Hyundai IONIQ 5 AWD 74kW + 165kW DYNAMIQ (2021-2024)

The perfect Tesla Model Y alternative – Tesla certainly loses this round when it comes to build quality. It’s a running Internet meme that it’s not uncommon to find basic quality faults on new Teslas, like missing paint, squeaks, rattles, and misaligned panels. When asking potential EV (Electric Vehicle) buyers what stops them from buying one, I found that these were slight… Read more

inhibitors to fully committing their cold hard cash on electric cars with the letter ‘T’ on the bonnet.

That’s where Hyundai comes in. It’s a tried, tested and established auto manufacturer that has the additional funds to avoid any embarrassing quality mishaps. The IONIQ 5 isn’t just a well-built car, it’s Hyundai’s proof of concept to show that they’re committed to building more luxurious cars.

The IONIQ 5’s door feel, latches, panels and paint never caused alarm when looking or interacting with them. The trim pieces all felt solid and looked like they were in place, which helped the IONIQ 5 feel as premium as it looks.

The interior leather and recycled materials were a ‘wow’ factor for the passengers who experienced them during my time with the car. There’s a healthy use of soft-touch materials, responsive touch screens and a distinct lack of obvious cost-cutting applied to this retro-designed EV.

Starting at $71,900 and $75,900 for the 2WD and AWD model respectively, there’s a tonne of kit you’re getting for the price.

For just a bit less than $80,000, you’re getting every option under the sun. Whether it’s electric seat adjustment for all seats, front and back heated seats, front ventilated seats, a digital driver displays, a 3D surround parking camera, a large panoramic sunroof, a larger battery pack (compared to other markets), or a remote control to move the IONIQ 5 from the outside - you have it all.

There isn't a feature this car is missing in 2022, which really exemplifies why Hyundai is quickly becoming a favorite brand here in Australia. There’s no silly options list, or unexplainable missing options; you have everything you might need for a large hatchback like this.

I do think the absence of smarter in-built navigation systems - like Google Maps - and constant over-the-air updates would go a long way for future IONIQ models.

The IONIQ 5 arrives with a 5 year/unlimited kilometre warranty and a 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.

The isolation from exterior noise has been an obvious inclusion in designing the IONIQ 5. You don’t hear any disturbing wind noise or a loud roar being produced from road resonance. However, any squeaks, rattles and creaks are made very apparent when produced in relative silence.

It’s a relaxing ride, but I hope the creaks and rattles I experienced are ironed out in future models.

The IONIQ 5 has stepped up to the plate to deliver a seemingly smooth, 1-for-1 braking experience when lifting off the accelerator. It’s adjustable, meaning you can turn this feature off completely, however I don’t see why you would.

Sending power through a dual motor, AWD set up, you receive a combined output of 255kW and 605Nm. That’s some serious power from a company that is still making engines that produce 115Nm.

The 0-100km/h sprint is a claimed 5.1 seconds, and for most people, that’s beyond what’s needed from their daily driver. It’s a fantastic experience to unleash all 605Nm, seeing as this is an EV with all of its torque immediately available at 0rpms.

Similar to Tesla, Hyundai have done away with a central gear selector, and have opted for a column-mounted shifter stalk. I personally prefer a column shifter to free up interior space between the front passengers. Although, with ‘D’ requiring you to twist the shifter forwards, rather than towards you (like you would in a traditional automatic car), it requires a slight change to your muscle memory.

Riding on a set of 20-inch aero-style alloy wheels, the IONIQ offered a sublime ride over a variety of surfaces.

I find modern EVs offer a solid ride compared to petrol powered equivalents, and all that weight down low helps dampen any abrupt reactions to imperfections on the road.

Not only does a concentrated amount of weight below the occupants help with ride quality, but it also does a fantastic job of assisting a 2 tonne vehicle through corners. This low centre of gravity will only encourage you to explore the limits of grip this IONIQ 5 has to offer.

Twists and turns were exhilarating with instant torque available, and a capable set of EV-specific Michelin tyres fitted to this car. I assume the EV element of these tyres reduces the rolling resistance of the rubber, but still retains lateral grip for those fast corners.

The estimated range on the IONIQ 5 is quoted at 430km for this particular model, with the 2WD squeezing in a few 10’s of kms more than that.

We don’t measure litres per kilometre here, rather we’re looking 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.

The battery pack translates to an obvious careful consumption of range, compared to the Volvo XC40 Recharge I was driving that same week. Additionally, it only requires 5 minutes to get 100km of range from a fast charger, and can take 18 minutes to charge from 10% to 80% from that same charger.

Rear seats can electronically slide forwards and backwards, for quick adjustment to make more leg room or boot space. This is a feature that’ll come in handy for bigger items that need to be placed back there. Annoyingly, the higher boot floor means that the cut-back design on the rear of this car restricts taller items being placed near the entrance of this boot. It’s still a practical car, but that’s just one annoying limitation for those used to taller, more square boot shapes.

It’s practical with a capital P in here. There’s a 9.5L glove drawer, not a box, as it pulls out of the dash just like a drawer. There’s a 60/40 split for the rear seats to reveal more internal storage space for two. It’s flat as well, meaning that you could certainly camp in here, as Hyundai would like to suggest from some of their promo materials on this EV.

There is a ‘frunk’ aka front boot, but it’s not all that useful for larger items. It won’t fit a bag, and it gets kinda dirty under the bonnet as it’s not as well finished as some other frunks. It is, however, a great place to store the charger and other small essentials like that!

*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.