Test: Hyundai Ioniq 5

After a short (quite positive) first impression of the Ioniq 5, we can now drive a little longer for the first time. The Hyundai is also available with two battery packs, 58 kWh and 73 kWh. You can also get four-wheel drive on the large battery. With electric cars, 4WD always means that there is more power, because an extra electric motor is placed on the second axle. In this case, the thickest version has 306 hp and we got that variant for this test. It is a Project 45 version, a kind of launch edition with all the trimmings, but you can almost compare it with the thick Lounge version that you find in the price list.

Retro details
The Hyundai looks like a good hatchback in some photos, until you put a person next to it. Then it suddenly turns out to be a much bigger car than you think, even though the hatchback shape is preserved. There’s definitely some retro details on the car, but it still looks super modern and even a bit sci-fi-esque. He is also a bit more timeless than group mate EV6 from Kia. The shape of the Ioniq 5 provides plenty of space in the back, for both your head and your legs. The trunk is also fine, while there is a frunk at the front, in which you can just put your charging cable.
The interior of the Hyundai is very clean. The white and gray provide the same spaceship feeling as the exterior. In the front, due to the lack of a center tunnel, the open space is particularly noticeable. We sit on the buck a little bit. For us a hypermodern screen with a sense of depth and a lot of information. Also special is the large head-up display that uses augmented reality to visualize information. Navigation instructions or a solid line that you cross: it is projected for you on (or virtually just past) the window.
The screen in front of you continues into the multimedia touchscreen, which is modern and versatile. The climate control is loose underneath which is nice, but there are also a few ergonomic mistakes, which we do not expect from Hyundai. For example, the screen is just too far away, so that we have to get out of the chair a little bit to operate it. A basic mistake. In addition, it is strange that, despite the separate climate control, we still have to go through the touchscreen to operate the seat heating and cooling. Such things should be immediately available so that you do not have to take your eyes off the road. Kia does that in the EV6 remarkably enough differently, although the screen is also too far away there. They are also minor complaints in a total of luxury and versatility, because the Hyundai is overcomplete and offers a lot of storage space.

Extremely smooth
On the way in the Hyundai, it is noticeable that the brand is still aiming for comfort more than fellow group member Kia, but that the Ioniq 5 also has excellent road holding. Although it is quite high you can feel the low center of gravity. The steering is light and direct enough and the car never feels week. There is too little feedback to speak of any kind of dynamics, but it is really not the case that the chassis is shocked by sudden changes in course. This is comfort well applied. The weight of the car remains noticeable, however, all those kilos must still be damped and braked. But such a thing is inherent in this level of electric car.
It is also positive that the Hyundai accelerates and brakes smoothly, especially at low speed. The Ioniq 5 does this extremely smoothly, when regenerating harder it also comes to a smooth and tight stop. You can set that regeneration in different positions with the steering flippers in Korean. Korea is really up to speed right now and is closer to Tesla than anyone else.