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2022 Hyundai IONIQ 5

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$39,950

starting MSRP

Key specs

Base trim shown

SUV

Body style

110
Combined MPGe Combined MPGe

Miles per gallon-equivalent is how the EPA provides efficiency ratings for battery-electric vehicles in a way that can be used in comparison with gasoline-powered vehicles. Actual mileage will vary depending on driving conditions, driving habits, elevation changes, weather, accessory usage (lights, climate control), vehicle condition and other factors.

Related: Top 10 Most Efficient Electric Cars
220 mi.
EPA-est. range EPA-est. range

EPA-estimated range is the distance, or predicted distance, a new plug-in vehicle will travel on electric power before its battery charge is exhausted. Actual range will vary depending on driving conditions, driving habits, elevation changes, weather, accessory usage (lights, climate control), vehicle condition and other factors.

Related: Electric Cars With The Longest Range
6 hrs.
Level 2 charging Level 2 charging

Charge time estimates are based on using a 240-volt charging circuit charging from empty to 100% battery capacity. Level 2 is the fastest way to charge at home, though charging times can vary and are dependent on factors such as the capabilities of the charging circuit, charging equipment and the vehicle’s onboard charger. Level 2 charging time provided by Chrome Data, a JD Power company.

17-25 mins.
DC fast charging DC fast charging

DC fast charging is the fastest way to charge and only available at pay-for-use public charging stations, though some EVs come with complimentary charging for a limited time. Real-world DC fast charging times can vary greatly, even on the same vehicle, because of this type of charging’s sensitivities to ambient and battery conditions. DC fast charging time provided by Chrome Data, a JD Power company.

58 kWh
Battery capacity Battery capacity

Battery capacity is measured in kilowatt-hours, which is a measure of how much energy is used over time. A 70-kWh battery has more energy capacity than a 50-kWh battery and would result in a longer driving range if all other factors were equal. But more battery capacity doesn’t always mean longer range because of differences in energy consumption from vehicle to vehicle. Battery capacity provided by Chrome Data, a JD Power company.

5

Seating capacity

182.5” x 63”

Dimensions

Rear-wheel drive

Drivetrain

Overview

(10 reviews)

The good:

  • Comfortable ride
  • Roomy interior
  • Quick acceleration
  • Many regenerative-braking settings
  • Full instrument panel and available head-up display
  • Powered shade for glass roof (Limited)

The bad:

  • No rear window wiper
  • Wide turning circle
  • Full acceleration denied in Eco mode
  • DC charging slowed even by moderate cold
  • No plugged-in preconditioning with key fob
  • No wireless Apple CarPlay, Android Auto

4 trims

Starting msrp listed lowest to highest price

Wondering which trim is right for you?

Our 2022 Hyundai IONIQ 5 trim comparison will help you decide.

See also: Find the best SUVs for 2024

Notable features

  • Five-seat battery-electric SUV
  • Initially available in 26 states
  • Rear- or all-wheel drive with 303 or 256 miles of range
  • 700-volt battery enables faster DC charging
  • Limited provides up to 3,600 watts of 120-volt power
  • Two years’ free charging at Electrify America stations

2022 Hyundai IONIQ 5 review: Our expert's take

By Joe Wiesenfelder

The verdict: The first affordable electric SUV without a defining flaw, the Ioniq 5 has a comfortable ride and plenty of space — and it’s relatively simple to operate — but some of its best features can be had only on the Limited trim level for thousands of dollars more. As of its launch, the Ioniq 5 is on sale in 26 states.

Versus the competition: Even at its worst, the Ioniq 5 is average in its class, with a low tow rating and a need for more real buttons on the dashboard, but it shines when it comes to occupant and cargo room, ride quality and overall efficiency. At compatible DC fast-charging stations, it also charges faster than almost all its competitors.

