Hyundai IONIQ 5 Base RWD 125kW (2021-2026)

The pick of the IONIQ 5 range...unless you want to go slightly faster or need AWD – Build quality is no different between the models, so expect the same high quality, recycled, materials throughout the cabin. Our tester had travelled just under 10,000km and was a perfect example of what sort of wear and tear you can expect after some time with this car. To no surprise, the light coloured door trim and leather sported some marks and scuffs. On top of this, the paperette trim pieces on the door were susceptible to tears.

The doors are weighty and panels fit tightly together, helping convince buyers that this certainly is a premium product.

Priced from $71,900 before on-roads and incentives (depending on which state you live in), this is on the more expensive side of entry-level EVs.

You’re only losing a motor for that price compared to the dearer all-wheel drive model, so it really is a matter of whether you want to go faster and whether you need additional grip.

There are cheaper alternatives out there, like the Polestar 2 and the Tesla Model 3. However, they aren’t as feature packed as the IONIQ 5.

There’s no difference in servicing between the two IONIQ 5 models, so it’s the same score between the two.

The IONIQ 5 arrives with a 5 year/unlimited kilometre warranty and an 8 year/160,000km warranty for the batteries.

Servicing costs are $220 for the first three visits to the dealership, but the fourth visit will set you back $804. It’s a lot cheaper to service this EV than a fossil fuel-powered alternative. However, it’s more expensive than what you’d expect to pay for a Tesla.

Again, there’s no difference in sound between the two models. It’s a serene, quiet and relaxing cabin.

As mentioned, there were some rattles that distinctly came from the rear seats. It sounded like the locking mechanism between the rear seat and the boot had a little play in it, causing it to rattle.

Aside from the occasional rattle, the speaker system and dense sound deadening created a more than ideal place to listen to whatever your taste desires.

There is an artificial sound generator that cuts out at speeds above 20km/h that’s simply intended for pedestrian safety at low speeds.

Despite missing an additional engine, there wasn’t any major improvement to the braking feel of the IONIQ 5.

It’s a heavy car, and you certainly feel that when suddenly coming to a stop. Regenerative braking is a step forward in the daily driving experience. It’s finely tuned here in the IONIQ 5, meaning you don’t really have to touch the brake pedal at all.

Despite only having 160kW, 350Nm and a 0-100km/h time in the mid 7 seconds, this is a rapid family EV. My Abarth 500 hot hatch pulls similar times to 100km/h, so I’m very familiar with what that feels like.

However, in EVs, these numbers are a little irrelevant.

Instant torque delivery from 0 rpms means you’ll be the first off from the lights, making merging a lot easier. Overtakes on the highway are as instant as the throttle input you give too.

Adjusting between Eco, Normal and Sport also makes a noticeable difference to the power delivery, ranging from “meh” to “woah” in reactions depending on which mode you’re in.

Where I could feel a slight difference was in the handling section of this review.

A lighter front end meant that the IONIQ 5 two-wheel drive was a little more nimble on its feet and less prone to understeer. It’s a rear-wheel drive and rear-engined car, which traditionally is reserved for the likes of supercars.

You can have a bit of fun in this family car thanks to instant power delivery at any rpm, and thanks to the battery pack being placed below the cabin for the lowest possible centre of gravity.

Possessing the very same battery pack as the all-wheel drive model, the two-wheel drive version trades performance for more range.

The estimated range on the IONIQ 5 is quoted at 430km for this particular model, with the 2WD squeezing in a few tens of kms more than that.

We don’t measure litres per kilometre here; rather, we look at energy consumption in kWh. Hyundai claims around 18kWh per 100km of driving, which was actually dead on the money for what I was seeing when driving this EV around.

Built on a 800V architecture, this battery pack is one of the most efficient systems you can buy on the EV market now. Tesla and Porsche offer marginally more efficient batteries on top of what’s offered here.

On average, to charge from around 20% to 90% it cost us $25-30 from a fast charger. You will find however, out on the open roads that the IONIQ 5 range suffers a lot when travelling at higher speeds compared to driving in urban areas.

There is one especially unique feature, called ‘Vehicle-to-Load’. It’s a plug that is designed to hang out from the charge port of the car, and offers a conventional house plug on the other side. Yes, that means you could power items like a microwave, blender, chargers - maybe even a powerboard.

Against the all-wheel drive model, I’d say get this! You get more range, more money to buy at-home fast wall chargers and the exact same car, aside from grip and performance.

*Disclaimer - I work for ProductReview as their independent car and motorbike expert. I borrow new cars and motorbikes from manufacturers and owners to review. I am not paid or incentivised by these brands to post reviews. I write and create content to provide insight and information about any new or used vehicle I can get my hands on.