Hyundai Ioniq 9 vs Kia EV9 Comparison: Family EV Face-Off

Kia and Hyundai have gone from following the scene to leading the pack.

What we have here are two of the only non-premium, three-row, all-electric SUVs on the market. Drop the crossover qualifier and the Kia EV9 and Hyundai Ioniq 9 make up two-thirds of the available options: the unloved Vinfast VF9 is the other choice. (We’re sure there are still some VW ID. Buzz models at dealerships too, if you want an added dose of feel-good nostalgia.)

Kia arrived first, dropping in with the EV9. This boxy option showed up for 2024 and quickly earned kudos for its easy-driving nature, utility, and bevy of tech features. Hyundai joined the party a year later but stuck with a similar naming convention, sticking with the number 9 for its largest Ioniq model.

To truly understand these two pioneers, Mike Schlee and I grabbed two fully loaded models from their respective marques. This translates to a 2026 Hyundai Ioniq 9 Calligraphy Design (Preferred AWD+ with Ultimate Calligraphy Package in Canada), and the 2026 Kia EV9 GT-Line AWD (GT-Line Package in Canada).

Hyundai Ioniq 9: The whole kit and caboodle. Hyundai has stretched the E-GMP platform that it shares with Kia (and Genesis) to its largest measurements yet, with a 123.2-inch (3,130-millimeter) wheelbase and 199.2-inch (5,060-millimeter) total length. The embiggening has allowed the Korean brand to slot an even larger 110.3-kilowatt-hour (gross) battery pack under the Ioniq 9’s floor, giving it the edge in range. There’s no smaller battery pack option here either, like there is with other Ioniq models. There also isn’t a performance-oriented version a la Kia—though that’s a story in itself.

The Ioniq 9 lineup starts with a 215-horsepower rear-drive model, while dual-motor AWD models produce 303 hp and 446 pound-feet of torque. Top trims like this get a helpful power boost to 422 hp and 516 lb-ft.

Kia EV9: The EV9 has already come in for a facelift, so as not to be upstaged by its younger sibling. Not much has changed, as the EV9 was the harbinger of Kia’s current design language. Instead the changes happen under the skin, where a North American Charging Standard (NACS) port now sits behind the passenger-side panel beside the taillight. A slightly smaller 99.8-kWh battery is present in our tester here, while base models use a 76.1-kWh pack. Those setups make do with a single rear motor pumping out 215 hp just like the Ioniq 9; bumping up to the large motor knocks that down to 201 hp, while the dual-motor models all move up to 379 hp and 516 lb-ft.

Canada also gets the hotter EV9 GT, which bumps power further still to 501 hp, but that model is on pause for the US market.

Hyundai Ioniq 9: The Ioniq 9 continues Hyundai’s retro-futuristic design theme for the brand’s electric vehicle sub-family. With the dot matrix lighting all around, the SUV really tapers off at the rear, in the name of optimal aerodynamics. Its overall look is unique and more polarizing than the Kia EV9.

The Calligraphy Design trim includes an exclusive front and rear fascia, premium side garnish, body color wheel arches, dynamic welcome lighting, and 21-inch turbine design wheels. The latter we find to be an odd choice as the wheels look conservative, boring, and out of place with the otherwise daring design language.

Our specific tester is finished in Celadon grey metallic, a color not offered in the United States. Many colors differ between the two regions, a fact that has everything to do with where the big electric SUVs are built. Due to the far better trade agreement Canada has with Korea versus the United States, Canadian market EV9 and Ioniq 9 vehicles come from Korea while the American market has domestically built SUVs.

Kia EV9: Like the fully loaded Ioniq 9, the EV9 GT-Line features 21-inch wheels with a funky, blocky design, that contrasts the otherwise more-conventionally styled EV9. While on the topic of the GT-Line, the top trim includes unique front and rear designs with gloss black accent trim, raised black roof rails, and dark silver lower body side garnish.

Our EV9 came painted Iceberg Green, which is not available in the USA for reason mentioned above. The higher trims include the LED Cube projector headlights with the super cool digital pattern lighting grille.

