Hyundai Ioniq 5: Electric car super test with Alex Bloch

Chief reporter Alex Bloch gets the Hyundai Ioniq 5 in the super test. In addition to suitability for everyday use, this is also about e-performance. Overall, the Korean makes only one mistake.

The Ioniq 5 means a big step for Hyundai in the field of electric mobility. The Stromer is the first car to be based on the new E-GMP platform (Electric Global Modular Platform), which will also be able to carry plug-in hybrids and hydrogen vehicles in the future. The appearance of the Ioniq 5 can certainly be described as retro-futuristic. The pixelated taillights and no-frills design language in particular catch the eye. The Ioniq 5 does not really want to impress with its appearance, but with its performance as a modern, state-of-the-art electric car. Will he succeed? We find out in the electric car super test and rate the Koreans in ten different chapters,

The perceived quality

Here we work our way from the outside in. When looking at the exterior, it is noticeable that Hyundai has not artificially created zero joints, but has managed the gap dimensions and door lines very accurately and evenly. In the "Uniq" equipment, the Ioniq 5 comes with a matt finish that looks chic, but makes it almost impossible to polish out scratches. Overall, the Hyundai is cleanly finished up to the front hood, color differences of painted plastic and metal parts are marginal and the tailgate sits bolt upright.

Speaking of "inside": In the interior, the idea of ​​sustainability is spun aside from the drive. The floor mats are made from recycled fishing nets, the surfaces are sealed with a special organic paint, and there are also components made from corn and rapeseed, as well as leather treated with linseed oil. If you want to go one step further, you can also order the seats in a vegan version. Everything is processed perfectly, Hyundai is very reluctant to use hard plastic and in the overall impression the Ioniq 5 even surpasses the benchmark candidates from Ingolstadt. Such an achievement is of course rewarded and that is why Alex Bloch awards here 4.5 out of 6 stars .

The amount of space

The driver and front passenger are very airy on the front seats. In any case, the new platform boasts a particularly long wheelbase (a smooth 3 meters) and a correspondingly large amount of space in the interior. Hyundai uses the lack of the cardan tunnel to apply numerous storage compartments and there is also plenty of space in the doors. Is comfortable seating in the front then at the expense of the rear passengers? Not at all. Even occupants up to 1.95 m tall should still be comfortably accommodated here. Knees and head have more than enough space. However, Hyundai does not eliminate a typical problem of electric cars either: the raised vehicle floor caused by the battery.As a result, the thighs do not lie completely on the back seat.

Well - so if the first and second rows have so much space, is there anything left for the trunk? Yes, around 530 liters of basic volume. There is space for the cables under the loading floor, but there is only limited space in the frunk, because as an all-wheel drive variant with two engines, there is only 25 liters of storage space under the front hood (otherwise 75 liters). As far as variability is concerned, the ioniq 5 scores with an electrically sliding rear seat. On the other hand, it is less comfortable that the seats can only be folded down from the rear doors. When that happens, a largely level loading area and space for a total of around 1,600 liters of luggage is created. However, you should also keep an eye on the payload, because depending on the equipment, the Stromer is only allowed to drive a little more than 400 kilos, which is not too much for a car of this size. But the Hyundai still gets it for 4.5 out of 6 stars .

The operation

With the Ioniq 5, Hyundai is taking a mixed approach of touchscreen and conventional controls. The latter for controlling the air conditioning, the volume and some shortcut keys for the "Media", "Navigation" and "Map View" submenus. The display on the touchscreen is also not very puzzling and is divided into the classic app symbols for the individual functions. Hyundai packs a second large display behind the steering wheel to view the instruments and driving-relevant information, the view of which can be configured according to personal taste using the buttons on the steering wheel. The Koreans are also installing a head-up display.

However, the driver does not have to use a button or touch field for every interaction with the car, because the scope of equipment also includes voice control. However, from time to time she is a bit dull and cannot implement the commands right away. In this respect, the Ioniq 5 has to lose a few (small) feathers in this chapter and ultimately gets 4 out of 6 stars .