I’ve been waiting for an electric vehicle like the 2022 Hyundai Ioniq 5. It’s the first of several new affordable SUV-ish models that doesn’t have a defining shortcoming: The Ford Mustang Mach-E doesn’t ride well and has dismal brake-pedal feel, the Volkswagen ID.4 is plagued by an overabundance of touch-sensitive controls, and the Volvo XC40 Recharge’s underlying inefficiency diminishes its range and charging speed. The Tesla Model Y rides too firmly for some roads, has no instrument panel and is no longer eligible for a federal tax credit. (If the Model Y seems higher-priced than the others mentioned here, it’s partly because Tesla sells direct and actually raises its list prices. Not reflected in the other models’ MSRPs is the higher transaction prices that are also happening for those vehicles.)

We do have some bones to pick with the Ioniq 5; they just aren’t as big — individually or combined — as the ones mentioned above. Just so you’re aware, one drawback that stands out is the fact that the Ioniq 5’s cabin can’t be preconditioned when it’s connected to a charger if you remote-start using the key fob. (The heating or air conditioning does activate when not attached to the charger.) In order to carry out this important step, which helps preserve battery power for driving range before departing, you must use a smartphone app and Bluelink subscription — complimentary for only three years then $198 per year afterward (or as little as $93.67 per year if you pay three years in advance). Presumably you can program the car to precondition for a planned departure while it’s plugged in, but any unplanned trip requires Bluelink. Hyundai has done this kind of thing for years with its gas-powered cars, but now that it has remote-start on its remotes, preconditioning should work forever, for free. It’s a cornerstone of electric motoring, and Nissan, to name one brand, has maintained the functionality free, even on older Leafs.

Note that the Ioniq 5 and new 2022 Kia EV6 weren’t available for thorough evaluation when we were deciding on our Best Electric Vehicle of 2022, which we granted to the Model Y. Cars.com is preparing to include all these models in a comprehensive multi-vehicle comparison test that will reveal more, but after my time with the Ioniq 5, it seems a strong candidate for next year’s award deliberations. We’ve already called it out as a Top EV Pick for families.

Versions & Ranges
Is It an SUV?
How It Drives
Good Usability, Minimal Sacrifice
The Cabin
Cargo
Charging
EV as Backup Power
What’s Wrong With It

Versions & Ranges

The Ioniq 5 comes in SE, SEL and Limited trim levels. We tested a Limited with all-wheel drive, which is optional on all trims (rear-wheel drive is standard). If you want the Ioniq 5’s longest range, you’ll have to stick with RWD, which brings an EPA-estimated 303-mile range in favorable conditions. AWD drops the range to an estimated 256 miles. Not noted on this comparison on the EPA site is a “standard-range” RWD Ioniq 5, which has a smaller battery but is not sold in the U.S. Corporate sibling Kia does offer two battery sizes here for the Ioniq 5’s sister model, the EV6.

As of launch, the 2022 Ioniq 5 is only a bit more widely available than its predecessor. It’s offered in 26 states, including Arizona, California, Colorado, Connecticut, Florida, Georgia, Illinois, Louisiana, Massachusetts, Maryland, Maine, Missouri, North Carolina, New Jersey, New Mexico, Nevada, New York, Ohio, Oklahoma, Oregon, Pennsylvania, Texas, Utah, Virginia, Washington and Wisconsin.

Is It an SUV?

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Whether a given model is an SUV, wagon, hatchback or something else is a tiresome argument that can be decided only by the individual, but nowadays the point is for vehicles to offer what we like about SUVs: a hatch rather than a trunk, a bit more size and versatility than a sedan, and optional AWD. The Ioniq 5 checks all these boxes.

Personally, I also focus on ground clearance because it matters to people who buy SUVs and/or AWD for use in snow, and the quest for aerodynamics sometimes leads EV manufacturers to use low-slung chin spoilers and other provisions that improve efficiency but hinder passage over snow. The Ioniq 5’s ground clearance is listed as 6.1 inches — better than the Mustang Mach-E’s 5.7 inches but lower than the Model Y’s 6.6 inches and the XC40 Recharge’s 6.9 inches.

I happened to drive the Ioniq 5 during a snowstorm, and when I stood on the brake a couple of times, the car kept rolling too far for comfort while the antilock brakes chattered away. People usually blame this on brakes, but the way the car felt overall suggested the 20-inch Michelin Primacy Tour all-season tires (size 255/45R20), which are standard on the Limited, were a bit lacking. Tirerack.com shows a Winter/Snow rating of 7.7 for these tires, which seems decent, but three models in this competitive set are rated better (and they cost less), while just one has a lower rating.

