Hyundai Elexio Elite

Overview

HYUNDAI’s recently introduced Elexio mid-size fully electric SUV will compete with, among others, the popular BYD Sealion 7 from $54,990 and Tesla Model Y from $58,900 but is priced from $58,990 (all prices exclude on-road costs).

The Chinese-made Elexio, a twin-under-the-skin to Kia’s EV5, is available in two trim grades Elexio and Elexio Elite (driven).

It slots in between the Hyundai Kona Electric and Ioniq 5 in the South Korean brand’s Australian BEV portfolio.

The boxy five-seater benefits from locally tuned suspension and steering arrangement which Hyundai says offers “superb comfort, refinement, and handling”.

Power to the front wheels comes from a single 160kW/310Nm electric motor offering up to 546km (WLTP) range, an 88kWh LFP battery pack, 250-volt vehicle-to-load (V2L) functionality, and 38-minute fast charging capabilities when connected to a compatible 350kW DC appliance.

Described by its maker as offering “futuristic styling inside and out”, the minimalist Elexio is designed to provide owners with a practical cabin replete with “intuitive convenience and driver assistance technology”, long a bug bear with recent Hyundai models (more on that in a moment).

Both variants feature dusk-sensing LED external lighting and are available in five paint colours – standard Crystal White or optional (+$750) Dragon Red, Medium Grey, Pebble Blue, or Phantom Black.

The interior is upholstered in cloth (Elexio) or Obsidian Black leather-appointed material (Elexio Elite) with a Dove Grey alternative available for $295.

Feature highlights across the 2026 Hyundai Elexio range include a 27.0-inch panoramic display combining instrumentation and infotainment data, a driver’s head-up display, over-the-air (OTA) software updates, Hyundai’s Bluelink connected car services suite, smartphone entry and start, and “an abundance of storage spaces throughout the cabin”.

In lieu of a spare wheel Elexio has a mobility kit.

It also scores rain-sensing wipers, tinted glass, a six-way power adjustable driver’s seat, single wireless device charging pad, climate control, a self-dimming rear-view mirror, and three USB-C ports.

The Elite further gains a 14-way power adjustable driver’s seat with memory function, a four-way power adjustable passenger seat, heated and ventilated front seats, a heated and leather-wrapped steering wheel, dual-zone climate control, dual wireless device charging pads, five USB-C outlets, and a powered tailgate.

The model offers 506 litres of cargo capacity, expandable to 1540 litres with the 60:40 split-fold rear seats folded flat.

Extensive safety kit is fitted as standard extending to nine airbags, adaptive cruise control, autonomous emergency braking, blind-spot monitoring, view, and collision avoidance, driver monitoring, evasive steering assistance, front, side, and rear parking collision avoidance, high beam assist, intelligent speed limit assistance, lane centring, departure, following, and keeping assistance, rear cross-traffic alert, rear occupant alert, remote parking assistance, a 360-degree camera system, and more.

Service intervals are set at 24 months or 30,000km (whichever comes first) with scheduled maintenance priced at $779 for the first service and $1118 for the second.

The vehicle is backed by a seven-year/unlimited-kilometre warranty – which includes roadside assistance and free sat nav updates when service through Hyundai – with up to eight years or 160,000km (whichever comes first) cover for the high-voltage battery.

Driving Impressions - What Matt says:

The driver assistance technologies of the Hyundai Elexio are the most poorly calibrated and, frankly, dangerous I have sampled in a very long time.

The severity of intervention is well beyond anything in the current market, and on three separate occasions during my time with the car came very close to causing a collision.

In the first instance, a car exiting a driveway about 40m ahead of me in a 40km/h zone triggered a full ABS response, slamming on the brakes and brining the car to a complete stop in a situation that required little more than rolling off the throttle.

The action of the vehicle in this instance almost caused the driver of the vehicle following to rear-end the Elexio (fortunately this occurred in a slower speed zone).

That driver then proceeded to verbally abuse me on the roadside for “my” actions. Try explaining it was “the car’s fault”.

Days later, turning right on a green arrow, the car again slammed on the brakes mid-intersection, sending the vehicle occupants forward into their seatbelts and, you guessed it, the car behind almost into my tailgate.

A vehicle turning the opposite direction on the other side of the intersection had triggered this overwhelming response – a complete overreaction to what was necessary given a) we both had sufficient room to pass and b) this is an everyday occurrence at Australian intersections.

Given the intersection in question is six lanes wide at each side and with clearly defined turning lanes there is simply no excuse for the AEB to be triggered – let alone with such unnecessary severity.

If those situations are not bad enough, there is yet a third to report, this time in a 110km/h zone with Hyundai’s so-called Highway Driving Assist system activated.

Upon recognising a vehicle slowing to exit the highway – in a separate lane – some 250m ahead, the Elexio braked suddenly, decelerating sharply to 70km/h before I had time to react.

Fortunately, on this occasion, the driver following was doing so at a safe distance allowing her time for evasive action. It should not have been necessary.

