2026 Hyundai Elexio review: Australian first drive

Hyundai admits it is not selling as many electric vehicles as it should be. 

While the same can probably be said for many legacy brands, you need to be in it to win it, and until now, it hasn’t quite had an EV that fits nicely into Australia’s new-car buying heartland – mid-sized SUVs.

Well, cometh the hour, and now it does have such an offering in the form of the Elexio, which will be the most significant model the brand brings to market this year.

It’s similar in size to the popular Tucson, but while the Tucson range opens at around $40,000, this Elexio will start significantly higher.

There is a lot of competition now in Australia in the mid-sized EV category; in fact, it’s one of the most fiercely contested segments going.

Does the Hyundai Elexio offer enough to entice shoppers away from not only its own petrol-powered stablemates, but also EV leaders like the Tesla Model Y? Let’s find out.

Hyundai is initially launching the Elexio with a single variant, the Elite, priced at $59,990 drive-away until the end of March, when it will return to the usual price of $61,990 before on-road costs.

An entry-level Elexio variant priced at $58,990 plus on-roads is on its way in the second quarter of the year.

Alongside its futuristic design, the Elexio is equipped with technology that not only competes with the Model Y, but also with the influx of other predominantly Chinese EVs. The Hyundai Elexio is built in China.

As standard, the circa-$60K asking price includes a 27-inch infotainment/passenger display with wireless (and wired) Apple CarPlay and Android Auto connectivity, built-in satellite navigation, and a six-speaker sound system.

Instead of the traditional driver cluster, a slim instrument panel is mounted higher in the driver's line of sight, more like a head-up display.

Both front seats are heated, ventilated, and powered, with 14-way adjustment for the driver and four-way for the passenger. The steering wheel is heated, and there are two wireless phone charging pads and dual-zone climate control.

The entry-level Elexio will get most of the same kit, but it has cloth seats, 18-inch wheels, a manual tailgate, just one wireless charging pad, and only the driver’s seat is electronically adjustable.

Hyundai also offers its Bluelink connected-car services, free for five years, including its Digital Key 2 smartphone feature to unlock, lock and drive the Elexio with your phone.

However, unlike the digital key you get with the Tucson, Santa Fe, Palisade and Ioniq 9, the Elexio does not support ultra-wideband, which means, like tapping a credit card, you need to place your phone on the car’s door handle to make it work.

That’s a bit of a flaw for a family car, making it harder for busy parents when technology should, in theory, be making life easier.

The related Kia EV5 starts at $56,770 before on-road costs for the Air grade, making it slightly pricier; a longer-range Air is also available for $4400 more.

Meanwhile, the Tesla Model Y Premium RWD just received an upgrade at no added cost, with pricing starting at $58,900, while the luxury-focused Zeekr 7X starts at $57,900, all before on-road costs.

Unlike the Hyundai, the others all offer mid-range and higher-spec variants, with a mix of powertrains.

The Elexio’s design is a bit confusing to me. 

Unlike the compact crossover Inster SUV, with a funky design that can’t help but stand out, this seems to have a bit of everything, peppered here, there, and everywhere, and not its own clear-cut identity.

Its front fascia looks somewhere between the Venue and the Kona, while in profile it more closely resembles the Tucson.

Square daytime running lights, slim front and rear light bars, and turbine-style five-spoke wheels give it a futuristic vibe. Flush door handles and blacked-out wheel arches also give it a sleek, modern look. 

They are the kind that flick out as you unlock, though, as with the Kia EV family, are awkward to grab hold with your hands full.

When the Ioniq 5 arrived back in 2021, it was like something out of a science-fiction movie. Its bold styling certainly made an impact. But that was a different time.

The game has moved on considerably in the last few years, and many SUVs now look stylish and edgy, making it tougher for vehicles to set themselves apart. Has Hyundai been able to replicate that excitement here? Not in my mind, no.

