HYUNDAI IONIQ 5 2022

Hyundai is no newcomer to the field of electric vehicles (EVs), but the IONIQ 5 is its first model built on a platform specifically designed for an EV. Like the Ford Mustang Mach-E and Volkswagen ID.4, it uses rear-wheel-drive architecture with optional all-wheel drive. Call it a compact SUV or raised hatchback, the IONIQ 5 combines a futuristic approach with obvious family-friendly leanings.
Two different-capacity batteries are listed. First is a 58 kWh version, the only one available on the base Essential model, which provides a range of 354 km. Next up is a 77.4 kWh variant, available for $5,000 on Preferred trim, providing 488 km with two-wheel drive, or 414 km with the optional all-wheel drive, a $3,000 supplement.
The entry-level Essential retails for $44,999 before adding the $1,825 destination fee. That is $1 below the allowable maximum to qualify it for the $5,000 federal electric-vehicle rebate. Added to that is the Quebec government rebate of $8,000, slated to drop to $7,000 for all new EVs licenced after July 1, 2022.
Apart from the Mustang Mach-E and VW ID.4, the main competitor of the IONIQ 5 is no doubt the Kia EV6, which uses the same mechanical and electric components. The category will expand this year with the arrival of the Nissan Ariya, Subaru Solterra and Toyota bZ4X. It promises to be an exciting battle.
Hyundai manufactures the IONIQ 5 in South Korea, its home base.
(Video in French only)

BODY, CABIN AND CARGO SPACE

Wide and stocky, the crisply styled IONIQ 5 appears shorter than it really is. The 300‑cm wheelbase—as long as a minivan’s—and short front and rear overhangs heighten the impression.
On opening the doors you quickly notice the benefits of an EV platform, free of the constraints of a thermic engine: flat floor, free space under the dash and short engine compartment. Passenger space is quite simply spectacular, especially in terms of leg- and headroom. The fixed panoramic sunroof adds to the effect, though it limits headroom for people seated in the back.
It should be noted that the rear bench is higher than average to make room for certain components of the drivetrain. The result is good rear-seat thigh support, which is relatively rare for a crossover. The comfort of all the seats and the good driving position add to the enjoyment.
The dashboard design is high-tech without being exaggeratedly minimalistic. Instead of a gigantic tablet that groups all vehicle functions, the IONIQ 5 uses two horizontal 31.2 cm (12.3 in.) screens. The main driving information is displayed in front of the driver, as it should be; the centre touchscreen serves for infotainment and other functions. It is logical and uses a combination of physical and touch-sensitive buttons to ease access to routine functions.
Hyundai wisely kept real switches and buttons on the steering wheel. The steering column also holds the gear selector, a fixed stalk with a rotating end. Twisting it forward for Drive seems normal at first, but the R-N-D “reverse- neutral-drive” sequence is more ingrained.
The trunk is less impressive than the cabin. The length is standard for the category, but floor height and the slanting rear window limit the quantity of items that can be stacked up. One solution is to fold down the seatbacks, but certain families will no doubt have to resign themselves to adding a roof box for vacations.
The IONIQ 5 designers have made several other concessions to style that will not go down well in winter. For example:

• Snow and ice tend to accumulate under the flush-mounted door handles, which pop out when the vehicle is unlocked
• The active grille shutters that cool the drivetrain sometimes stick open
• The wide door sills collect grime and get clothes dirty
• The windshield wipers are under the edge of the hood and impossible to lift if you forget to switch to wiper service mode

And above all else, there is no rear wiper! It takes just a few kilometres for even light road grime to obstruct the window. According to Hyundai, the angle of the hatch and the deflector above the window are supposed to keep it clean. Visibly, the designers did not verify this on salted Quebec roads in February.
Other highlightsConvenience: lacking a heated steering wheel, ultra-rapid charger and especially a heat pump and battery warmer, the base Essential model is to be avoided. Preferred models are well equipped, but several popular features are restricted to the Ultimate package, available only on the long-range all-wheel-drive model. You therefore have to pay another $5,000 to get such things as a sunroof, power hatch, head-up display and wireless charging for mobile devices.

SAFETY

Safety features

• Antilock brakes with electronic brake force distribution and brake assist
• Stability and traction control
• Front airbags
• Driver’s knee airbag
• Front side airbags
• Side curtain airbags
• Front seatbelt pretensioners
• Five head restraints (whiplash reducing in front)
• Rear passenger alert
• Tire pressure monitor with adequate pressure signal
• Rearview camera
• Rear parking sensors
• Forward collision warning
• Automatic emergency braking with car/pedestrian/cyclist detection and junction turning
• Lane departure warning with automatic steering assist
• Lane-keeping assist
• Automatic high beams
• Blind spot monitor with rear cross traffic warning
• Adaptive cruise control
• Junction turning/crossing detection, automatic reverse emergency braking, front parking sensors, surround-view monitor and instrument cluster blind spot display (included in Ultimate package on all-wheel-drive Preferred model)

CARROSSERIE ET HABITACLE

Large side windows, thin roof pillars and a tall rear window ensure very good visibility. The outside mirrors could be larger, but blind spot monitoring compensates adequately. Once again, the lack of a rear wiper is a handicap in winter.Headlights: the Insurance Institute for Highway Safety has not yet tested the IONIQ 5’s headlights. Dual-mode LED projectors available with Ultimate package only; the other trims combine reflector LED low beams with halogen high beams.

