Car and Driver Review of the Hundai Ioniq Hybrid
Design | Comfort | Technology | Operation | Rubber | Fuel Economy | Pricing | FAQ
The day the 2022 Hyundai Ioniq 5 arrived in my driveway, I tweeted that it was the nigh bonny vehicle I'll bulldoze this year, fifty-fifty though I have 44 weeks of cars left to examination. After a week at the captain, my opinion hasn't changed. Hot diggity dog, this affair looks fantastic within and out. That'd be plenty, just the Ioniq five is also a joy to airplane pilot, as costly as annihilation else in the class, and impressively well equipped, besides.
But that same week has revealed the kind of annoyances that would drive me bonkers if I put an Ioniq in my driveway. These issues are so minute you'll call back I'm a lunatic for being bothered, yet I also observe them so glaring I'm left wondering how they heck they made it out of Hyundai's design and engineering centers. Practice they ruin the Ioniq 5? Not the in the least – this is an excellent EV. Merely they're annoyances nonetheless.
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| Quick Stats | 2022 Hyundai Ioniq v Limited |
| Motors: | Dual Permanent-Magnet Synchronous |
| Output: | 320 Horsepower / 446 Pound-Anxiety |
| EV Range: | 256 Miles |
| Base Price: | $43,600 + $1,245 Destination |
| As-Tested Price: | $55,745 |
Gallery: 2022 Hyundai Ioniq 5: Review
- Exterior Color: Digital Teal
- Interior Color: Gray
- Wheel Size: twenty-inch
Permit me simply say it again: the Ioniq 5 is probably the virtually attractive car I'll bulldoze this year. I love everything about the design. The front is squat and wide, with a slit for the headlights and a black "grille" that sits just in a higher place a wide, silvery shield of trim that also lights up at night. The lines on the hood are abrupt and sculpted, but unfussy. In dorsum, the eight-bit taillights are a please – on more than than a few occasions, I merely stood behind the Ioniq locking and unlocking information technology to see the oversized pixels fire. The dot-matrix housing bridge sits higher up its own silverish trim slice, mirroring the front of the car.
Cladding surrounds the bottom of the car, kick upward on the rear bumper and at each door, with slashes on the cycle arches that mirror the saw blade wheels. This could accept been offensive – to hell with the SUV-ification of cars like the Ioniq 5, which are only a millimeter removed from a traditional hatchback – just the silverish stop is less visually heavy and provides a sharp dissimilarity to the body color.
The 5's profile is its best angle, highlighted past front and rear overhangs that remind me of my 2006 Mini. They're impressively brusque at both ends, while the wheels exist at the extreme limits of the vehicle's body. If anything, the Ioniq 5 does the archetype bulldog stance better than any of today'due south Minis. A sharp shoulder line extends from the rear end and meets a similar element that surges upwardly from the bottom of the rear wheel arch and, along with an aggressively raked D-pillar, gives the sense that the Ioniq is always moving. Information technology's all brilliant and anyone that thinks otherwise can close upwards, because I won't have it.
Critiques? I can think of merely one, and it has to exercise with Hyundai'southward muted color palette. It's as expressive as a doorknob, when this machine's body is begging for a shade to show off its lines. Requite me lime greenish, starburst yellow, or candy apple cerise – this blueprint deserves more than.
Similarly, the Ioniq'due south interior is just available in gray or black. I normally advise against lighter shades, but the gray improve shows off the attractive patterning on the leatherette upholstery and the slight contrast in the seat piping. Information technology's a better friction match to the white, Apple tree-like surroundings on the Mercedes-inspired digital cluster, also, which marries a gauge cluster and touchscreen in a single slab. Build quality is loftier, and all the materials feel solid and rich.
- Seating Chapters: 5
- Seating Configuration: 2 / 3
- Cargo Capacity: 27.2 / 59.3 Cubic Anxiety
Like the Volkswagen ID.four and Ford Mustang Mach-E, the first affair that greets you when opening the Ioniq's front doors is the immense space. The apartment floor and lack of a traditional manual tunnel brand the front end row feel wide open up. A centre console juts up from betwixt the seats, with a huge cubby, 2 cupholders, and USB-A inputs, but there's enough space Hyundai could go abroad with a front bench if it wanted. Joining that huge stowage surface area is an ample glove box and healthy door pockets. Trunk space is adequate at 27.ii cubic anxiety (and a max of 59.three), swallowing a big golf bag with room to spare.