One point of contention Kyle and I found on both vehicles are the auto retracting door handles. They do not always extend when approaching the vehicle with the key, and sometimes require quite the production of tapping, shuffling, and wandering around in small circles to get them to activate.

Hyundai Ioniq 9: On paper the Ioniq 9 should be the slightly quicker of these two, as its extra 43 horsepower only needs to motivate an additional 157 pounds (72 kilograms). In the real world it’s basically a wash. Purely on seat-of-the-pants feel the Hyundai does get the jump off the line, but (unsurprisingly) both of these vehicles are similar in their day-to-day functions. The power can be instant if you want to treat the right pedal like an on-off switch, but Hyundai’s engineers have programmed in a predictable amount of ramp-up when easing in.

On the efficiency front again these two are neck-and-neck. The EPA scores the Ioniq 9 better on the highway, and that’s enough to earn it a rating of 40 kWh per 100 miles (24.9 kWh per 100 km), just beating the EV9. Factor in the bigger battery capacity and the Hyundai has the range advantage at 311 miles (501 km), and our mixed-use week suggested those numbers are achievable—at least in warm weather.

Kia EV9: Maybe it’s knock-on effect from how the Kia drives—check the next section for the full scoop—but its power delivery seems ever so slightly more eager in most situations. The Hyundai still has the edge off the lights, but then it’s the EV9 that feels more potent.

Like the Hyundai, the Kia has multiple different regenerative braking settings up to and including full one-pedal, and thankfully the desired setting actually stays in effect now. Yay!

The EV9 is quoted at 280 miles (451 km) of range and, like the Ioniq 9, seems good for it so long as the weather cooperates. Charging either of these 800-volt big boys can be quick if you can locate a 350 kW charger, enabling a 10-to-80 percent recharge in well under 30 minutes.

Hyundai Ioniq 9: Sharing the same basic platform architecture, both SUVs have a MacPherson strut front, multilink self-levelling rear suspension. They also both ride on 285/45R21 tires and have a 5,000-pound maximum tow rating.

That’s where the differences stop though, as the driving characteristics between the EV9 and Ioniq 9 are noticeably different. With a 6.9-inch (174 mm) ground clearance, the lower riding, 6,008-pound (2,729-kilogram) Hyundai has a softer suspension set-up that better absorbs bumps. It isolates the driver and passengers more from the world around it.

Kia EV9: With 7.8-inches (198 mm) of ground clearance, the EV9 sits nearly an inch higher than the Ioniq 9, which matches the Kia’s more traditional SUV looks. The EV9 is also slightly lighter, with a curb weight of 5,814 pounds (2,637 kg).

Neither of these SUVs will be mistaken for driver’s vehicles, but the Kia does delivery the better experience behind the wheel. It feels more composed on the road, with better communication to the driver of what the big three-row is doing at all times. The trade-off is slightly worse ride comfort. Mike found the braking behaviour in the Kia was better than the Hyundai’s, but Kyle did not notice a difference.

Hyundai Ioniq 9: As Mike pointed out above, these two have identical rolling stock, close curb weights, and yes, largely similar driving experiences. Their on-road comfort mirrors their handling priorities. The Ioniq 9 is a little softer, a little rollier—and generally more comfortable because of it. Diagonal bumps can result in longer side-to-side motions than we’d like, but beyond that the Ioniq 9 is a comfy cruiser. Its slippery drag coefficient also ensures its quieter on the highway—again, only slightly.

Hyundai’s Relaxation seats are here for the front four spots—though obviously you can’t use them all at once. The Ergo Motion seat, knicked from Genesis, really does keep your legs and back feeling refreshed on longer drives.

Despite similar footprints to their gas siblings both of these SUVs are more spacious where it matters: for people. The Hyundai holds the headroom advantage for second- and third-row passengers (the middle row is the “worst” at 39.4 in / 1,000 mm) but loses fractionally for the front.

