Hyundai Ioniq 5 (58 kWh): the cheapest and fastest charging electric car

Hyundai Ioniq 5 (58 kWh): the cheapest and fastest charging electric car

After having tested the Hyundai Ioniq 5 in its long-range, four-wheel-drive version and its two powerful engines, we are today at the wheel of the entry-level model. The program: a lower autonomy, less power, and only one machine. Enough to give you the right to the maximum ecological bonus. Here is our opinion.

With some success, the Korean manufacturer Hyundai quickly understood that it was necessary to develop electricity and worked on it very early. Indeed, the electric Kona or Ioniq Electric was particularly successful for test drives. So when he announced the Ioniq family and its first model, the Hyundai Ioniq 5, everyone was eager to learn more and get behind the wheel. We did that when we tested the most powerful of them all, the 78 kWh HTRAC version with its big engine and four-wheel drive.

This time, we went to the opposite end of the range to try out an entry-level Ioniq 5 in Intuitive trim, with a small battery (58 kWh) and a small engine, in rear-wheel drive. So, is it worth it?


Well designed, the Hyundai Ioniq 5 seems smaller than it is. Behind the impression of a compact car lies a vehicle that is 4.64 meters long and 1.89 meters wide, and 1.65 meters high, dimensions that are very similar to those of a Peugeot 5008. Very modern in its design, even futuristic for some, it displays particularly marked features without falling into the excess of unnecessary castigation. However, many details are present, such as the light grey front and rear shoes or the stylized wheel arches.

The pixelated lights, although very modern, remind us of 80’s video games, and overall the design seems to make an ideal bridge between the past and the future, the whole carved as a tribute to the Hyundai Pony of 1974.


On board, it will be difficult not to find a place to sit as the space on board is so generous. It must be said that with a massive wheelbase of 3 meters, passengers have plenty of room, especially in the rear—the latter benefit from legroom similar to that found in limousines like the Mercedes EQS and BMW i7. Even behind a driver almost 2 meters tall, it’s possible to put an adult of the same height without feeling cramped. Add to that the equally high headroom, and the rear seats almost seem like the best place to travel.

Behind the bench seat (sliding, reclining, and folding 2/3-1/3), there is a decent trunk of 527 liters (up to 1,587 liters), which is sufficient but not exceptional considering the size of the vehicle. Nevertheless, it is completed by a front trunk (a Frunk) of 57 liters for our 2WD version (only 24 liters on the other models), allowing us to store the charging cables easily.

Like the rear bench, the manually adjustable front seats are covered in black and grey entry-level fabrics. They don’t shock the eye without being of exceptional perceived quality, but they do show a certain lack of support, even though they are pretty comfortable. Thanks to sufficiently large glass surfaces, the interior is relatively bright despite the absence of a glass roof.

Although the finish seems reasonable, the interior of our Hyundai Ioniq 5 in Intuitive trim does not shine with the quality of its materials. It is dominated by hard plastics, especially on basic-looking door panels. The same goes for the center console’s wide-open, hard plastic pocket. Above it, however, is a well-placed armrest with storage space inside.


Although this is the lowest trim level, our test model still benefits from the standard “Dual Cockpit,” which consists of two 12.5-inch screens placed next to each other. The first, behind the steering wheel, serves as the instrument cluster and is far superior to what the Volkswagen group’s models do in this regard. Here, the screen is large, very readable, and capable of displaying much information such as fuel consumption, navigation, etc.

However, unlike the 306-hp Hyundai Ioniq 5 I tested earlier, this one doesn’t have a head-up display. This would have been a plus since the steering wheel rim hides the screen’s speed display in the upper left corner.

The touch-sensitive infotainment screen does not suffer from the criticism. It’s clear, bright, responsive, and not very sensitive to glare. It’s also very complete and has the merit of being completed by physical buttons for quick access to the most valuable functions. The voice command is very efficient, and it is never necessary to go over it twice to get the correct address on the GPS, for example.

The only downside is that the Hyundai Ioniq 5 doesn’t have a trip planner, so if you’re going on a long trip, you’ll have to use a third-party application (on your phone) like A Better Route Planner or Chargemap to find out where to stop to recharge and for how long. The disadvantage is that these applications do not consider the consumption in real-time and sometimes indicate a different route than the one announced by the car’s GPS. Not very practical, therefore, on long journeys.

The “EV” page can display the remaining autonomy with or without air conditioning, and the predictions are precise. We are also pleased to note the presence of separate air-conditioning controls with touch-sensitive buttons that are sometimes a little unmanageable.

Finally, we note the absence of USB-C plugs but the presence of a USB-A at the front and two others at the rear.


Simple rear-wheel drive, 200 kg lighter than models with two engines and a large battery, contained power, the Hyundai Ioniq 5 that we have in our hands strongly resembles what customers buy. Here, 170 hp and 350 Nm from a single engine placed on the rear axle help us move the 1980 kg of the Korean car. This is a lot of weight, but you don’t feel it in your hand.