MECHANICAL OVERVIEW

The IONIQ 5 was the first vehicle designed around Hyundai’s new EV-specific platform. This Electric Global Modular Platform (E-GMP, for short) also underpins the Kia EV6 and upcoming Genesis GV60.
The battery occupies nearly all the space underneath the cabin and is an integral part of the vehicle structure. Notably, it is the small size of the front electric motor—used only on all-wheel-drive models—that allowed the wheelbase to be lengthened to 300 cm. In comparison, most SUVs the size of the IONIQ 5 have a wheelbase of about 270 cm.
Two-wheel-drive and standard-range models pair a 168 hp rear motor with a 58 kWh lithium-ion-polymer battery. That provides a maximum range of 354 km, according to Natural Resources Canada (NRCan). The agency also indicates a full charging time of 5 hours 20 minutes, whereas Hyundai estimates it at 5 hours. It must be remembered that charging times vary based on the power output of the charging station and can increase significantly in cold weather.
The battery of the long-range trims has a capacity of 77.4 kWh. With rear-wheel drive, it boosts power and range to 225 hp and 488 km respectively. The 258 lb-ft of torque is identical to that of standard-range models. It takes 8 hours 30 minutes to top up a depleted battery, says NRCan, or 1 hour 45 minutes longer than claimed by the automaker.
When opting for all-wheel drive, the addition of a front motor raises power to 320 hp and torque to 446 lb-ft. According to Hyundai, that drops the 0 to 100 km/h sprint time to 5.1 seconds, or more than 3 seconds quicker than standard range models. The front motor and the weight it adds to the vehicle increase the claimed electric consumption to the equivalent of 2.4 L/100 km, a 14 percent increase relative to the other IONIQ 5s. By the same token, range drops to 414 km, even though the battery is identical to that of the long-range, two-wheel-drive variant.
It is worth noting that long-range IONIQ 5s have a towing capacity rating of 907 kg (2,000 lb), independent of the number of drive wheels.

DRIVING IMPRESSIONS

We have already lauded the benefits of the long wheelbase for the IONIQ 5’s interior. It also does wonders for handling, which is a strongpoint of this new SUV.
Stability is impressive on both the highway and in turns, even fast turns. Like all electric vehicles, the placement of the battery under the cabin lowers the centre of gravity, which reinforces vehicle aplomb in all circumstances.
The precise and rapid steering provides both good cornering and exemplary straight-line tracking at highway speed. It even communicates a bit of road feedback, which is relatively rare for an EV. The IONIQ 5 does, however, have a steering circle worthy of a truck; it is the compromise imposed by the combination of a very long wheelbase and enormous 20-inch wheels. On the other hand, degraded pavement does not shake up the body unduly despite the very low profile tires.
Unsurprisingly, the dual-motor version delivers excellent performance, especially when accelerating. Merging onto a busy highway is a breeze. No need to use sport mode, except to slightly firm up the steering, otherwise rather light. The all-wheel drive system functions well, but it always has a slight rear-wheel bias; that frequently gives rise to the beginning of a skid that will amuse certain drivers but surprise others.
If we had tested the IONIQ 5 between May and October we no doubt would not have voiced any other major driving complaints. But we obtained one in February during a week of cold and occasionally snowy and freezing weather. In those conditions, maximum range never exceeded 70 percent of the claimed 414 km, or 282 km; it even fell to 233 km when the temperature dipped to -15^oC. Heating alone, set at 19^oC, reduced driving distance by around 50 km.
In this respect the IONIQ 5 is not alone; all EVs experience the same phenomenon to various degrees. It is simply something to bear in mind before leaving on a long trip, so as to schedule more frequent—and generally longer—stops at rapid charging stations. If this sort of planning does not interest you, think twice before opting for a 100‑percent electric vehicle.
Other highlights

• Soundproofing: motor is practically inaudible; road noise is very well muffled. Wind noise is light but constant at highway speed around the roof pillars and over the glass roof.
• Braking: there are four levels of adjustable regenerative braking intensity; the two highest are to be avoided on slippery surfaces, because they almost always cause the rear wheels to skid when the throttle is released. Brake pedal is easy to modulate in minimum regen mode.
• Driving assistance: adaptive cruise control is relatively linear, but its radar sensor quickly becomes obscured even on slightly humid pavement in winter, making it inoperable. On recent Hyundai models it no longer can be switched to regular cruise control. Lane keeping and lane change assist systems are efficient and not too abrupt.