The Ioniq 5 isn’t Hyundai’s first EV, but it is their first EV that happens to turn heads. If you’ve only seen it from pictures, you’d presume it’s sized like a compact hatchback, sort of like a retro-futuristic Pony—the brand’s first mass-produced and exported car. However, it’s a big all-electric crossover. You can credit the bespoke E-GMP platform for that, and it’s a strength that Hyundai keeps on leaning on to make this one of the brightest gems for the year.
Starting with the looks, there’s no two ways about it: it’s a stunner. Not only is it able to nail all its aero (0.28 co-efficient of drag) and pedestrian safety targets, but it does so by looking like it belongs in 2050 Seoul than in present day Manila. Design-wise, there’s a lot of detail to take in here and that could have been a recipe for being labeled as over styled, but somehow, everything works well together. The matte paint job, the generous use of slats, and the clever use of lighting all convey a sense of originality that’s so far lacking from every other EV launched in the market thus far.
Measuring in at 4,635 mm and 1,605 mm tall (ground clearance at 160 mm), its exterior dimensions are very close to that of the Tucson. Yet, because of its 3,000 mm wheelbase—longer than even the full-sized Palisade SUV—it gives everyone aboard a remarkable amount of space. More on that later.
More importantly for people suffering from range anxiety, the generous distance between the two axles helps cram a 72.6-kWh (about 70-kWh usable) lithium-ion battery. Officially, Hyundai reckons it’ll go 451 kilometers before losing all electrons, but based on actual usage, a 100 percent charge yields a lower, but still respectable figure of 399 kilometers. Its 5.7 km/kWh figure is 0.3 km/kWh lower than the Ioniq 6, but way higher than the BMW iX3 (5.2 km/kWh), iX (5 km/kWh), Jaguar I-PACE (4.39 km/kWh), and Audi e-Tron SUV (4.5 km/kWh).
Despite having to lug around 2,070 kilograms of curb weight, the Ioniq 5 manages to feel quick. It easily shrugs off all that mass thanks to its all-electric torque (350 Nm from zero rpm). With 217 horsepower at its disposal, it makes short work of traffic or highway merging, but progress does start to wane beyond 120 km/h. Regardless, it’s an SUV that relishes quick overtaking maneuvers. Better yet, there’s no discernable motor whine; just a tad of wind noise emanating from the side view mirrors.
The Ioniq 5 isn’t the sort of car you’ll seek corners in, but show it a couple and it’ll deal with them just fine. It steers quickly and accurately, imbuing it with a sense of agility until physics ultimately start catching up. Still, despite its weight and softly-sprung suspension, there’s plenty of grip on offer giving you confidence at all speeds. Plus, that comfort-oriented suspension means it’ll smother up most bumps and potholes very well. It’s only over faster, undulating surfaces—like that stretch on EDSA from the Ortigas Flyover fronting Corinthians to White Plains—that things get somewhat bouncy. Thankfully that E-GMP platform is one solid piece of work.
Going back to the subject of the Ioniq 5’s cabin, the visual focus falls on the pair of 12.3-inch screens set atop the dashboard. The graphics are sharp and the responses quick, but somehow, no matter how you adjust it, the steering wheel always happens to block a small portion of the driver’s cluster, particularly the PRND or the speedometer when the blind spot camera turns on. Tapping on the far-right area of the center screen, meanwhile, requires extra-long arms or a good stretch for the vertically challenged.
That small ergonomic hiccup aside, it’s easy to get used to and like the Ioniq 5’s cabin. Getting a comfortable seating position is easy thanks to standard electronic adjustment to the driver’s seat and a good range of movement in the tilt/telescopic steering wheel. The resulting driving position is more lofty than sporty, but visibility all around is good. However, it’s weird Hyundai didn’t see the need to fit a rear wiper. That decision is even more questionable as the rear camera (as do the front) gets easily mucked up. When the driver’s not driving, there’s a built-in footrest to help engage “Relaxation Comfort” mode. Weird, the front passenger doesn’t have it. Still, kudos to Hyundai for providing a lounge-like atmosphere complete with a nice, minimalist look as well as ingenuity when it comes to material and lighting usage.