Kia EV9: “Nuggety.” That’s the term I’d use for the EV9’s ride in comparison to the Ioniq 9. In keeping with Kia’s slightly edgier personality, the EV9 rides with a bit more of, well, an edge. Think of it like the difference between medium-rare and medium steaks.

The EV9 also employs the full-recline Relaxation seat, but only the driver gets to enjoy a good nap at the charger.

Remember how these two are only two inches apart in length? Yeah, that goes almost entirely to the Ioniq 9’s third row. These two have identical first- and second- row legroom (41.4 in / 1,052 mm and 42.8 / 1,086 mm, respectively), but the Kia makes do with 29.9 in (760 mm) in the way-back against the Hyundai’s 32.0 in (813 mm).

Cargo storage also goes to the Hyundai by around 5-percent per row, though from 20.2 cubic feet (573 L) in seats-up form to 81.7 cu ft (2,314 L) in two-seater format the EV9 is still cavernous.

Hyundai Ioniq 9: The Ioniq 9 cannot be had with real leather, which matches the all-electric sustainability theme. Hyundai officially calls the synthetic seating surface on the Calligraphy model H-Tex. Other materials in the top tier Ioniq 9 includes a microfiber suede headliner and perforated design door trim.

There are fewer physical buttons in the Hyundai’s interior, having a more modern, minimalist styling theme. We like the wood trim that highlights the dash design, with accent ambient lighting below it. We prefer the screen layout in the Ioniq 9, which adds to a better overall interior experience.

Kia EV9: Much like the exterior, the interior of the EV9 is more of a traditional SUV in layout and feel. The GT-Line does have a premium look to it, but less near-luxury than the Ioniq 9. Our Kia tester has the light gray & black GT-Line SynTex seat trim as well as a dual sunroof.

There are more physical buttons inside the EV9, but we found some of the placements less than intuitive. The trick center console storage box that slides out the back for middle row passengers is handy when transporting multiple occupants, but it limits conventional center console storage for the front passengers.

Hyundai Ioniq 9: Hyundai’s latest tech suite is one of the better ones in the business now, keeping distraction to a minimum with an easy-to-use menu design that can be operated via peripheral vision. Response times are speedy, too. There’s a good amount of customization so that owners can tailor the experience to their liking. The wireless charger is grippy and raised to minimize heat build-up. Speaking of mobiles, there are USB-C ports in every row.

One advantage the Hyundai has is a dedicated rear climate system. This not only is more efficient for getting proper circulation to the wayback, but it allows for just the rear to function during camping trips. Clever.

Kia EV9: Everything we just said about the Hyundai’s infotainment applies to the Kia’s. It loses a bit of points for the fiddly climate control screen tucked behind the right-side of the steering wheel but everything else is intuitive. Ditto the number and placement of USB-C ports.

Both of these vehicles come loaded with an entire box of Alphabits’ worth of safety acronyms. The parent group’s Blind View Monitor is as helpful here as it is in everything else, and the 360-degree camera is properly high-definition. Both vehicle’s head-up displays (HUDs) are crisp and easy to read. On the demerit side, both SUVs’ Highway Driving Assists are way too lax with letting drivers keep their hands off the wheel.

Hyundai Ioniq 9: In the United States, the Hyundai Ioniq 9 starts at a price of $60,555 (all prices include destination charges). As tested, our loaded Calligraphy Design came in at $79,090.

As stated earlier on, Canadian consumers get Korean-built versions of the Ioniq 9 due to more favorable trade conditions. This amounts to a lower price for that market when exchange is applied. Pricing for the Ioniq 9 starts at $62,049 in Canada, with the loaded Calligraphy package slotting in at $83,799.

Unsurprisingly these two were very evenly matched in nearly every way. The Hyundai benefits from arriving later, getting to one-up the Kia in power, range, and space, but it also asks buyers to spend more for those wins. If you want a slightly more connected feel behind the wheel of the family three-row, then there’s still a whole lot to love about the Kia EV9.

With how close these two are priced, the Hyundai justifies the outlay with its better specs, increased family comfort, and longer list of features. That’s just enough for it to inch its rounded nose ahead in this comparison.

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