| Headroom, Front/Rear | Legroom, Front end/Rear | Cargo Volume | |
| Hyundai Ioniq v | 39.1 / 37.5 Inches | 41.7 / 39.4 Inches | 27.2 / 59.3 Cubic Anxiety |
| Ford Mustang Mach-E | 38.ix / 39.3 Inches | 43.3 / 38.ane Inches | 29.vii / 59.7 Cubic Feet |
| Kia EV6 | 39.0 / 38.0 Inches | 42.4 / 39.0 Inches | 24.4 / fifty.2 Cubic Feet |
| Tesla Model Y | 41.0 / 39.4 Inches | 41.eight / 40.v Inches | thirty.2 / 76.2 Cubic Feet |
| Volkswagen ID.4 | forty.half-dozen / 37.9 Inches | 41.1 / 37.vi Inches | thirty.3 / 64.2 Cubic Feet |
The front chairs have a depression seating position and right-sized bolsters that make long journeys less backbreaking. Overall support for aggressive cornering is absent, but that's okay – after all, the seats are still comfortable and the Ioniq five is a lover, not a fighter. The Express trim does add together a slap-up Relaxation function that includes a pop-out footrest for the driver'due south seat. It's about as plush as the Max Recline seat in the Ford F-150 when it comes to catching some Zs.
The backseats are similarly spacious, with huge amounts of leg and headroom. I wouldn't hesitate to put iii adults back in that location on a 2-hour journey. Sizable, wide-opening doors make ingress and egress easy, while Hyundai's restraint with the Ioniq'due south beltline and roofline mean there'due south plenty of light. A standard panoramic roof adds to the airy sensation.
Because EVs don't have gas engine to hide things, command of road and wind noise is a high priority. Hyundai handles this with standard laminated glass on the front and rear doors and acoustic glass on the windshield. At that place's no active noise cancellation or other trickery, mainly because it's unnecessary. The Ioniq 5 is spookily quiet at speed, with virtually no current of air noise and only small amounts of tire roar from the 255/45/twenty Michelin Primacy all-seasons.
Ride quality is on par with the segment leader, the Volkswagen ID.four. The Ioniq struggles a fleck to maintain its rest on extremely pothole-ridden roads (tis the season in southeastern Michigan) but run-of-the-manufactory expansion joints and patch jobs are little match for the well-isolated Ioniq 5.
- Center Brandish: 12.3-inch Touchscreen
- Instrument Cluster Display: 12.3-inch
- Wireless Apple CarPlay or Android Machine: No
It's in the tech department where the Ioniq'due south annoyances ingather up. Its 12.three-inch touchscreen runs the same infotainment software as any other modern Hyundai or Kia, and then you'll enjoy cute graphics, sharp responses, and a logical option of menus and options. Wireless Apple CarPlay and Android Automobile are nonetheless absent-minded, of course, and information technology'south perplexing that this is notwithstanding a trouble on a new vehicle. The bigger woe comes when y'all desire to do little things, like plough on the heated seats.
Despite concrete climate controls that match any other Hyundai production, there is no hard button for the seat heater, ventilation, or heated steering cycle. You'll need to swipe left from the home screen, detect the appropriate icon, tap information technology, then drag a slider upwards or down only to realize y'all've gone as well far and need to make another adjustment. This is two or three steps too many while parked and it's downright perilous at highway speeds. I don't sympathize this decision when you consider the amount of real estate below the touchscreen.
Missing and poorly labeled features aside, the Ioniq v claws back points for only being well equipped. Everything is standard on the Limited trim (and in that location are no options on the base SE or SEL), and then customers demand just choose an interior and exterior color and sign on the dotted line. The Ioniq also introduces one novel feature that's already fabricated waves in the Usa market.
Every Ioniq 5 comes standard with vehicle-to-load (or V2L) capability. Not dissimilar Ford's ProPower Onboard system, the Ioniq 5 has two ports that evangelize up to three.6 kilowatts of power (more than anything but the range-topping ProPower setup on the hybrid-powered F-150). There'south a conventional three-prong plug under the rear bench, while a 120-volt adapter for the exterior accuse port allows owners to draw power from in that location, too.
