Over the past 30 years, it feels like the world has forgotten that economy cars can look sweet. There used to be a whole segment of rakish hatchbacks pairing sporty looks with ordinary mechanicals, and now that’s all fallen by the wayside. Thankfully, it’s not dead yet. This is the Hyundai Ioniq 3, an electric hatchback that won’t set any performance records but seems aspirational in a way most current cheap cars don’t because it just looks so cool.
The first thing you need to know about the Hyundai Ioniq 3 is that it’s actually, genuinely small. We’re talking 164.2 inches stem to stern, roughly eight inches shorter than the already compact Toyota Corolla Hatchback. However, it packs a whole lot of attitude into 13.68 feet thanks to an edgy kammtail silhouette. It’s an impressive thing to pull off, given how short the rear overhang is and how the roofline doesn’t start to dip until it’s above the rear axle, but it makes this hatch look rakish and contributes to its drag coefficient of 0.263.
Hyundai’s only shown off the Ioniq 3 in sporty N-Line form so far, but as far as factory body kits go, this one goes hard. Wide grille mesh, flics to hide the air curtains, a big spoiler, and a chunky faux-diffuser write some big checks. Obviously, since this isn’t a hot hatch, don’t expect the test track figures to scare a GTI, but it’s a sporty commuter car in the vein of the Toyota Paseo, Honda CR-X, and Mazda MX-3.
It’s also worth talking about the lighting situation on this electric compact. Because the headlight beams are actually beneath the daytime running lights, the Ioniq 3 technically has eyebrows that line up with the main headlights perfectly. Also, those four square lights on the front are rather distinctive. It’s a bold strategy, but you definitely can’t accuse it of being boring.
The inside of the Ioniq 3 is just as interesting as the outside. It’s the first car to get Hyundai’s new Pleos infotainment system, an Android Automotive-based setup with a choice of 12.9-inch or gargantuan 14.6-inch screens. With an app dock at the bottom and vehicle info on the driver’s side of the screen, it’s a lot to take in. Thankfully, Hyundai is still sticking with buttons and knobs for important stuff. The heated seats, climate temperature, fan speed, and climate mode are all on rocker switches, while volume and tuning knobs are on proud display. Also, the presence of two speedometers is unusual. One in the infotainment, one in a thin digital cluster mounted high on the dashboard. I kinda dig it.
Beyond the tech, the cabin of the Ioniq 3 features a bunch of neat textures and finishes, from the ribbing on the ends of the outer air vents to the pleated textile on the dashboard. A two-tiered center console with loads of storage cubbies should swallow up tote bags and parking passes easily, and the overall look in here feels pretty architectural for what is essentially a mass-market hatchback.
Under the skin of the Ioniq 3, you’ll find the 400-volt variant of Hyundai’s E-GMP electric platform with a choice of 42.2 kWh or 61 kWh battery packs. The former’s good for a modest 213 miles of WLTP range, while the latter ratchets things up to 308 miles of WLTP range. The tradeoff, other than cost, is straight-line acceleration. While the standard-range model pumps out 145 horsepower, the long-range model sees that figure sink to 133 horsepower. As such, models with the small battery pack will saunter from zero to 62 mph in nine seconds, and models with the long-range pack stretch that figure out to 9.6 seconds. This isn’t a hot hatch, it’s just a hatch. A rather striking hatch.
So, kammtail hatchback form factor, great looks, economy car performance. Aside from an additional door, the Ioniq 3 really feels like the spiritual successor to the quirky Hyundai Veloster. It’s always great to see a manufacturer having fun with its economy cars, and while it’s not currently expected to come to America, wouldn’t it be great if the next Elantra looked a little more like this?
Top graphic image: Hyundai
Looks very nice.
I like it.
I wish it was more hot-hatch, but it’s in the right direction.
Just wait for the inevitable N- version.
I’ll take the grill on this over the new C-Class Mercedes’ any and every day.
It’s like Veloster meets gm China / geely. I wish they had hid the handles the pillar like the original Veloster did. It made it sort of like a quad and not a 4 door.
If this comes in at a truly good price, this could be a big seller.
Looks cool, and I’m all for designs like this or the Trax/Envista that bring us closer to actual cars again.
And while nobody gives it much credit, the 4th gen Ford Escape was a real pioneer in bridging the gap between truck-like SUVs and crossovers and cars as we knew (and in my case, loved) them. Its carlike front end was pretty unusual in its class at the time.
Neat little design. Not all angles are perfect, but overall it’s a nice package. I don’t think buyers in this category will care much about speed. I can’t speak to reliability though.
Can we please stop referring to crossovers as hatches? The automotive industry is trying to convince people that this is what cars are now, so it’s up to us to combat it.
100%. Those black wheel arches are trying really hard to make you think this is not as tall as it is. If this is a hatch, so is a Macan (narrator: it isn’t).
It’s hard for me to tell if this thing is more crossover proportioned, or hatchback proportioned. They haven’t provided anything for us to scale it. It may in fact be a hatchback?
According to the press release info it is 59 inches high, or about 1 inch more than a Golf.
That’s two inches taller than the Veloster. It’s a CUV.
Can’t wait until we have solid state batteries so designers no longer have the excuse of “we have to make EVs taller to accommodate the batteries” anymore.
This is the same problem I have with the Ioniq5. Shrink the entire thing by 15-20% and you can call it a hatchback. Otherwise, it’s a crossover.
That’s the way I feel about the Euro market Ford Puma. It’s within squinting distance of being a hatchback car, but not quite.
You can’t, because the battery pack sits under the floor. It raises everything up by the total thickness of the pack.
For EVs, that aren’t track-focused, we’ll have to accept that they’ll look chunkier and sit slightly higher than we’re accustomed.
9 second 0-60? Making the upcoming Slate look spritely with it’s estimated 8 seconds.
I do like the look of this though.
A slight hint of Aztek at that rear end
Interesting to see how much was changed from the first 3d Design models I got to see. They adapter the front and rear lamp design to the styling of new Ioniq 6. In the beginning especially the front was more like the old Ioniq 6 lights.
Anyways. Nice CRX vibes.
Anyone know if these use the same ICCU that seems to be hugely problematic for the Ioniq 5/9?
Yeah, I was wondering the same thing. Hyundai’s look good and drive well but man do they have issues
I think that’s all new model cars, regardless of brand. Unless you get something that is largely a heavily reworked facelift masquerading as a new model, the true all new stuff has teething. It gets worked out over time.
Regarding current Ioniqs, 2022 with 50k on the clock and no issues.
Wondering the same thing. They are tempting cars, but the ICCU failure rate (supposedly ~1%) and then near indefinite down time due to hard to get replacement parts, and then those replacement parts having the same potential issue is a joke.
And their engines have similar problems!
Most speculation has iconic 3 sharing components with ev3 and those are having the same iccu issues.