Built on Hyundai’s new Electric-Global Modular Platform (E-GMP), the Ioniq 5 is the first of an array of BEVs that will launch over the next few years. Many previous electric cars, like the Nissan Leaf and the previous BEV version of the Ionic, were compact hatchback cars. Like Volkswagen with its ID.4, Hyundai has decided to move its initital E-GMP-based model to the crossover format which now dominates new car sales. Compared with the ID.4, the Ioniq 5 is about the same length and width, but at 1605 mm (63 incnes) tall, is substantially lower than the VW and built on a 234 mm (9.2 inch) longer wheelbase.

Hyundai is making a habit of showing future production cars as concepts long before they are on sale. The Ioniq 5 is a four-door version of the Hyundai 45 show car that the firm unveiled at the Montreal Salon in January 2020.
Hyundai has been crowing about the Ioniq 5 reprising the styling themes of the seminal (and In Canada anyway) ill-fated Pony. Though the Pony is said to be the thought behind the Ioniq 5, it actually looks much more like the Lancia Delta, that was also a product of of Pony designer Giorgetto Giugiaro, of Ital Design. Like with the new Tucson, some aspects of the Ioniq 5’s styling are intended to shock rather than please. The reverse Z motif (or arrow-head, like on the Elantra) impressed into the sides of the car simply mar the flanks of the car for no reason. The frontal styling follows themes explored by the Lancia Magia and Kayak show cars. The overall shape of the car is quite pleasing and its proportions and long wheelbase should provide for good passenger space.

The cabin is dominated by a large, rectangular computer tablet, like the one used in the A, and CLA models from Mercedes-Benz. The rectangle is split into two fields, vehicle information in front of the driver and infotainment functions at the centre of the dash. The rest of the dash has a strong horizontal emphasis. Photos reflect an upscale look inside the Ioniq 5. Hyundai makes use of recycled polyethylene terephthalate bottles, plant-based and natural wool yarns and eco-porcessed leathers, to fashion the cabin of the Ioniq 5.

Mechanically, the Ioniq 5 can be powered by power packs with outputs of either a 58 kWh or a 77.4 kWh. Range is 354 kilometres for the 58 kWh battery pack and from 480 (Long Range) to 414 kilometres (Dual Motor) on 77.4 kWh battery pack cars. Hyundai notes the Ioniq 5 can be charged using an 800 volt charger, but, except for a few test chargers, the technology is not available in Canada. Charging at 350 kW, the car can go from 10 percent to 80 percent in 18 minutes and can add 100 kilometres of range in just five minutes. The Ioniq 5 offers a Vehicle to Load (V2L) function that allows other devices, like electric scooters, to be charged from the car when it is turned off.

The base, rear-wheel drive Preferred model, powered by a 58 kWh battery pack, is reasonably well equipped. Migrating to the Long-Range 77.4 kWh battery pack on the Preferred trims costs $4000. All-wheel drive, via a dual motor facility, is priced at $2000 on the Preferred model. The Ultimate pack adds a plethora of additional features including a fixed glass roof panel, wireless phone charging, power passenger seat, ventilated front seats, self parking, vehicle to load which lets the car be a power source, cross-turning autonomous emergency braking and a host of minor features and is tremendous value. Taxpayer subsidies of $5000 from the federal government and $7000 from Quebec, are available.

New car, not rated. Predicted reliability is below average.