The standard 19-inch wheels on the Ioniq 5’s lower trim levels also appear to come with Michelin tires, named Primacy (versus Primacy Tour), but we haven’t driven them.

How It Drives

The biggest news here is that the Ioniq 5 rides comfortably, even with the Limited trim level’s needlessly large 20-inch wheels. For some reason, most affordable EVs ride firmly or poorly, though that’s starting to improve. The EV6 is among the exceptions, as is the ID.4 — despite a short wheelbase that can make a compliant ride more difficult to achieve. The Ioniq 5’s 118-inch wheelbase is 9 inches longer than the VW’s and roughly 4 inches longer than the Kia’s. This doesn’t do its turning diameter any favors: It’s 39.3 feet — versus the EV6’s 38.2 and the ID.4’s 31.5 (RWD) or 36.4 feet (AWD) — and you feel it in ordinary parking maneuvers.

As for handling, the Ioniq 5 felt good but not great, but it should be noted that the roads were — at best — cold and coated with salt during our evaluation period. The rear motor is rated 225 horsepower with RWD. With optional AWD it’s 221 hp, plus a front motor rated 99 hp, but the car tends to feel more like a front-drive vehicle when pushed hard through turns. It’s the same feeling we got from the ID.4, probably for the same reason: With so much torque in the rear, it would be too easy to spin out if the powertrain didn’t apportion output conservatively.

For what it’s worth, if you want sporty, the EV6 is definitely sportier … looking. You’ll probably see lots of reports about the EV6 being the sporty choice of the two, but our initial reaction is that the sister models drive similarly despite the Kia’s appearance and shorter wheelbase.

hyundai ioniq 5 2022 33 interior instrument panel suv scaled jpg 2022 Hyundai Ioniq 5 drive mode indicator | Cars.com photo by Christian Lantry

The Ioniq 5 is quick — as good as 0-60 mph in less than 5 seconds with AWD — but only in the right driving mode. The car’s modes include Normal, Eco, Sport and Snow, and they’re all reasonably well-designed, with the exception of Eco mode, which doesn’t allow full acceleration off the line even if you floor it. It’s a mistake on Hyundai’s part; Eco modes always dull the go-pedal, even in gas-powered cars, but they usually let loose if the accelerator hits the floor. Withholding power that drivers might expect from a car based on its other modes sure seems like a safety hazard. Imagine you’re trying to dive into traffic or turn left from a stop with oncoming vehicles bearing down, only to find Eco mode has turned your hare into a tortoise.

I was most impressed with the number and execution of the Ioniq 5’s regenerative-braking levels. These vary the degree of deceleration when you lift off the accelerator, at which point the drive motors instantaneously serve as generators, returning energy to the battery pack. I teased Volkswagen for having just two regen levels in the ID.4 because it’s just programming; why not go crazy and have three? Well, Hyundai went crazy. The steering-wheel paddles let you select among four levels (Lv0 to Lv3), with Lv3 providing the most regen of the four, but then one more click activates i-Pedal. This is Hyundai’s one-pedal operation, requiring almost no use of the brake pedal in normal driving, even down to a complete stop. (Why i-Pedal isn’t just called Lv4 is a question for Nigel Tufnel of Spinal Tap.)

But wait, there’s more: Hold the right-hand paddle a few seconds and you’ll activate an Auto setting that uses sensors to adjust the regen based on following distance and slope. And if all this isn’t enough, when coasting in one of the Lv settings you can hold the left-hand paddle to add some deceleration, like a hand brake would.

Once you figure it out, it’s good to have this many options. Whenever I switch to a gas-powered vehicle, I’m reminded of the wasted energy an EV would be recapturing every time I step on the brake pedal.

