward, the i-Pedal setting selected. This arrangement worked brilliantly on curvy country roads.

The Hyundai Ioniq 3 N Line Evo didn’t feel super quick, but it was more than nimble enough to pull up and around steep bends with plenty of zest. So much so that it would occasionally scrabble for grip over rougher ground, but having to work the wheel a bit as a result added another level to the fun appeal of the car. The Ioniq 3 N Line Evo worked best for me on twisting country roads, but it was also a solid performer on the motorway having no problem with sticking to the legal limit. Noise levels were fine, save for some minor tyre friction fizz as is the norm with an EV when there’s nowt else to listen out for.

My car could charge at up to 110kW, so not the fastest but fine considering the battery isn’t the biggest in the world either. Better still, I found the Ioniq 3 respectably efficient, and I got around 4 miles per kWh hour even during a morning pushing it up and down twisting country roads. In fact, the i-Pedal mode I used a lot probably helped things in that department as well.

The technology

Dominating the cockpit area of the Ioniq 3 is the 12.9in infotainment screen, which features the aforementioned Pleos Connect software suite. I found it good to use, and easy to pick up with a thankfully intuitive edge that is often missing in some cars. In a moment of stupidity, I actually managed to turn off the built-in satellite navigation on leaving the parking lot, but that was definitely user error.

Everyday driver information was supplied via that 9.9in cluster on top of the dash, which was really easy to read. The other bonus with the Hyundai Ioniq 3 was the row of physical buttons that sat just underneath the central screen. It’s good that manufacturers like Hyundai have listened to people and reached what I think is a great compromise between latest touch screen tech and options for making press button or knob twiddling adjustments on the go. Sensible.

Nevertheless, I thought the multi-layered Pleos Connect operating system based around Android Automotive OS was a big success, and like most things, it got better and easier to navigate the more I used it.

On top of that, my Hyundai Ioniq 3 N Line Evo came fully loaded with plenty of comfort and convenience options including dual zone air conditioning, electric heated ‘relaxation’ front seats, a heated steering wheel, wireless charging and 64 -colour ambient lighting. Vehicle-to-Load (V2L) and a heat pump also featured. A Bose Premium Sound System will be offered though it wasn’t fitted to my test car. All anyone needs basically.

Hyundai Ioniq 3 verdict

Incredibly keen pricing from the Hyundai camp could make the Ioniq 3 a winner, even when it’s being put up against something like the incredibly popular Renault 5. Granted, the better stuff comes with the higher trim options and the bigger battery, but the Hyundai Ioniq 3 is definitely worth considering if you’re in the market for a comfortable, roomy and very practical compact car. The looks are quite daring, even if the general colour palette is not and the base car comes with decent levels of kit.

The Hyundai Ioniq 3 N Line Evo is the one to go for if you crave all the goodies and a dash of colour though.

Hyundai Ioniq 3 technical specifications