- Motor: Dual Permanent-Magnet Synchronous
- Output: 320 Horsepower / 446 Pound-Anxiety
- Transmission: Single-Speed Automatic
The dual-motor Ioniq 5 is the well-nigh powerful fellow member of the family, with its twin permanent-magnet synchronous motors and 77.four-kilowatt-hour battery pack producing combined output figures of 320 horsepower and 446 pound-anxiety of torque. Hyundai doesn't publish zero-to-threescore numbers, but the range-topping Ioniq 5 broadly mirrors the dual-motor Ford Mustang Mach-E with the extended range battery, both in terms of output (346 hp and 428 lb-ft) and weight (4,662 pounds for the Ioniq and 4,838 pounds for the Mach-E).
And yet the Ioniq feels slightly slower. Most estimates I've seen indicate a v.1-second sprint. That's downwardly three-tenths on the Mach-Eastward and Tesla Model Y Long Range, but it's a fair fleck quicker than the dual-motor Volkswagen ID.iv (295 hp, 229 lb-ft, and v.eight seconds to 60). Still, the surge of instant-on torque makes the Ioniq feel nippier than the vast bulk of similarly sized combustion-powered crossovers, then if you're coming from gas, you lot'll hardly notice the relative lack of pace.
But even relative to the sedate ID.4, the Ioniq does picayune to put you in the mood for operation. Sport Modes in the Mach-Eastward and ID.iv elicit a pleasant, if hardly aggressive, acceleration sound that'due south almost absent in the Ioniq five. There's trivial acoustical excitement that comes from pegging the go pedal in this Hyundai, and I can't fathom why. The standard pedestrian warning sound is appetizing enough, so it's not like Hyundai doesn't know how to make proficient noises.
Likewise, the Ioniq 5 is a competent simply uninspiring handler. The steering loads up nicely and you can experience the depression eye of gravity in the mode the weight loads in corners, but the soft suspension tuning and Michelin Primacy Tour all-season rubber limit the ultimate handling ability. Drivers that value agility in their EV will be happier with a Mach-E.
The friction brakes perform well, simply with four different levels of regen including a strong 1-pedal setting, I rarely used them. When the mechanical stoppers did appoint, pedal feel was anticipated and piece of cake to modulate with little depression-speed grabbiness. That makes the Ioniq easier to manage in parking lots or in stop-and-get traffic.
- Commuter Aid Level: SAE Level 2 (Hands-On)
- NHTSA Rating: Not Rated
- IIHS Rating: Not Rated
The Ioniq 5 Express comes with every active safety system in the Hyundai catalog as standard. That includes the latest version of Highway Driving Help, HDA II, and includes an automatic lane-change function. Tap the turn signal while HDA 2 is active and the Ioniq will move in the desired direction if the lane is articulate. Just this functionality is a trivial too deliberate in its deportment, moving over in a more restrained way than you'll discover in a Mercedes-Benz product with similar technology. It was nearly e'er easier and faster to change lanes myself.
Across the lane-modify part, the Ioniq 5 and HDA 2 are a great friction match, with the agile rubber system managing lane intrusions predictably and keeping the EV well-positioned in its lane – it'll default to the center, only if an adjacent vehicle intrudes on its own dotted lines, the Ioniq five will compensate slightly to maintain safe altitude. Activation remains a cinch, too. Select a speed for the adaptive prowl command and HDA II comes online – drivers can deactivate it and rely on the standard ACC organization at the touch on of a push. Simply I practise have some safety concerns across the onboard technology.
The Ioniq 5 does not offering a rear windshield wiper, and subsequently less than 100 miles of driving on wet, salty roads, I could barely see out the back. I imagine this will be an even bigger result in dusty environments. Also, while the Ioniq'southward popular-out door handles are neat, they don't stow away unless the auto is locked. Forget to tap the keyfob and the Ioniq 5 essentially advertises that it and the items inside are open up for the taking. The Ioniq isn't lonely in this flaw, just it'due south a real safe concern that deserves to exist chosen out.
- EV Range: 256 Miles
- Efficiency (MPGe): 110 City / 87 Highway / 98 Combined
- Max Charge DC Charge Rate: 250 Kilowatts
The dual-motor Ioniq, available in SE, SEL, and Limited trim, has an EPA-estimated range of 256 miles. Opt for a single motor and y'all'll (somewhen) have the choice of a standard or extended-range battery pack – the former is only bachelor with the SE trim and tin can embrace 220 miles on a charge, while the latter is available with all iii trims and packs 303 miles worth of electrons. The EPA besides rates my Express AWD at 110 mpge city, 87 highway, and 98 combined.