The inside of the Elexio is a little bit more understated than the outside, with the highlight undoubtedly the 27-inch integrated infotainment screen and passenger display.

The Elexio debuts Hyundai's Android Automotive-based Connect-C infotainment system.

The ultra-thin screen is powered by a Qualcomm Snapdragon 8295 chip for super-fast infotainment and, according to the brand, provides multi-screen functionality and a host of AI features that will 'change the way you experience car ownership'.

The screen is massive, bright, and fast, and it quickly connects to Bluetooth and Apple CarPlay with no issues. The phone mirroring only fills half the screen, though, on the driver’s side, which looks a little odd.

Important information for the driver, such as advanced safety systems and comfort and convenience features, is kept on the right side of the screen to minimise distraction. 

There are no physical buttons for the infotainment unit except for on the steering wheel, which is disappointing. It makes fiddling with the fan speed and other climate controls a little tricky on the go. And there’s no volume dial for the front passenger.

From the main screen, access is easier, but if you have the navigation up and want to change the temperature, for example, it will take over, so you can no longer see the map, and it won’t time out on its own; you have to swipe it away manually.

There are many apps within it. The menu is logically laid out, but it is awkward to use while driving and to find items like energy consumption, since they aren’t displayed on the main screen. 

And you can’t access some of the additional features, such as games, while the car is moving.

The parking cameras are very good, but the sound system is a bit basic for the price. It isn’t a branded system, and you need to turn it right up to get much from it. The sound is quite flat and lacks bass.

The slimline high-mounted instrument cluster is highly configurable and can display turn-by-turn directions from the native system, as well as apps within Apple CarPlay or Android Auto.

You can’t see it if you’re wearing polarised sunglasses, and there’s not as much detail on it as you’d expect. I prefer its size, shape, and positioning to those of typical head-up displays and clusters. It’s a nice amalgamation of the two.

The Elexio Elite also offers many high-end features, including heated and ventilated seats, dual wireless chargers, a heated steering wheel, three USB-C ports, and part-leather upholstery. The interior is plush and lives up to the high expectations we have for Hyundai’s new models in recent years.

It is quite dark inside with the Obsidian Black trim. The optional Dove Grey alternative – a light grey that’s almost white – is much brighter and makes the cabin more airy, but would mark easily and costs another $295. If neither of those is for you, it’s too bad because they are the only trims for now.

The light headliner helps make the cabin brighter with the black leather, but it doesn't make much difference. It could use a pop of colour here or there.

There’s little arguing with the practicality on offer, though, which is good news for a family-focused SUV. The floating centre console creates ample space in the front for storing small items, while keeping them secure so they don’t roll around.

There’s also a large centre armrest that opens to reveal more space in the storage bin underneath and four central cupholders. 

The front seats are nice and comfy, without being overly padded or squishy, and there’s good space around them.

In the second row, there’s heaps of space for rear occupants thanks to its generous 2750mm wheelbase. I’m around 167cm, and I had plenty of leg and head room. 

Overall, it’s shorter in length with a smaller wheelbase, but a smidge wider, and a tiny bit taller than its stablemate. The idea is that it sits snugly in Hyundai’s line-up between the smaller Kona EV and larger Ioniq 5, so there’s an electric SUV no matter how much space you need.

There are map pockets on both sides, cupholders in the centre armrest and the doors, and two USB-C ports.

And not only that, but it has a rear-facing centre console shelf and a lower drawer compartment. Space in the doors is quite restricted, but the small shelf and sliding drawer that extends from the back of the centre armrest at the front make up for it.

There are ISOFIX anchors on both rear outboard seats, and three top-tether points accessible for the boot.

The boot is a fair bit smaller than in the medium-sized Tucson, with 506 litres on offer with the seats up and 1540L with them folded. 

The Tucson hybrid has 582L and 1903L, respectively, and even the petrol version, which has a full-size spare, can store 529L and 1860L. The Elexio, in contrast, has a tyre repair kit.