Good Usability, Minimal Sacrifice

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The Ioniq 5’s interior design is certainly different — as some people think is required of an EV — but fortunately it doesn’t go off the deep end and become unusable in the process. To the contrary, it’s among the simplest EVs to operate. Unlike the Model Y, the Ioniq 5 has a dedicated instrument panel, and unlike the Mach-E’s, it’s large and displays a lot of information, including battery percentage and projected range, which varies with temperature and driving mode — which it also displays. (Tesla’s insistence on showing best-case range on the top-level display remains one of our biggest complaints.)

The center section of the Hyundai’s screen shows a wealth of other selectable information, and the Limited trim adds a blind spot view monitor, which displays a camera view of either blind spot when you activate the corresponding turn signal. This trim level also adds a Surround View Monitor that displays many different perspectives, but on the touchscreen. Thankfully, outward visibility is pretty good overall — much better than in the EV6, though the lack of a rear window wiper on both is regrettable.

The Ioniq 5’s 12.3-inch central touchscreen, which looks like a twin of the driver’s display, is simple enough to use. It’s supplemented by rows of mechanical and touch-sensitive buttons farther down — more than the Model Y but still not as many as we’d like. For one thing, controls for the heated seats and steering wheel (the latter feature is excluded from the SE trim level) are in a touchscreen submenu, which is a gaffe. These features are too important in an EV not to be at least top-level, and real buttons would be best. (See how the EV6 solves this problem in What’s Really the Difference Between the Hyundai Ioniq 5 and Kia EV6.) Regardless of the vehicle, heated seats are frequently fussed with and should be controllable by an unfamiliar passenger without the driver’s help. That’s not the case in the Ioniq 5, where you have to use the touchscreen or a touch-sensitive button labeled “warmer” to bring up the appropriate menu.

Though we don’t care for the touch-sensitive buttons Hyundai has adopted across its lineup, they didn’t cause me as much trouble here as this type of button often does, even with gloves on. (But they still need to go.)

The touchscreen system supports wired Apple CarPlay and Android Auto. Hyundai said it’s investigating whether existing vehicles will be upgradable to wireless versions of these smartphone interfaces but had no answers as of this writing. As usual in Hyundais, Android Auto doesn’t use the full width of the display. I don’t object to it as much as some simply because I don’t see the advantage of a widescreen map, which is my primary use of the feature.

The head-up display that’s included in the Limited is impressively large and full-featured. Among other info, it indicates when a vehicle is in your blind spot, putting that info closer to the driver’s line of sight than most such monitors. It even has augmented-reality-style arrows that appear to show you upcoming turns when using the built-in navigation system (but not with Apple or Google Maps). It’s similar to what we’ve seen in luxury vehicles.

The Interior

 

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This long-awaited class is already delivering roomier interiors than we’ve had in past affordable plug-ins, and the Ioniq 5 takes it even further. In addition to its competitive front headroom and legroom dimensions, the lack of a conventional center console extending toward the dashboard leaves plenty of room for a purse, backpack or what have you. The console between the Ioniq 5’s front seats leaves plenty of open space, and the armrest raises most of the way. In the Limited trim level, the console can slide backward; without this feature, the armrest doesn’t raise quite far enough to get completely out of the way if you prefer a no-armrest space. The downsides to the Ioniq’s wide-open approach are less enclosed storage, the wireless smartphone charging pad being farther from reach and, as mentioned above, you lose some surfaces that could be home to needed buttons, as illustrated in the EV6.

The backseat is even more generous, with 39.4 inches of legroom, beating the Ford (38.1), Kia (39) and VW (37.6). The seat slides to apportion space where you need it — backseat or cargo area. Once again, the Limited trim level has exclusive features back here that lower trims don’t, including integrated side window shades and adjustable outboard head restraints. The available panoramic glass moonroof makes the backseat seem even roomier, which is an advantage over the Model Y and its opaque powered sunshade.

Cargo Space

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The cargo area is quite generous. By our measurements — which don’t match manufacturer-supplied specifications but are more consistent from one brand to another — the Ioniq 5 has 19.1 cubic feet of cargo volume behind the backseat with that seat slid all the way back for maximum passenger space. That beats the ID.4, at 18.9 cubic feet. This is thanks in part to the Hyundai’s underfloor space, which we count in all cases because we know you use it. The two-row Model Y, however, wins, with 20.9 cubic feet behind its backseat.