The immediately available torque effectively erases any impression of heaviness, and acceleration is excellent, with a 0 to 100 km/h time of 8.5 seconds while the acceleration is on the mark. Nevertheless, this Hyundai Ioniq 5 will show its limits with accelerations that fade pretty quickly. This will never be a problem for everything that involves passing and insertion.

Three driving modes are available if needed via a steering wheel button: Eco, Normal, and Sport. Most of our test drive was in Eco, and the other two modes didn’t seem very different in terms of feel. The only real advantage we found was that the speed limit is no longer 130 km/h (Eco mode) but 185 km/h, which can sometimes be helpful on certain German highways for more direct passing. Moreover, on fast lanes, the overall soundproofing is rather good, but some air noises disturb the electric quiet at around 130 km/h, without it being dramatic.

While the driving position is easy to find, it’s not as easy to get the hang of this Hyundai Ioniq 5. Interior ergonomics are not the problem, but size and visibility are. The 3-meter wheelbase is unusual and requires time to adapt to all maneuvers, city traffic, and parking entrances and exits, especially since visibility on the car’s four corners is not very good.

On the braking side, three levels of regeneration are available via the steering wheel paddles, which are relatively well balanced in the way it slows down the car, and passengers will feel less uncomfortable than with some competitors. We don’t understand why the vehicle systematically refuses to change the regeneration level as soon as the brake pedal is pressed. I-pedal driving allows you to do without the brake pedal altogether as you lift your foot off the gas pedal to come to a complete stop. The function requires some time to adapt but eventually allows you to do without the brake pedal.

The Hyundai Ioniq 5 is not a dynamic car, far from it, and this is where the lighter weight of our version with the 58 kWh battery and the contained power become interesting. The overall comfort is excellent, especially with the 19-inch wheels (20 inches for the 306 hp). However, the Korean car has a marked tendency to pump on uneven roads, while the front end is a bit lazy when cornering. The Hyundai Ioniq 5 is designed for everyday use, but it’s a pity that the damping is too soft, as the passengers are slightly shaken.

Note the presence of the main driving aids and assistants with the adaptive cruise control and semi-autonomous driving with the very intrusive lane keeping, fortunately easily deactivated via a button on the steering wheel. Autonomous driving is, therefore, level 2.

READ MORE: Nissan Ariya vs Hyundai Ioniq 5: which is the better electric car? 


The WLTP fuel consumption figure of 16.7 kWh / 100 km announced by the manufacturer seems to be possible in good conditions, as we drove 65 km at an average of 15.1 kWh per 100 km. At the same time, going below 23 kWh / 100 km on the highway will not be accessible unless you decide to stop driving at 130 km/h. In reality, however, the average after one week and 600 km of testing is 18.1 kWh. This, together with the 58 helpful kWh battery, gives us an estimated range of 320 km (384 km according to the WLTP cycle).

The big plus point is that the Ioniq 5 offers an onboard 175 kW DC charger as standard, but on an 800-volt architecture, allowing for drastically reduced charging times. This gives a theoretical 0-100% charge in 35 minutes at a compatible charging station and only 18 minutes from 10-80% (or more than 170 km on the freeway with our recorded consumption). In practice, the maximum value is not held for long, but the average power accepted on a charge has largely convinced us the Hyundai Ioniq 5 still takes a little more than 100 kW when reaching 80%.

On an 11 kW charging point, it will take 3h28 and 5h09 on a 7.4 kW wall box. Finally, thanks to the V2L technology (reverse charging or bi-directional charging), the Hyundai Ioniq 5 can recharge electronic devices or power a coffee machine if you travel alone.


Excluding dealer discounts, the Ioniq 5 in Intuitive trim with the 58 kWh battery and 170 hp engine is priced at 46,500 euros. This is good news since the model is eligible for the maximum ecological bonus of 6,000 euros. However, this price does not allow you to check off even one option. Some options can be chosen after the fact and do not affect the final cost of the vehicle, but this forces you to choose the only free paint on the color chart, for example. Chances are, your dealer will find a way to offer you one or two options.

This puts it head-on with a Toyota bZ4X in Pure trim at the same price, but with the advantage of a 71.4 kWh battery that gives it 500 km of WLTP range and 204 hp. We can also mention the Hyundai Kona Electric, with more autonomy (484 km) but more minor, especially with a much slower recharge (77 kW).

Another competitor is the Renault Megane E-Tech, which offers 454 km of autonomy and a fast charge of 130 kW but less habitability. Also worth mentioning is the Skoda Enyaq, with 397 km of range and a 120 kW quick charge. Finally, it is impossible not to say the Kia EV6, sold at a higher price than the maximum bonus threshold, fits into this framework with a quick negotiation with the dealer. For almost the same price as the Ioniq 5, it offers the same fast charging capacity and a range just as close, 394 km. This is undoubtedly the number one enemy of this entry-level Ioniq 5.