There’s also a 250V plug socket for powering small items.

Although it hasn’t been subjected to its own local crash tests, ANCAP has carried out its own pedestrian collision and driver-assistance testing on the Elexio.

This has increased its vulnerable road user protection and safety assist scores to 77 per cent and 85 per cent, respectively, up from the EV5's 74 per cent and 82 per cent.

The Hyundai Elexio comes with the brand’s latest SmartSense active safety system, which includes a 360-degree camera, front, side, and rear sensors, remote parking, navigation-based cruise control and nine airbags.

It also has rear cross-traffic alert, a driver attention camera, intelligent speed limit assist, and highway driving assist, among other features.

In practice, the safety systems are quite nagging, and on certain types of roads, they just get it wrong to the point that driving becomes uncomfortable and anxiety-inducing.

The lane-centring is particularly aggressive on country roads, causing you to constantly wrestle with the steering wheel. And the lane-keep assist often misreads the lines, tugging you back in line when it isn’t really needed, which led to some hairy near-misses with large oncoming vehicles on the launch route.

The driver monitor is quick to chirp, too, but oddly the flashing warning is only displayed on the infotainment screen and not on the cluster/HUD, so half the time you don’t even realise that’s what the bongs are about.

One of the bigger problems is the way it misreads our local road signs too. It misinterprets advisory speed signs for corners, taking them to mean that it is the legal speed limit, which could easily cause confusion if you’re not familiar with the area you’re driving in.

Hyundai has come under fire for the poor calibration of some of its advanced driver assistance systems in several of its models in recent years, particularly incessant bonging of the speed assist, the traffic sign recognition missing the mark, and overly aggressive lane-keep system.

The Elexio isn't better or worse in these regards for the most part, but the problems I've outlined with curve signs and line markings, particularly on back roads, stand out.

Hyundai claims the Elexio Elite can travel 546km on a single charge, with a claimed consumption of 18.2kWh per 100 kilometres, which, compared with its rivals, is not half bad.

The EV5 Air offers the least driving range of the pack, with 400km of driving range, but level up to the Long Range Air, and you get an extra 155km.

The Elexio outperforms the Model Y here, which has a claimed range of 466km, and is neck-and-neck with the 7X, which is said to be capable of 566km.

Hyundai has specified the Elexio with large 20-inch wheels, whereas the Model Y and 7X use 19s, and the EV5 uses 18s, which may increase its energy consumption.

The claimed figure is 18.2kWh/100km, but testing showed it is slightly higher, between 19.8 and 20.5kWh/100km. Although that is somewhat forgivable since launch conditions are designed to test the vehicle’s capabilities rather than keep energy use to a minimum.

It’s worth noting, however, that the entry-level variant, yet to arrive, will feature 18-inch wheels. Although it uses the same 88kWh battery, it has a claimed driving range of 562km.

Claimed charging times are also a mixed bag. 

In theory, the Elexio is the slowest, taking 38 minutes at 150kW DC to top up its 88kWh battery, and the Kia EV5 Air Standard Range’s 62kWh battery takes 36 minutes to charge at 102kW DC.

The Model Y RWD is said to take approximately 27 minutes at 175kW to charge its 62.5kWh pack, but it’s the Zeekr 7X that blows everyone else out of the water, at least in theory.

Its 75kWh battery can be recharged in as little as 13 minutes at 450kW, according to the car maker. But bear in mind that, at the time of writing, there aren’t any chargers in Australia that powerful, with only a couple of 400kW sites coming close.

The Elexio is the first of Hyundai’s electric vehicles to be made in China, with a heavy focus on technology. So far, it is only sold in China and Australia. Hyundai says it is planning to enter other export markets, but can’t yet say which.

It has a single electric motor driving only the front wheels, similar to the smaller Hyundai Kona and Inster, whereas the larger Ioniq 5, 6, and 9 offer either rear- or all-wheel-drive setups.

