Startlingly fast, sensible family car
Arresting new electric crossover arrives in the UK in its highest specification
Not constrained by needing to house a lump of metal in the front, ‘skateboard’ EV platforms give manufacturers the opportunity to approach car design in a wholly different way.
This has led some to fantasise about having classic shapes – like, say, the Lancia Delta – riding on modern electric platforms. But who would have thought that the revived Delta would come from Hyundai?
Mechanically, at least, it shouldn’t really surprise anyone that Hyundai has come up with a thoroughly engineered EV, as it managed to coax impressive efficiency and range out of the Kona Electric, and that was still based on an ICE platform.
The Electric Global Modular Platform (or E-GMP) is Hyundai’s new dedicated EV platform. It places the battery pack under the floor and the main motor at the rear, and so it should unlock even more capability. The Ioniq 5 is just the first of many cars to use it; it will soon be joined by the Kia EV6, as well as both smaller and larger Hyundais and Kias.
There’s a comprehensive range of battery and motor combinations but, following our prototype drive in April, we’ve tried the version with the larger (73kwh) battery and front motor for four-wheel drive, 300bhp and a claimed range of 268 miles.
With prices ranging between £36,995 and £48,145, it’s all in line with the Ford Mustang Mach-e and Volkswagen ID 4. Isn’t it unfair to compare a hatchback with SUVS, though? Actually, what doesn’t show well in photos is that, at 4.6m long and nearly 1.9m wide, this is a big car.
The feeling of the Ioniq 5 not being what it looks like continues when you step inside. You sit high up, with the steering wheel slightly too far away than is ideal for tall drivers.
No doubt helped by the white upholstery of our test car and the flat floor, the cabin feels airy, and it gives you a great view out. The airiness is no illusion, either: the Ioniq 5 is extremely spacious for all passengers – although one downside of having batteries and motors under the floor is that the boot is quite shallow. The perfunctory ‘frunk’ makes little difference.
It’s a great place to be, with an original design and mostly highquality materials (in our Ultimatespec car, at least). The infotainment touchscreen screen works quickly and logically enough, plus there’s a row of physical shortcut buttons and separate climate controls. Annoyingly, though, there’s no physical ‘home’ button and the heated seats and steering wheel require a few taps on the screen.
That the Ioniq 5 isn’t actually a sleek hatchback is by no means a bad thing, because it’s very much a cruiser. In general, the ride is impressively soft and comfortable, and potholes are adroitly dealt with. A touch more control wouldn’t go amiss, as the car can feel too floaty over some undulations, but the choice to make it resolutely comfortable is commendable.
As EVS tend to be, the Ioniq 5 is startlingly fast for something positioned as a sensible family car. Two motors means there’s nearperfect traction and no torque steer.
Otherwise, it’s a very relaxed experience, and the Ioniq 5 feels entirely at home on the motorway. Thanks to its official 268-mile range, those journeys shouldn’t require too many stops for charging, either.
The Ioniq 5 has a distinct character, then, both in its style and in the way that it serves up comfort over sharp dynamics – and it pulls it off well. It’s not going to upend the electric SUV segment, but it’s a compelling option in a quickly developing class.