People are charmed by front trunks, and the Ioniq 5 has one, at least in name; it’s a clamshell box you might mistake for an engine (motor) cover. It’s probably big enough for a 120-volt trickle charger but not a lot else. It didn’t bother me that you have to pull the hood release to access it, given it’s a barely usable space. Frunks that provide legitimate space, like the Mach-E’s 2-cubic-foot frunk, deserve a key-fob release. Note, however, that even with its frunk and hatch combined, the Ford’s 17.9 cubic feet of cargo volume doesn’t match the Ioniq 5, and total space is what matters.

For those keeping score, the Model Y’s frunk adds 2.3 more cubic feet to the 20.9 cubic feet behind its backseat.

Charging

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From many perspectives, the Ioniq 5 charges quickly, though I’d resist hyperventilating over its DC fast charging just yet. Overall its approach is solid, and it’s great to have a motorized charge-port door (like on Teslas) because you will inevitably leave this door open by accident; it closes automatically when you put the car into Drive or Reverse, saving you from having to get back out of the car when you see an instrument panel warning. (Even if you’ve never left a fuel-filler door open, perhaps using this one daily is what makes it inevitable.)

What matters most is home charging, where the Ioniq 5 is rated to accept 10.9 kilowatts, in line with the ID.4 (11 kW) and Mach-E (10.5). For me, the car’s instrument panel showed well above 11.0 kW while charging. This means you’ll maximize your charging speed with a 48-amp Level 2 charger, which requires a 240-volt, 60-amp circuit breaker. (If your home’s service is limited to 100 amps, you’ll probably either have to get by with a less-powerful charger or spring for a costly service upgrade; see our guide to chargers and our experience outfitting six different houses.) On its own, this aspect of the Ioniq 5 is great.

How much this juice translates to miles of range depends on your drivetrain, because there’s an uncommonly wide efficiency gap between RWD and AWD versions: 114 and 98 mpg-equivalent, respectively, according to the EPA. Apart from costing you less per mile, higher efficiency means you add more miles of range per hour of charging than with a lower-rated vehicle, all other factors being equal. The Ioniq 5’s mpg-e ratings are pretty high in the field of all 2021-22 EV models, (though not as good as the Model Y’s), continuing what we saw in the Hyundai Ioniq EV sold primarily in California and other zero-emissions-vehicle states from 2017-21. The Ioniq 5 isn’t as stellar as its predecessor, even with RWD, partly because the new model is more of an SUV than a car. We know from our experience with the 2021-22 XC40 Recharge that an over-the-air update can increase a vehicle’s efficiency and range, so perhaps that will happen someday for the AWD version of the Ioniq 5.

At its best, the AWD Ioniq 5 added more than 30 miles of range per hour of charging. I suspect that the full 11 kW would have translated to roughly 40 mph in the more-efficient rear-drive version.

As for public DC fast charging, the Ioniq 5 and EV6 get credit for being the first affordable 800-volt EVs on the market (they’re technically 697 volts, according to the specs, but the point is that a nominal 400 volts is more common). That designation promises faster charging due to lower resistance when exploiting a powerful-enough charger — 250 kW or higher (likely to mean 350 kW at a station).

In one trial, the Ioniq 5 charged faster than any EV we’ve tested but still didn’t come close to Hyundai’s “as good as” claims of going from 10%-80% in 18 minutes, perhaps because it was 53 degrees out. In 18 minutes, we added 38% (93 miles of range). Our Detroit editor did better on a day that was about 12 degrees warmer, adding 160 miles of range in 16 minutes. We’ll take the advancement happily, but the effects of weather and countless other mostly uncontrollable factors, both detectable and mysterious, always seem to make fast charging any EV a dissatisfying experience — and anything other than home charging unviable for potential buyers.

EV as Backup Power

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As Ford learned — or taught — by putting up to 7.2 kW of optional power in the bed of its F-150 hybrid, adding value can make a technology more attractive. The upcoming F-150 Lightning fully electric pickup will do the same by upping the output closer to 10 kW and providing automatic home backup power for anyone willing to foot the installation bill.