Hyundai future-proofed the Ioniq five by installing an 800-volt electrical architecture. This allows a peak recharge speed of 250 kilowatts on a compatible DC fast charger – the Ioniq v with the extended range bombardment can go from 10 to 80 percent charge in but xviii minutes. If you can't find a DC charger that can muster the peak recharge rate, don't fret, because a 150-kilowatt charger will take an estimated 25 minutes to become from 10 to 80 pct. If yous do most of your charging at home (which, let'due south face information technology, is the case with nearly customers), a 240-volt home charger will zap the 77.iv-kilowatt-hour battery to 100 per centum in half-dozen.75 hours.
Here'southward how the Ioniq shakes out relative to its main competitors:
| EV Range: | Charge Time @ 240V | Charge Time @ DC | |
| Hyundai Ioniq 5 Limited | 256 Miles | six.75 @ 10.ix kW (ten-100 Percent) | 18 Minutes @ 250 kW (10-fourscore Percent) |
| Ford Mustang Mach-E (Extended Range AWD) | 270 Miles | x Hours @ 10.5 kW | 45 Minutes @ 150 kW (10-fourscore Percent) |
| Kia EV6 GT-Line AWD | 274 Miles | seven.ii Hours @ xi kW | 44 Minutes @ 240 kW |
| Nissan Ariya Platinum AWD | 265 Miles | Northward/A @ 7.2 kW | N/A @ 130 kW |
| Tesla Model Y Long Range AWD | 330 Miles | 11 Hours @ N/A | North/A @ 250 kW |
| Volkswagen ID.4 AWD | 245 Miles | vii.5 Hours @ 11kW | 38 Minutes @ 125 kW (5-80 Percentage) |
- Base Price: $43,600 + $one,245 Destination
- Trim Base of operations Price: $51,845
- As-Tested Toll: $55,745
Prices for the Ioniq 5 start at $44,895 (including a $i,245 destination charge) for a rear-drive SE with the extended-range bombardment and 303-mile range. A standard-range bombardment volition be available in the spring of 2022, driving the Ioniq's base price downward to $twoscore,945. The mid-range SEL starts at $47,145, while the Limited demands $51,845. A dual-motor all-wheel-drive pick costs $3,500 on the SE and SEL and $3,900 on the Limited. Beyond that lone pick, the only other pick consumers need to make is which of the half dozen no-cost exterior colors and two interior shades they desire.
Out the door, my $55,745 Ioniq 5's price is broadly boilerplate for the segment. Here's how the it shakes out relative to the competition.
| Trim Base Price: | |
| Hyundai Ioniq Express | $54,500 + $1,245 Destination |
| Ford Mustang Mach-East Premium (Extended Range/AWD) | $57,800 + $1,100 Destination |
| Kia EV6 GT-Line AWD | $55,900 + $1,215 Destination |
| Nissan Ariya Platinum AWD | $58,950 + $1,175 Destination |
| Tesla Model Y Long Range | $sixty,900 + $one,200 Destination |
| Volkswagen ID.4 Pro S AWD | $48,940 + $1,195 Destination |
Hyundai'south pricing for the Ioniq is certainly competitive. But whether you can detect a dealer that wants to sell you ane at MSRP is some other question. There isn't a single Ioniq five for auction in the groovy state of Michigan, while the nearest dealer – Classic Hyundai in Mentor, Ohio – is slapping several thousand dollars in markups on its cars. Counting a pre-added $1,000 paint treatment, an Ioniq five Express similar mine is currently listed at Classic for $63,930, over $viii,000 more than the car I drove. The lack of availability, odd missteps, and dealer greed make it hard to recommend you run out and buy an Ioniq 5.
The good news is that eventually supply will catch up with demand, causing dealers to cease with their price gouging. And hopefully, Hyundai addresses the niggles mentioned here. When that happens, I'll recommend the Ioniq five wholeheartedly as my favorite motorcar in the segment.
- Ford Mustang Mach-E: 9.1 / 10
- Kia EV6: nine.2 / 10
- Nissan Ariya: Not Rated
- Tesla Model Y: Not Rated
- Volkswagen ID.4: 8.8 / 10
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Source: https://www.motor1.com/reviews/570382/2022-hyundai-ioniq5-review/