FIRE TESTJust a year after its launch, the Hyundai Ioniq 5 already has a bigger battery pack, a tighter chassis and better battery heating. Is the electric SUV as hip now as it should have been from the beginning?
Hyundai Ioniq 5 77 kWh AWD (325 hp/ 239 kW), from €58,495
If you already drive a Hyundai Ioniq 5, you can be sure: the updated battery heater of the tested 2022 model can also be switched on again for models built in 2021. A welcome improvement: thanks to this system, the car can start its own battery pack. on the road, so you can reach the promised charging speeds at a fast charging station. Hyundai claims you can charge from 10 to 80 percent in 18 minutes, but so far the Ioniq 5 hasn’t lived up to that promise. The updated version delivers better scores, although the claimed 240 kilowatts were not achieved during the cold test period.
Especially in the test version (above), with two electric motors and 20-inch wheels, the top Ioniq 5 is still no miracle of economy and efficiency. The 2022 Vintage benefits from its slightly larger battery pack (from 73.0 to 77.4 kWh), but in reality you can get about 380 kilometers on a single battery charge in winter.
So you are baked for almost all trips in the Netherlands, but mileage eaters better choose the variant with one engine and narrow tires. Hyundai likes to present the Ioniq 5 as a next-generation electric car, but unfortunately it doesn’t rise above the mid-range bracket in terms of range.
He will from now on in terms of driving, because the drastic chassis modification seems to be a big improvement. Where the first copies had some suspension and pushed on their dampers, the latest generation has better control of body dynamics. So, on good roads you have a tighter steering wheel, while on rough (high vibration) road surfaces the fluids tend to flex a bit. There is no lack of space: the luggage compartment is spacious and deep, the rear seat can be slid and folded horizontally.
+ Improve driving characteristics.
+ Lots of luxury, space and comfort.
+ Smooth performance.
– Average level.
– The AWD version does not use energy.
– Does not charge very fast.
It’s surprising that Hyundai makes such a big change to such a popular model after just one year. But the Ioniq 5 has been the best of it. This is one of the best electric family cars out there right now, but it could help with a longer range.
Additional test tips
The new Ioniq 5 battery pack is similar to the one that Hyundai’s sister brand Kia installs in the more expensive EV6 versions. It also has a capacity of 77.4 kilowatt hours and according to Kia, their model can travel 528 km on a single charge, compared to 507 km claimed by Hyundai.
To get more than 500 kilometers on a charge, you should choose versions with rear-wheel drive only. The RWD (from Rear Wheel Drive) variant of the Ioniq 5 is not heavy and uses its energy more efficiently. For the AWD (or All-Wheel Drive) version, Hyundai specifies a WLTP driving range of up to 481 km.
There’s also the Ioniq 5 with a smaller 58-kilowatt-hour battery pack. This is always connected to one electric motor with a capacity of 170 hp, or 125 kilowatts. According to Hyundai, the more compact battery should be good for a feasible range of 384 kilometers per charge. In practice, you will soon reach around 300. The smaller battery pack also reduces the price significantly: the Ioniq 5 with 58 kWh is available from €46,795, while the cheapest version with 77.4 kWh should cost at least €50,395.
The tested AWD has two motors and together they provide a lot of power. Especially in Game mode, they open it up with all their desire on the ball. The pulling force is also more than good: with 605 Newton meters of torque (pulling force), the Hyundai accelerates more easily. According to the factory, this powerful Ioniq 5 accelerates from 0 to 100 km/h in 5.1 seconds, while the top speed (for all versions) is limited to 185 km/h.
In terms of performance, the Ioniq 5 should recognize its superiority in models such as the Tesla Model Y Performance and the Kia EV6 GT, but Hyundai’s fastest version will follow in 2023. This Ioniq 5 is the first electric Hyundai to receive the N extension, as also available on the i20 and i30. According to the latest reports, the sports variant will get ‘more than 500 hp’.
Hyundai integrates the car’s braking system with paddles integrated into the steering column. This allows you to quickly and easily adjust the level of braking in the electric car (and therefore the level of the so-called regenerative braking, which the car can store the kinetic energy released in the battery pack) to the conditions (traffic) of the time.