The Ioniq 5 doesn’t go quite that far, but it and the EV6 are the first EVs to provide high-current outlets that can power appliances or tools and provide backup power in an emergency, so long as you’re willing to run some extension cords.

The Limited has one household outlet under the backseat and an adapter that plugs into the charging port to provide another 120-volt outlet. This feature is currently called Vehicle-to-Load, but that’s likely to change because it’s a terrible name. “Load” is the proper technical term for anything that uses power, but it’s probably not how you speak. (Maybe that’s why the TV commercial where Jason Bateman is camping calls it “two-way charging,” which is a nice try but far from precise. Is running a hibachi and some lights really “charging?”)

These aren’t the dinky outlets in the back of your minivan, which are probably limited to 160 watts and good enough only for a laptop or maybe a game console. The Ioniq’s outside outlet is rated at 15 amps, which means 1,800 watts. The owner’s manual says the interior one is 16 amps, so that’s 1,920 watts. (Household outlets in North America are 120 volts and usually 15 or 20 amps.) I had no trouble with a 12-amp circular saw, but a 15-amp Makita sander worked only every third try because it draws too much current when it first starts up — something the owner’s manual warns about. No problem; the Ioniq 5 reset after every failure and was ready to go again.

Compare this with my Honda backup generator and its 3,000 peak-watts rating, and the appeal of an EV with over 3,700 watts of totally silent backup power is apparent. The only downside is that only the outside outlet is weather-resistant. Also, the inside one requires the car to be on and, presumably, a window to be open enough for a fat extension cord to pass through.

What’s Wrong With It

No vehicle is perfect, and we did have some issues in the Ioniq 5. Some have already been mentioned, but there are a few more.

hyundai ioniq 5 2022 13 door exterior silver suv scaled jpg 2022 Hyundai Ioniq 5 Limited | Cars.com photo by Christian Lantry

The aerodynamic, flush door handles, which motor out when you unlock the doors — or simply when you approach the car, depending on the setting you choose — didn’t do so well in snow and freezing rain, which kept one from emerging and some others from retracting once out. Still, they’re much better overall than the manual versions in the Model Y, which baffle unfamiliar passengers and also tend to get frozen shut.

Also, the cabin is slow to warm up. The AWD Ioniq has a heat pump — a technology with a reputation for pokiness in residential applications — and perhaps that’s the issue, but our Model Y also has a heat pump and gets the job done much faster. We haven’t tested a RWD Ioniq 5, which has conventional, resistive heat.

Another problem lies in the fact that many desirable features are available only on the Limited trim level. These include:

    • Panoramic moonroof
    • Ventilated front seats (heated are standard)
    • Memory driver’s seat
    • Fully reclining driver’s seat
    • Adjustable head restraints for outboard rear seats
    • Bose premium audio
    • Head-up display
    • Sliding function for center console
    • Rear side window sun shades
    • Vehicle-to-Load
    • Smartphone as key
    • 360-degree cameras
    • Blind spot view monitor
    • Parking Assist & Remote Smart Parking Assist (to move the vehicle from outside using your key fob or smartphone app)

At $51,845 (MSRP plus destination charge before any incentives), the Limited costs $4,700 more than the SEL. The cost isn’t necessarily a problem thanks to all that’s included, but the inability to select only the features you want a la carte, for less money, is a downer.

Another downer is that the Hyundai Ioniq 5’s already-limited supply is subject to the one-two-three punch of a longstanding inventory shortage, increased EV interest due to record gas prices and the vehicle’s unquestionable desirability. If you manage to find one close to MSRP plus destination, don’t hesitate.

Cars.com’s Editorial department is your source for automotive news and reviews. In line with Cars.com’s long-standing ethics policy, editors and reviewers don’t accept gifts or free trips from automakers. The Editorial department is independent of Cars.com’s advertising, sales and sponsored content departments.