The e-car functions

This chapter refers to both hardware and software. The former includes, for example, the frunk and the optional heat pump, which brings the battery into an optimal temperature window. In addition, the Ioniq 5 can not only refuel via its charging socket, but also supply electricity. Up to 3.6 kW can be drawn via an adapter, for example to operate external electrical devices or even to supply other electric cars with electricity. This works up to a SOC (State of Charge) of 20 percent.

Let's get to the software. It is always of particular interest here whether the on-board system automatically plans charging stops when entering a route if the route is longer than the battery can handle.After entering a distant destination, the navigation system in the Ioniq 5 immediately reports that the range is too short and offers the option of adding charging stops along the way. However, the charging plan suggests all power stations along the route, and not just those that would make sense based on their position between the start and finish. Here some competitors are already much fitter. What the Hyundai does well is charging planning, including preconditioning, apart from active route guidance. Here, for example, a charging process can be scheduled for those time windows in which only the cheaper ancillary tariffs have to be paid for the electricity, or the driver organizes charging based on a desired departure time. A maximum charge level limit between 20 and 80 percent can also be freely defined and so the Ioniq 5 has 4.5 out of 6 stars .

The consumption

The Ioniq 5 makes a massive and broad appearance. This is good for the optics, but less so for the aerodynamics, which plays a major role in the consumption of an electric car. Officially, the cW value is given as 0.288 and here competitors like Tesla or Mercedes are clearly further ahead. But the large frontal area weighs even more heavily, resulting in a width of 1.89 meters and a height of 1.61 meters – that amounts to a little more than three square meters. It weighs a good 2.1 tons if the model with two engines was chosen. Incidentally, these are two permanent magnet synchronous motors, which contradicts the trend of installing a machine as an asynchronous motor so that it can run along with low power requirements without drag losses. Hyundai tackles the problem in a different way and completely mechanically decouples the front engine when not that much power is required.

According to the manufacturer, the average consumption of this vehicle variant according to the WLTP cycle is in a window of 17.7 to 19 kWh per 100 kilometers. At the top end are those customers who opt for the wider tires on 20-inch wheels. If you take the 19-incher, you save a good 1.3 kWh. The Ioniq 5 achieves a consumption of 17 kWh on the eco lap of auto motor und sport. This corresponds pretty much exactly to the manufacturer's information if you subtract the charging losses there - but in everyday life hardly any driver moves his car gently enough to reach this value. In real mixed operation, i.e. the test consumption with motorway, city traffic and country road shares, it is 20.8 kWh. Despite its size, the Hyundai manages to stay below 16 kWh in pure city traffic, but on the motorway the broad front is still noticeable. At a constant 120 km/h, it draws an average of 23 kWh from the battery, and at 140 km/h it's already 30.5 kWh. This is how the Ioniq 5 comes in in this discipline 3 out of 6 stars .

The range

The Ioniq 5's large battery has a net capacity of 72.6 kWh.According to the WLTP, the all-wheel drive vehicle can cover 430 kilometers, which can actually be achieved with a cautious driving style. Based on our test consumption (20.8 kWh), the Hyundai still has a range of 350 kilometers. The car lasts 315 kilometers on a motorway stretch at a constant 120 km/h, and anyone traveling at 140 km/h has to go to a power source after 240 kilometers at the latest.

On a longer journey, however, the more realistic scenario is to drive off at the charging station with an SOC (state of charge) of 80 percent and then whirr along the motorway at 120 km/h. Under these circumstances, the Ioniq 5 can cover a maximum of 250 kilometers. In total, these values ​​result 3.5 out of 6 stars  for the chapter Reach .

Fitness to travel

Two factors are important in this discipline. Firstly, the charging speed itself and also the time it takes to cover a long distance - i.e. the combination of charging and range. In the electric car super test, this is always 800 kilometers, for example. Hyundai promises a maximum of 220 kW charging power and thus a pretty impressive value. After just 18 minutes on the fast charger, the battery (72.6 kWh) should be charged from 10 to 80 percent. In the test, chief reporter Alex Bloch therefore also determined the average loading speed for exactly this scenario and did not evaluate the maximum performance specified by the manufacturer.

