Hyundai IONIQ 5 review

Driving position

Because the IONIQ 5 is built on a dedicated electric vehicle architecture, Hyundai doesn't need to fit an engine under the bonnet, which means the cabin can be pushed further out into the corners.

It ultimately means you get an open and airy cabin, and the IONIQ 5 is better off for that because it never feels cramped despite only being a smaller crossover.

There's plenty of adjustment in the front seats, which have lumbar support for the driver and operate electrically on Premium trim and above (like our test car).

We didn't get to try the relaxation seats, which recline back with a built-in leg rest, but we've tried them on other Hyundai cars. While they're ideal for charging stops, in reality they're little more than a gimmick.

Rearward visibility can be helped by a digital rear-view mirror in Ultimate and N Line S models, but the shape of the car and the rear windscreen mean that visibility is better than average, even with a regular mirror.

We weren't too much of a fan of the centre console area, which all feels very open and exposed. Generally, cars tend to have a wraparound cockpit sort of feel that cocoons you in, which we prefer, but this is a matter of personal preference.

The reality is that there's stacks of storage either way, so you're not missing out by having the IONIQ 5's open cabin design.

Tech and features

When it first launched, the IONIQ 5 arguably led the pack when it came to in-car tech, but with so many more large electric hatchbacks and compact electric crossovers now flooding the market, does it still have what it takes?

As standard, you get dual 12.3-inch displays for the instrument cluster and infotainment on all trims, and the instruments have been updated for a simpler and clearer look.

All trims get Hyundai's Bluelink system which means free over-the-air (OTA) updates, as well as internet-based navigation and EV-specific features like charging.

Wireless Apple CarPlay and Android Auto are also standard-fit, but the wireless phone charger isn't. You'll need Premium or above for that convenience.

Top-spec models also get options like an upgraded BOSE sound system and a head-up display, as well as upgrades to the key that let you move the vehicle back and forth into a parking space. Handy for when someone's parked a bit too close for your liking.

Electric motors and power

There are three motor options – two rear-wheel--drive variants with 170hp or 228hp, or an all-wheel--drive, dual-motor model with 325hp.

We tried the mid-spec 228hp model, and while the near-60hp jump might sound useful, it also comes with the bigger of the two batteries so it's heavier.

The result is 0-62mph in 7.5 seconds (compared with 8.5 seconds for the entry-tier car), which is neither here nor there. It's fast enough to get you out of trouble, but doesn't feel lightning fast.

We absolutely love the option to have five different levels of regenerative braking, from off through levels 1-3 to i-PEDAL, which is full one-pedal driving.

As expected, these change how much throttle you need to accelerate in order to make space for the lift-off regeneration effect, so i-PEDAL mode needs a good jab at the throttle to get it going. We found this to make the car feel slower than it actually is.

If you're left wanting a little more, the 325hp motors get the car to 62mph in 5.3 seconds, which is a noticeable jump. That's quicker than the 313hp MINI Countryman SE ALL4 (5.6 seconds) but a touch slower than the quickest versions of other similar cars, like the Genesis GV60 and Volvo EX40.

For maximum performance, consider the 650hp IONIQ 5 N, which can do the timed sprint in 3.4 seconds.

Handling and ride comfort

The Hyundai IONIQ 5 has relatively large batteries for this class of car, which does two things – it makes it slightly heavier, hence the need for pretty powerful motors, but it also lowers the centre of gravity even more.

This is really good, because it gives the IONIQ 5 a planted feel that's confidence-inspiring, even when you're going into corners.

However, it's not really the sort of car for spirited driving. It's brisk, but not fast, and it's comfortable if not lacking in some lateral seat support, which means you'll want to be driving this car fairly sedately.

This is the IONIQ 5's optimal mode, because the light steering and good outward visibility make it easy to navigate through cities and towns despite its chunky exterior dimensions.

On the motorway, wind and road noise don't intrude too much, which takes some doing with an electric car when there's no noisy engine to mask those sounds.

Boot space

The IONIQ 5 is all about practicality, and it has boot space in buckets. 520 litres, in fact. That's around 100 litres more than the Volvo EX40 (419 litres) and a big chunk more than the MINI Countryman (460 litres).

With the seats folded, space ramps up to 1,580 litres. That figure is pretty meaningless to most of us, but just know it's 130 litres more than the Countryman and 285 litres more than the EX40.