There’s tons of space inside the Ioniq 5, and no one will have any problems sharing the available legroom. Headroom though isn’t quite as impressive, but there’s still enough for most adults to sit comfortably without having to get intimate with the roof lining. Unique to the people at the front is what Hyundai calls the “Universal Island.” It slides the entire center console fore or aft by 140 mm. This helps owners either free up even more legroom or share charging ports all around. And thanks to its flat floor construction, it also allows the driver or front passenger to sidestep out via the opposite door in case you find yourself parked in a narrow spot.
Like the Universal Island, the rear seats are equally flexible, just not in the usual way. The rear seats still fold in a 60/40 split, but they do slide back and forth, and can be reclined. At 531 liters, the cargo hold is flat and generous. The false floor also reveals a cellar of storage underneath that can swallow not just the charging cable, but also the tire mobility kit, tow hooks, and early warning device with room to spare. At the front, there’s a lidded 57-liter bin as well.
For the Philippine market, Hyundai’s offering two versions of the Ioniq 5: the standard range version for P 3.068 million, and the one tested, the long range version for P 3.698 million. That P 630,000 price difference not only nets you a bigger battery as its name suggests, but more power, tons more equipment, and the complete Hyundai SmartSense system. Now, as far as advanced driver assist systems go, SmartSense tends to over nanny the driver, but on the Ioniq 5 (and only on the Ioniq 5 so far), the warning volume can be set to “off.” This leaves only haptic and visual warnings for systems like the Lane Departure Warning, Blind Spot Warning, and such. More Hyundais should have this.
All in all, the Hyundai Ioniq 5 not only provides great range, a spacious and practical interior, and peaceful cruising manners, but it does so with standout looks as well. By taking the approach that people will more likely consider an EV if it’s desirable as it is capable, it has managed to blur boundaries, challenge the status quo, and makes you yearn to go Korean. Hyundai’s onto something with the Ioniq 5, and everyone should take notice.
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2023 Hyundai Ioniq 5 GLS 2WD Long Range |
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| Bottom Line | |
| Pros | Stunning looks, excellent real-world range, extremely roomy, highly flexible. |
| Cons | Lack of a rear wiper, cameras get obscured easily. |
| TL;DR | Our favorite car of 2023 (so far). |
| Ownership | |
| Year Introduced | 2023 |
| Warranty |
5 years / 200,000
kilometers 8 years / 160,000 kilometers (for high-voltage battery) |
| The Basics | |
| Body Type | Compact SUV |
| Seating | 5 |
| Engine / Drive | R/R |
| Under the Hood | |
| Motor Type | Permanent Magnet Synchronous Motor |
| Maximum Output (BHP) | 217 |
| Maximum Torque (Nm) | 350 |
| Battery Size (kWh) | 72.6 (70 usable) |
| Architecture (V) | 800 |
| Range, WLTP (km) | 451 |
| Range, As Tested (km) | 399 |
| Energy Consumption (km/kWh) | 5.7 (average 12 km/h) |
| Estimated Charging Time, 1-Phase AC (0-100%) | 10 hours |
| Estimated Charging Time, DC (10-80%) | 0.3 hours |
| Charge Port | Type 2 / CCS |
| Transmission | Single Speed AT |
| Cruise Control | Yes, Adaptive |
| Dimensions and Weights | |
| Length (mm) | 4,635 |
| Width (mm) | 1,890 |