However, the Ioniq 5 does not have to hide. As soon as the battery has reached an optimal temperature, it gets down to business with a SOC of around 25 percent with full 220 kW power. This value lasts until the car is half charged and then slowly decreases without dropping below a charging capacity of 120 kW. This results in the average charging power that is relevant for us for a charging process from 10 to 80 percent - and that is an impressive 180 kW. A value that no other car in the E-Supertest has achieved so far. To fill up with electricity for a range of 100 kilometers, the Hyundai needs between 6 and 8 minutes (depending on the state of charge). The Koreans covered the long distance of 800 kilometers in 7.5 hours and thus also outperformed the previous Supertest competition. Result. 5.5 out of 6 stars .

The comfort

The comfort rating is made up of impressions of the acoustics and suspension. The former benefits from acoustic glazing in the test car, but the noise insulation also ensures whisper-quiet gliding. Because there are absolutely no reasons for complaint here, we focus our attention directly on the chassis. Unlike the competition, Hyundai dispenses with adaptive dampers. Can the everyday compromise between roll reduction and comfort be achieved in this way?

Yes, you can. The Koreans work with frequency-selective dampers, a kind of mechanical variant of the otherwise electronically controlled adaptive dampers.The idea behind it: When cornering, the oil in the damper has more time to build up counter-pressure because the force acting on it builds up more slowly. In the case of a short impact, i.e. an unevenness in the road, the oil lacks this time. As a result, there is no back pressure and the damper is soft. The balancing act between dynamics and comfort is successful and that's why it gets 5 out of 6 stars .

The dynamics

Speaking of "dynamics". There is of course a separate rating for this. Hyundai specifies the acceleration from 0 to 100 km/h for the Ioniq 5 in this configuration with 306 hp in 5.2 seconds. A value that is confirmed on the test track and is not to be despised for a vehicle weighing 2.1 tons. When decelerating, the car benefits from its stately tires (255 Michelin Pilot Sport 4 SUV) and stops at 100 km/h after a no less impressive 35 meters.

The Ioniq 5 drives at a maximum speed of up to 185 km/h, according to GPS measurements it is even 188 km/h. When cornering, the feeling of a clear rolling movement arises for a brief moment. But the Hyundai catches itself quickly and stabilizes the whole structure, even though it is a large and heavy vehicle. In the end, that's enough for 4 out of 6 stars in the dynamics chapter.

The city suitability

Big and heavy - no vehicle attributes that help with city suitability. The Ioniq 5 is 4.64 meters long and 1.89 meters wide. The turning circle is a comparatively expansive 12 meters and that doesn't exactly make the Hyundai a bustling alley and parking lot talent. The all-wheel drive Stromer cannot be turned in as tightly as an electric car with pure rear-wheel drive. At least: The angular design results in a decent overview. Nevertheless, the Korean can't really convince in this discipline.

Of course, a modern vehicle can intervene with electronic helpers. The Ioniq 5 does the same, for example with a 360-degree camera including a bird's eye view. There is also a function to let the car park and unpark independently from the outside. A sensible addition, especially with a width of 1.89 metres. After all, even the best parking lot is useless if you can't open the doors. Incidentally, no app is required for this, but the vehicle key is used as a remote control. Thanks to these features, the Ioniq 5 still manages to get 2.5 out of 6 stars .

The price

The acquisition costs don't play a role in the evaluation in the electric car super test, but of course we don't want to withhold the prices from you. The entry-level version with a 48 kWh battery and rear-wheel drive costs at least 41,900 euros. However, all subsidy premiums would then also have to be deducted from this. If you opt for the all-wheel drive variant in the Uniq equipment line, you will pay more than 60,000 euros.


The Hyundai Ioniq 5 achieved an overall result of 4.1 out of 6 stars in the electric car super test by ams chief reporter Alexander Bloch across all chapters. According to the current results, the Korean relegates the Audi Q4 E-Tron (4.05 stars) to second place and the Tesla Model 3 Long Range 2021 to third place. However, since the list of test candidates is getting longer and longer, it is quite conceivable that there will still be movement in the top 3.


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