You don't get a lot of space under the boot floor because it's narrow, but the false floor does two very important jobs – it raises the height of the floor to make it easier to slide things in and out of the main boot, and it also provides a secret storage space for valuables or charging cables out of sight.

Get this, though – the Hyundai IONIQ 5 is in the minority with a huge 57-litre froot (front boot).

Most rivals don't even have this, and we wish they did, so hats off to Hyundai for maximising the practicality of its dedicated EV platform.

Rear seats

Given the long wheelbase, rear-seat space is immense. We're talking near-limo levels of space, so there's no chance of bumping your knees on the front seats (or your head on the headlining).

All models come with sliding and reclining seats, but top-spec cars can get optional electrically sliding rear seats which could be a first in this class.

High-spec Ultimate and N Line S versions also get heated rear seats, but given the IONIQ 5 is all about passenger comfort and tech, we think standard-fit heated rear seats could help it to stand out as the ultimate electric family crossover in a highly populated area of the market.

Storage solutions

Up front you get a deep central storage area, including space under the armrest and lower down nearer to the floor, plus a clever sliding console in all but the Advance trim.

This area sticks up a bit like a podium, on top of which are two cupholders and a wireless phone charger (when fitted). A strange bump in the charging pad does make it awkward for some phones to stay put, especially if you're not using a case.

Space in the rear seatback pockets, door bins and glovebox is about as good as it gets, so you'll have no excuse for having a messy car.

Safety

Forget the usual, standard array of passive safety systems – this Hyundai is all about the driver aids.

The IONIQ 5 comes with Forward Collision Avoidance (FCA) and Highway Driving Assist (HDA) across the range – all but the entry-level model also gets junction support for FCA and an upgraded HDA system too.

Smart cruise control with junction assist and lane-keep assist are also included, and it's nice to be able to control these two things separately rather than having to commit to speed and steering support in one.

It's a shame that the Blind Spot View Monitor is only on higher trims and the Tech Pack. Our Premium test car didn't have it, and yet all Tesla models come with a similar system across the range.

For the IONIQ 5, it means a live camera feed shows in the digital instrument cluster when you indicate to show you your blind spot. A neat feature that, at the moment, makes Hyundai (and sister company Kia) stand out against all of its rivals.

Range and charging

There are two battery choices on offer with the IONIQ 5 – a 63kWh unit for the smaller motor and an 84kWh unit for the upgraded motor and the all-wheel-drive model. Being that we had the 228hp motor, we were also lumped with the heavier 84kWh battery.

It's capable of 354 miles of range if you listen to the official figures, but we all know this is generally far-fetched. In our testing, we were getting a maximum range of 326 miles, which is really close to the theoretical maximum range – a truly impressive feat.

We averaged 3.9 miles/kWh, which is about bang on where this car should be, but pair the same battery and motor configuration with higher trim levels and you'll see efficiency drop a bit.

The entry-level 63kWh model is technically the most efficient (4.0 mi/kWh), and we think you could get at least 250 miles of range if you're careful (273 miles officially).

The least efficient, at 3.4 mi/kWh, is the all-wheel-drive model. It uses the same 84kWh battery we had but has a 307 to 311-mile range.

Pre-facelift models came with a 58kWh battery (238 miles) or a 77.4kWh battery (315 miles), and earlier models had an even smaller 72.6kWh battery (300 miles), so the bigger batteries are certainly worth it if you want those extra miles.

Because of the 800V architecture, you can plug the IONIQ 5 into a 350kW charger for a 10-100% charge in just 18 minutes, regardless of battery size.

They all charge at a peak rate of 260kW (way above most rivals), but you'll need a faster charger to support the 800V car.

For up to 318 miles of range in 18 minutes in the mid-spec model, that's truly impressive. Talk about a party trick – none of the IONIQ 5's rivals come close to this apart from the mechanically-similar Kia EV6.

Even the Tesla Model Y only manages up to 166 miles of range in a 15-minute charge, taking on up to 250kW during peak flow.

Reliability

The Hyundai IONIQ 5 has been on sale in one form or another since 2021, and has proven to be a popular car since then. It means we have plenty of data to suggest it's actually a highly reliable option.

Not that we'd expect anything else from Hyundai, which offers all of its cars including the IONIQ 5 with a five-year/unlimited-mileage warranty.

The battery has its own eight-year/100,000-mile cover against excessive degradation too, so there's no need to worry about the longevity of the Hyundai IONIQ 5.