| Height (mm) | 1,605 |
| Wheelbase (mm) | 3,000 |
| Curb Weight (kg) | 2,070 |
| Suspension and Tires | |
| Front Suspension | Independent, MacPherson Strut |
| Rear Suspension | Independent, Multi-link |
| Front Brakes | Vented Disc |
| Rear Brakes | Disc |
| Parking Brake | Electronic, w/ Auto Hold |
| Tires | Michelin Pilot Sport EV 255/45 R 20 W (f & r) |
| Recommend Tire Pressure (PSI) |
36 all (partially loaded) 38 front / 42 rear (full load) |
| Wheels | Alloy |
| Safety Features | |
| Airbags | 6 |
| Anti-Lock Brakes (ABS) | Yes, with EBD |
| Traction / Stability Control | Yes |
| Parking Sensors | Yes, Front & Rear |
| Parking Camera | Yes, 360 |
| Front Seatbelts | 3-pt ELR w/ pre-tensioners x 2 |
| Rear Seatbelts | 3-pt ELR x 3 |
| ISOFIX Child Seat Anchor | Yes |
| Other Safety Features |
Hill Start Assist Forward Collision Avoidance Assist Lane Keeping Assist Lane Following Assist Blind Spot Collision Warning Blind Spot Collision Avoidance Assist Blind Spot View Monitor Rear Cross Traffic Alert Reverse Parking Collision Avoidance Assist Driver Attention Warning Tire Pressure Monitoring |
| Exterior Features | |
| Headlights | LED w/ Auto High Beam |
| Fog Lamps | Yes, Rear (LED) |
| Light Operation | Auto |
| Wiper Operation | Rain-Sensing |
| Tailgate | Power |
| Interior Features | |
| Steering Wheel Adjust | Tilt/Telescopic |
| Steering Wheel Material | Leather |
| Seating Adjustment (driver) | Electric, 8-way, Heated & Ventilated |
| Seating Adjustment (front passenger) | Electric, 8-way, Heated & Ventilated |
| Seating Surface | Leather |
| 2nd Row | 60/40 Split-Fold, Reclining, Sliding, w/ Arm Rest |
| 3rd Row | None |
| Sunroof | Yes |
| Multi-Information Display | Yes, 12.3-inch |
| Convenience Features | |
| Power Steering | Yes |
| Power Door Locks | Yes |
| Power Windows | Yes |
| Power Mirrors | Yes, w/ Fold |
| Rear View Mirror | Auto-dimming |
| Proximity Key | Yes |
| Climate Control | Dual Zone, w/ Rear Vents |
| Audio System |
Stereo USB Type A USB Type C Bluetooth |
| Smartphone Connectivity |
Apple CarPlay Android Auto |
| # of Speakers | 8, Bose |
| Steering Controls | Yes |
Seems like the Ioniq 6 is more efficient but the Ioniq 5 is more practical. You can't go wrong with either.
ReplyDeleteThey didn't even lower the price despite the zero tariff law.
ReplyDeleteHyundai Philippines overvalued it so they can overpriced it and earn more money per unit sold.
DeleteHyundai Philippines seems only expecting two digit sales for their Ioniq 5 and Ioniq 6 EVs
I believe price is usually higher if you want to be an early adopter. Wait until BEVs mature and prices will become lower.
DeleteWould this be considered an SUV with its low ground clearance ?
ReplyDeleteDon't forget. Mazda had the balls to call the CX-3 a crossover and that only had 150mm of ground clearance.
Delete163mm which is just fine as it looked like at 180mm with its stance and tyres.
DeleteToyota and its DNGA SUVs like Yaris Cross and Raize claim high ground clearances at 200mm to 210mm but they look like at 170mm to 180mm only.
Shouldn't there be a minimum height requirement to be called SUV, it will just confuse or mislead buyers.
DeleteTell that to Mazda and their CX-3
DeleteWell, Mazda had the gall to call their CX3 as one. Lol
Deleteboth this and its sister vehicle Kia EV6 are marketed worldwide as compact crossovers
DeleteI just wonder why it doesn't have rear windshield wiper?
ReplyDeleteHow to long to charge?
ReplyDelete