It is also possible to choose automatic mode, in which Hyundai reacts, among other things, to stop traffic in front of the car. Especially this position is very comfortable. Who wants to come to a complete stop without touching the brake pedal (one pedal to drive it is also called) can hold the left paddle and the car stops completely. This combination is sufficient and it is very clear that the braking system of the Ioniq is one of the best systems you can find in modern electric cars.
Less enthusiastic is the sometimes overactive driver assistance systems. The Ioniq 5 has the second generation of Highway Driving Assistance (HDA 2), which includes adaptive cruise control, lane keeping and active steering assistance. The individual systems work well, but especially the steering assistant and lane keepers quickly panic for no reason. Instead of helping you guide you around corners – as we’re increasingly seeing with systems that work well – Hyundai’s systems throw in the towel sooner than you expect.
The Ioniq 5 does not inform its driver very well about what is happening around the car. This reduces the blind spot because the image of the side cameras is displayed on the counter block as soon as you indicate the direction. This works very well and contributes to the level of security.
Speaking of cameras: from the new 2022 model year, the Ioniq 5 is available with digital exterior mirrors. Traditional mirrors are replaced by cameras that send their images to small screens in the far corners of the dashboard. It looks modern, makes a difference in the air resistance (and therefore energy consumption) of the car and works perfectly, even in dark conditions. Two disclaimers: the digital ‘mirrors’ cost €1400 more and according to Hyundai, the delivery time of the new Ioniq 5 is already increasing due to limited availability.
The interior of the Ioniq 5 looks amazing and modern. The usual cockpit is not there, because all the information is displayed on the elegant and rectangular dashboard screen. In addition, there is no tunnel installed between the front seats. Instead, you have access to a deep, sliding box with plenty of storage space.
It all looks pretty, but Hyundai has gone a long way in digitally refining the Ioniq 5’s workplace. Of course there are no physical keys anymore and that doesn’t always work well because you have to scroll through the menus via the touch screen. However, there are shortcut keys (including the steering wheel) that you can assign the functions you want.
It’s also nice that there’s a ‘touch button cluster’ to operate the climate control. Although it is a pity that you have to go into the menu of seat heating and ventilation and heating of your steering wheel. In the small Kona Electric, those buttons (if the car is equipped with that option) are well placed between the front seats and those options ensure that the younger and older brother of the Ioniq 5 surpasses in ease of use.
There is an additional cargo area in the nose, although it is not very deep with the tested AWD. To store your charging cable in it, you have to fold it very well, otherwise it won’t fit. Due to the lack of a front electric motor, the RWD versions have a deeper gearbox. However, Hyundai would do well to include ‘bonnet unlock’ in the key: now you have to dive into your footwell the old fashioned way to unlock the ‘frunk’. Tesla really has the best things like that.
Then charging: a three-phase charger is available as standard, which the Ioniq 5 can charge at a maximum rate of 11 kilowatts at a standard charging station. It then takes about seven hours for a completely empty battery pack to be fully charged again.
The standard equipment of the Ioniq 5 is already quite spacious. The cheapest model also has interesting systems such as adaptive cruise control, fully automatic air conditioning, active lane assist and DAB + radio with well-functioning volume control, Android Auto and Apple Carplay.
The Connect adds, among other things, a premium sound system from Bose, as well as electric and heated front seats, an automatic tailgate, blind spot detection and a wireless charger for your phone. This version also has the popular Vehicle-to-Load system, which can power other electrical devices through two 230-volt sockets. One power point can be found inside under the back seat, the other works via an adapter in the charging port outside the car. Anyone who wants to buy this system separately from the Style pays an additional €795 for it.
Surprisingly, Hyundai offers very few options on the Ioniq 5. With the top-end Lounge you can no longer choose extras, except for the €895 glass panel roof. And if you want, you can go for 19-inch wheels instead of the standard 20-inch wheels. Those smaller wheels may seem a little exciting, but they make the Ioniq 5 more efficient.
In our extensive Autotest file you will find all previously published tests.
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