When Hyundai revealed the Ioniq 5 earlier this year, it was one of those rare occasions that made us wonder: is this really the production car? As the Lexus LC500 Cut or Bmw i8, its combination of concept car looks and details was almost too good to be true. Still, the story of the Ioniq 5 isn’t just about its dramatic styling, but also the cutting-edge EV platform underneath which makes it one of the most intriguing new cars of the year.

These foundations are shared with the Kia EV6, so far one of the most impressive real-world EVs we’ve driven, but in the Ioniq 5 it comes in an even more diverse range of options with two different batteries and one-to-one configurations. or two engines. The 73 kWh twin-engine model is the version we’re driving here, and it tops the line with a combined torque of 301 hp and 446 lb-ft. Like all electric cars with a large battery, the Ioniq 5 is not light, weighing up to 2100 kg, but despite the additional mass compared to the mechanically simpler variants, it remains the fastest model in the range. , reaching 62 mph in 5.2 seconds.

The real party tricks of the Ioniq have more to do with its charging capacity, incorporating an 800V electrical system that matches the Porsche Taycanis the industry leader and allows fast charging up to 220 kW. It’s also smart enough to upgrade to a 400V system when needed, and thanks to some smart accessories, it doesn’t just absorb electricity, but also reconnects it through its own external household outlet point that will supply power. anything from a computer to an American fridge-freezer.

Although it is about the size of a Volkswagen Golf, the 5 actually looks more like a mid-size SUV with an overall length of 4635mm, of which 3000mm is in the wheelbase – that’s 88mm longer than a last generation Range Rover. The result is plenty of interior space, something Hyundai interior designers didn’t exaggerate with the nearly open seating arrangement, compact dashboard, and clean lines.

The interior design isn’t as fresh or innovative as the exterior, but the dual-screen setup and minimalist vibe don’t go so far as to completely remove all the physical buttons. There are a few hiccups though, like the digital interface itself which can take some getting used to, and the irritating rod-mounted gear selector that works the opposite way of almost everyone else.

Come in, walk away and you will notice two things. The former is a very natural, throttle-responsive feel depending on the driving mode you choose – Eco mode is predictable, but Normal and Sport are much more vivid, albeit a bit too voracious in the latter. But it’s when you step on the brakes that you discover that the feel of the pedal is pleasantly consistent and seamless beyond an initial dead zone. We don’t speak at the same level as a Civic type R, but it is a big improvement over most electric vehicles, allowing smooth operation both at high and low speed.

But take a look at the driver information display when you put some pressure on the pedal and you will notice that regenerative braking does not take effect. Some electric cars do not use regenerative braking for the first or two miles of driving for a variety of reasons (usually to clean the brake discs from accumulated dirt or surface rust), but even during a long trip. , the graph on the right remained static. After playing around with the paddles behind the steering wheel to activate regenerative braking, it did wake up, but that means unlike almost all other EVs, the Ioniq 5 does not engage regenerative braking at all. via the pedal, but only via the one-pedal drive function activated by the selectable regeneration.

Driving an Ioniq 5 without any regenerative braking activated via the paddles essentially negates any regenerative energy capture benefit, which explains the pretty appalling drop in range I experienced over about 100 miles of riding.

Once the regenerative brakes are figured out, the Ioniq 5’s ride and handling balance leaves a bit to be desired compared to the more skillful of its competition. The ride is initially well-cushioned, but the shocks struggle to keep the 20-inch wheels, which have a habit of sniffing ridges and bumps on the road surface, under full control. There’s a brittleness that seems too eager to penetrate through the chassis, while the roll, pitch, and nose-down are quite pronounced largely due to the fact that you’re sitting so far above the natural roll center of the body. car. It’s not a compromise, but where the Kia EV6 is remarkably impressive in this regard, the Ioniq 5 is just average.

I also can’t help but think of the clever and brilliantly executed Bladerunner-The Lancia Delta Integrale aesthetic would have been better served on something with a smaller footprint. What looks crisp and finely detailed in the pictures can feel a bit clunky in the flesh – it’s more Duplo than Lego. But these scarecrows can’t take anything away from what is a remarkable achievement from Hyundai. The Ioniq 5 is largely brilliant and drives quite well too, while also bringing some real technological advancements into an affordable package. It ticks all kinds of boxes and firmly deserves the many accolades and awards it receives from across the industry.

Prices and competitors

The Ioniq 5 is available with two battery capacities and with a single or dual motor, the latter being specific to the larger battery. Entry-level cars with a single rear-mounted engine and a 58kWh (usable) battery start at £ 36,995, making them almost £ 4,000 cheaper than the entry-level Kia EV6 which admittedly is only available with the larger battery, and around £ 2000 more than a Skoda Enyaq. The 73kWh battery requires a trim level jump to £ 41,945, but the battery-specific price increase is only £ 2,650. Upgrade to the dual engine and it will be a premium of £ 5,850 over the single engine 58kWh variant. The fully equipped Ultimate model with a dual engine setup costs £ 48,145, which is £ 3,800 less than a fully equipped EV6 and practically on par with the Volkswagen ID.4 GTX.

As far as those rivals go, the Kia EV6 is, in our opinion, the best real-world EV under £ 50,000 right now, with this Ioniq 5 just behind. The VW ID.4 has a lot of loopholes in its repertoire, while the Skoda Enyaq takes those foundations and dresses them in a much prettier costume. However, both are not inspiring to drive. Another alternative that is a great electric vehicle is Tesla’s long-range Model 3, but has Tesla’s usual scarecrow of questionable build quality.