All three of the responses listed here show the calibration of the Elexio’s “advanced driver assistance systems” is entirely out of step with realities of real-world driving. What might function in “lab conditions” back in China does not pass muster on Australian roads.

Add to this a driver monitoring system that does not allow the driver to look away from dead ahead, lane keeping assistants that are too rigid in enforcing “their” interpretation of the road markings, and an uptight over-speed monitor and you may just appreciate my umbrage.

In my view, this car should be withdrawn from sale immediately and remain off market until such time as these critical issues are rectified.

On everything else…?

While the Elexio’s ADAS calibration means I cannot recommend the car in its current form, it is pleasing (and at the same time frustrating) that the remainder of the vehicle is refreshingly good.

The Elexio steers and handles well and rides comfortably over mixed surfaces. Its course is not easily upset by mid-corner lumps and bumps, and road noise is reasonably well isolated.

While it’s true the gigantic (but oddly offset) infotainment screen is overcooked and almost entirely unnecessary, the menu system therein is reasonably straightforward. We appreciate still having hard buttons for things like lights and wipers but would like to have seen that extended to include the climate control.

Ergonomics are sound with a logical relationship between the driver and his primary controls. Outward visibility is likewise very good, with the exception of the view through the C- and D-pillar zone when reversing.

The quality of assembly and materials is to a very high standard, as is the finish of the exterior paint and body panels. We experienced no air leaks or rattles from inside the cabin, further adding to our view that this is a very well put together vehicle.

In terms of performance, we found the Elexio does present a little step-off lag, even in its sportiest driving mode. Once underway, it responds promptly to throttle inputs and offers acceptable overtaking performance.

The adaptable regenerative braking system can provide sufficient throttle pedal modulation – meaning you’re not constantly on and off the friction brakes in corners – while at the same time contributing slightly to energy recuperation.

The action of the friction brakes is natural and progressive, making the vehicle smooth and easy to stop – when the AEB system is not involved, that is.

On the downside, we found energy use overall only fair with just 360km achieved from a full charge, or roughly 24.4kWh/100km. Granted the majority of our driving was on the open road with just 20 per cent of our time with the Elexio spent in town.

There are also a number of things that we appreciated inside the cabin, such as the dual wireless phone charging ports that actually work, the flexible cup holder/oddment storage tray, generous door bins, center console, and glove box.

Automatic wiper and headlight calibration is likewise exceptionally good, as is the climate control, which warms the cabin promptly, and quiet in operation.

The car’s proximity locking and tailgate release also work very well while the cargo area provides a clean, flat floor and flat-folding rear seats to provide sufficient space for most family duties.

What Peter says:

My initial impression was hardly yawn-worthy – just another expensive two-tonne plus electric family box which Hyundai reckons will be its biggest selling BEV here.

Apart from the contrived Zorro-style D-pillar Elexio’s two box design has appeal particularly the four-element headlight array that adds a distinctive touch as opposed to cat’s eyes or crab claw lights nearly everywhere else.

The chunky wagon affords plenty of interior room particularly in the rear pew enhanced by its flat floor. While big doors aid access as does the raised ride height.

But the offset dash is a major pain and a complete distraction for the driver to use as it appears to be positioned more for the passenger, underlined by the fact that they have a duplicate screen directly in front of them – for gamers?

There are almost no conventional button controls on dash at all.

The usual array of (annoying) screen operated menus dominate the dash exacerbating the distraction factor.

Some Bluetooth dropouts were experienced at inopportune times that were difficult to reinstate unless stopped. Twin wireless phone chargers are provided and a V2L plug in the load space.

The interior has a minimalist, uncluttered appeal with big glasshouse and high-ish roof adding to the Tardis-like feel.

It has impressive build quality across materials, panel gaps, paint, plastics and interior fit and finish and kit in top of the range Elite is about on par with competitors.

The driving position is cluttered to the right of wheel with a multi-indicator wand and the gear selector in close proximity

A decent load space is available, the gesture tailgate is handy and easy fold rear seats offer a bigger load space, but the HUD readout is small and only easily accessible source of driver info.

Fully charged on departure from Hyundai head office the Elexio was showing 396km range, not 546km (WLTP) as claimed but it used precisely the 103km range on the 103km run home…

It gets going OK but is far from sporty. Its single motor powertrain is acceptable, rather than exciting.

Having a charge point on the driver’s side near the door limits recharge options – it should be in the middle at the front. Not that we charged it because the nearest facility is 15km away in a shopping centre basement.

In full Sports mode with ADAS annoyances disabled it is possible to have fun driving the FWD Elexio relatively fast as it’s quite a dab hand on fast B- and C roads swallowing up rough bits without flinching and stoically maintaining a steering arc while delivering a firm connected feel.

The brakes are good too, and the one pedal driving function is really handy.

Local dynamic calibration lifts the car to another level compared with much of its competition; I just wish they did a better job of the ADAS calibration.

My overall impression?

The Elexio is expensive for what it is. It looks OK, is well appointed inside, and goes better than expected, but has a typically exaggerated range claim and uptight ADAS calibration that makes it pretty hard to recommend.