It shares its platform, 160kW/310Nm electric motor and 88kWh battery with the Kia EV5 Air – but only the Air Long Range, with the Standard getting a smaller 62kWh battery pack.

The Tesla Model Y is more powerful, making 255kW from its rear-mounted motor, but the Zeekr 7X is the most capable, with its rear motor producing 310kW.

All competitors also offer all-wheel-drive variants in their lineups. The Elexio offering only one powertrain option leaves a clear gap that the others can fill.

Despite this, performance is still good. The 160kW motor provides some punch, and acceleration is smooth, and you’re never left waiting around, even in Eco mode. Normal mode is adequate for everyday driving, though Sport increases throttle response, making it feel a bit more urgent. 

For slowing down, there are paddles on the steering wheel to adjust the level of regenerative braking. 

The Elexio isn’t the first EV to have these, but they’re handy for controlling it on the go rather than poking through menus. 

Oddly, however, which level you are currently in is tucked away at the bottom of the main screen rather than on the cluster/head-up display, so you can’t see it all that easily.

During the Elexio's development, Hyundai engineers visited Sydney to work with its local tuning team to create a "bespoke local ride and handling package" for Australia. 

Compared to its Chinese counterpart, the Australian-market Elexio has a new steering tune and different springs, dampers and anti-roll bars designed to suit our broad range of challenging road conditions. 

The ride is relatively well composed, especially when the road is smooth. When it’s not, you get a lot of lumps and bumps, and it can be quite busy, especially on country roads. On the freeway, things are pretty steady. The driver doesn’t suffer too much, but for passengers it can be rickety at times.

At launch, only the Elexio Elite was available to drive, which rides on 20-inch wheels wrapped in predominantly 255/45 R20 Nexen N Fera Primus QX EV-specific tyres, although one example wore the same-sized Kumho Ecsta PS71s.

The grip from the Nexen tyres could be better. They’re not too slippery, but sometimes they just feel a little bit loose if you’re going through tighter bends. It will also be good to see whether the 18-inch wheels, with perhaps higher-profile tyres, can help iron out some of the kinks and bumps in the ride.

The steering is pretty well balanced, if a tad light. It would be nice to have a little more weight and agility to it for confidence in cornering, especially since, if you’re going a little bit fast through a bend, you might feel the body slightly nudge out. 

Like most EVs, the Elexio is nice and quiet. Perhaps because you’re missing the sound of the engine, the beeps and bongs are more noticeable. 

Noise otherwise is fine around town, but the wind can be invasive at higher speeds, and there’s some kicked up from the tyres too. It’s not an absolute roar, but it’s there nonetheless.

Hyundai’s answer to the Tesla Model Y is a good one, but is it good enough?

In isolation, it’s a solid maybe – it’s high-tech, has a high-quality finish inside and out, a healthy driving range, and its price isn’t unreasonable.

The problem is, the Elexio doesn’t exist in isolation. It needs to be good enough to convince buyers away from their Tucson or another petrol or diesel car and into an EV. Even then, there are so many other EVs to choose from.

Last year, Tesla sold more than 22,000 Model Ys, Kia sold almost 5000 EV5s, and even at the back end of the year, Zeekr still managed to sell 1206 examples of the 7X.

In my mind, the Tucson is still a stronger product, and many EVs now offer advanced tech and great driving dynamics. The Elexio feels a little rushed in some ways and is not the full package, and buyers would certainly benefit from a bit more choice in the range.

A born-and-bred newshound, Kathryn has worked her way up through the ranks reporting for, and later editing, two renowned UK regional newspapers and websites, before moving on to join the digital newsdesk of one of the world’s most popular newspapers – The Sun. More recently, she’s done a short stint in PR in the not-for-profit sector, and led the news team at Wheels Media.

Read more about Kathryn Fisk