Hyundai Ioniq 5 review

The Ioniq 5 offers a fairly comprehensive range of battery and motor combinations, starting with a 58kWh battery that's always paired with a single 166bhp motor. From 2023, the 5 has gained a larger 77.4kWh battery (shared with the Ioniq 6), that can either be had in rear-wheel drive or four-wheel drive formats, now ranging from 225bhp (up from 214bhp previously) to 320bhp thanks to an additional front motor. Here, we've tested the previous 300bhp top-of-the-range Ioniq 5. 

Hyundai claims a range of 238 miles for the 58kWh version, rising to 315 miles for the rear-driven 77kWh car and 301 miles for the dual-motor one. With prices ranging between £41,595 and £56,095, it’s all very much in line with the Ford Mustang Mach-E and Volkswagen ID 4.

Isn’t it unfair to compare a hatchback with SUVs, though? Actually, something that doesn’t show well in photos is that this is a big car. At 4.6m long and nearly 1.9m wide without the mirrors, it’s longer than the Hyundai Hyundai Tucson and wider than the Hyundai Santa Fe. Those wheels may look sensibly sized, but they're really a massive 20in, with a meaty 45-aspect sidewall on the tyres as well. 

The feeling of the Ioniq 5 not being what it looks like continues when you step inside. You sit high up, with the steering wheel slightly too far away than is ideal for tall drivers. No doubt helped by the white upholstery of our test car and the flat floor, the cabin feels airy, and it gives you a great view out.  

The airiness is no illusion, either, as the Ioniq 5 is extremely spacious, with plenty of head room and space across the shoulders, while rear passengers can actually use the adjustable rear seats and stretch out.

The one downside of having batteries and motors under the floor is that the boot is quite shallow, although no more so than in the ID 4. The perfunctory 'frunk' makes little difference. 

It’s a great place to be, with an original design, mostly high-quality materials (in this Ultimate-spec test car, at least). The very comfy (but optional) 'premium' seats have a laid-back lounge mode, with a leg rest that pops up to make waiting for your car to charge at least a more pleasant experience than spending your time in a nearby McDonalds. 

The infotainment touchscreen works quickly and logically enough, and there's a row of physical shortcut buttons and separate climate controls. Annoyingly, though, there’s no physical ‘home’ button and the heated seats and heated steering wheel require a couple of taps on the screen. 

That the Ioniq 5 isn’t actually a sleek hatchback is by no means a bad thing, because it's very much a comfy cruiser to drive. We drove a prototype that was very close to production spec a few months ago, and that must have been very close indeed, because some of the same reservations remain.  

In general, the ride is impressively soft and comfortable, and potholes are adroitly dealt with. A touch more control wouldn’t go amiss, as the car can feel too floaty over some undulations. The choice to make it resolutely comfortable is commendable, though.

It also means you shouldn’t go looking for any sportiness. There's adequate grip and the steering has a reassuring and natural weight to it, but the response can be a touch unpredictable. The body rolls and particularly nasty ridges can make the car feel like a ship at sea when they’re taken too quickly.

However, take it easy and the Ioniq 5 offers a relaxed experience. It’s also very at home on the motorway, with good noise suppression and reasonably clever adaptive cruise control as standard. 

As these EVs tend to be, the Ioniq 5 is startlingly fast for something that's positioned as a sensible family car, sprinting to 62mph in just 5.2sec with hardly any noise while imperceptibly managing traction. You would do well to detect any rear-bias in the four-wheel drive drivetrain, but it does mean that torque-steer is pleasantly absent. Switch the traction control off in the rear-drive version, and it can feel very rear-drive indeed.

Planting your foot too often means you won’t see the claimed 282-mile range; Drive the Ioniq 5 more sensibly and it's pretty efficient for a big EV. 3.2mpkWh is doable in the dual-motor car, rising to 3.4mpkWh in the single-motor car.

The Ioniq 5 has a distinct character, both in its style and the way it chooses comfort over sharp dynamics, and pulls it off well. Add in the 235kW charging capability, and it means it's easily one of our favourite medium-sized EV SUVs, alongside with the mechanically similar but sportier Kia EV6 and the more practical and sensible Skoda Enyaq.