Joe Wiesenfelder
Former Executive Editor Joe Wiesenfelder, a Cars.com launch veteran, led the car evaluation effort. He owns a 1984 Mercedes 300D and a 2002 Mazda Miata SE.
Email Joe Wiesenfelder

Consumer reviews

(10 reviews)
Rating breakdown (out of 5):
  • Comfort 4.9
  • Interior 4.9
  • Performance 4.8
  • Value 4.7
  • Exterior 4.9
  • Reliability 4.9
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Most recent consumer reviews

Beautiful, comfortable, end reliable EV.

I have the Limited version of this car. It has a very comfortable ride compared to our Tesla M3. Range is plenty for daily commuting and long drives. The car charges very quickly at EA stations and comes with 2 years of free charging. The front seats are very comfortable and fully recline plus they are heated and cooled. The infotainment system is feature rich but the controls are a complicated mess so I mostly use Apple CarPlay with works great on the large display. I suggest you test drive this car as the photos make it seem smaller than it really is. It’s about crossover size but with a hatchback. The Digital Teal and Shooting Star matte paint colors are beautiful! My Hyundai service center has been excellent but some other Hyundai dealers are not so great. Visit your local service center before buying.

Rating breakdown (out of 5):
  • Comfort 5.0
  • Interior 5.0
  • Performance 5.0
  • Value 4.0
  • Exterior 5.0
  • Reliability 5.0
  • Purchased a New car
  • Used for Commuting
  • Does recommend this car
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Great car after multiple computer updates

The car is perfect now that it has had numerous computer updates. It definitely had problems with the back-up camera not consistently working, putting on the brakes suddenly for no apparent reason, with the 12-V battery dying (until I removed the light in the FRONK), with "Reading USB" constantly coming on the R screen, and multiple other computer problems. All were fixed with multiple computer updates.

Rating breakdown (out of 5):
  • Comfort 5.0
  • Interior 5.0
  • Performance 5.0
  • Value 5.0
  • Exterior 5.0
  • Reliability 4.0
  • Purchased a New car
  • Used for Transporting family
  • Does recommend this car
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Great looks and performance with a fast recharge

The Ioniq 5 is said to be one of the better electric cars available. Before leasing, we drove the Porsche Taycan (outstanding, but short range), BMW i4 M50 (superlative, but rare), BMW iX SUV (hard to see out the back), the Tesla Model 3 (long range; cheap inside, but excellent), Tesla Model Y (long range, hard to see out the back). We didn't drive the VW (unavailable), the Polestar (short range), the big Benz (too blingy for our tastes) or the cheaper Chevy and Nissan. The Ioniq 5 isn't the fastest (Teslas, the Taycan and the BMWs are faster), but it's a rocketship with great torque for accelerating, passing and entering freeways. It has 12 speed/regeneration modes, making it satisfyingly adjustable to your driving style. It apparently charges as fast as or faster than any other electric -- 16 minutes to 80% at 200 kW experienced yesterday). And it's one of the coolest looking cars ever, which all the young guys will confirm. There are some small things to criticize (we didn't get the loaded version), but overall it's a winner.

Rating breakdown (out of 5):
  • Comfort 4.0
  • Interior 4.0
  • Performance 5.0
  • Value 5.0
  • Exterior 5.0
  • Reliability 5.0
  • Purchased a New car
  • Used for Transporting family
  • Does recommend this car
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See all 10 consumer reviews

Warranty

New car and Certified Pre-Owned programs by Hyundai
New car program benefits
Bumper-to-bumper
60 months/60,000 miles
Corrosion
84 months/unlimited distance
Powertrain
120 months/100,000 miles
Maintenance
36 months/36,000 miles
Roadside assistance
60 months/unlimited distance
Certified Pre-Owned program benefits
Maximum age/mileage
Less than 80,000 miles; less than 7 years old (currently MY18- MY24)
Basic warranty terms
Remainder of the 5-Year/60,000-Mile New Vehicle Limited Warranty. From original in-service date and zero (0) miles.
Powertrain
10-Yr/100K-Mile Powertrain Limited Warranty. From original in-service date and zero (0) miles.
Dealer certification required
173-point inspection
Roadside assistance
Yes
View all cpo program details

Have questions about warranties or CPO programs?

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