# data.attributes.metatag[].attributes.content
Ticks all the grown-up sensible boxes and looks this flipping special. Tesla’s worst nightmare

# data.attributes.metatag[].attributes.content
Ticks all the grown-up sensible boxes and looks this flipping special. Tesla’s worst nightmare

# data.attributes.metatag[].attributes.content
Ticks all the grown-up sensible boxes and looks this flipping special. Tesla’s worst nightmare

# data.attributes.metatag[].attributes.content
Ticks all the grown-up sensible boxes and looks this flipping special. Tesla’s worst nightmare

# data.attributes.metatag[].attributes.content.description
Ticks all the grown-up sensible boxes and looks this flipping special. Tesla’s worst nightmare

# data.attributes.metatag[].attributes.content[]
"headline":"Hyundai Ioniq 5 Review 2025"

# data.attributes.metatag[].attributes.content[]
"description":"Ticks all the grown-up sensible boxes and looks this flipping special. Tesla’s worst nightmare"

# data.attributes.field_cars_driving.value
The world has plenty of normal hatchbacks pretending to be SUVs. The Ioniq 5 is the opposite. This is a commanding driving position in a car that looks like a chunky hatchback. You sit eye-to-eye with van drivers.

But don’t let the headline figure of 321bhp deceive you. Emphatically, this is not a hot hatch. So if it’s those kinds of thrills you’re after then you’ll need to wait for the Ioniq 5 N and its mooted 641bhp.

No, this is a deeply unsporty car: throw it into a corner and the front end bobs about like a small boat moored up at a harbour. It tolerates tight turns but doesn’t revel in them, preferring to get on with its day. The suspension comes from the old school of soaking up bumps, not keeping the car as flat as possible in a bend.

Remind me of the powertrains again?

They are threefold: the entry-level car gets a 58kWh battery and a sensible rear motor capable of 168bhp, achieving 0-62mph in 8.5 seconds. Not slow nor fast, merely fine. Step up to the 77kWh battery and the motor jumps accordingly to 225bhp, enough for the same sprint in 7.3s. Finally you can spec an AWD version with 321bhp, with that second, front-mounted motor propelling it to 62mph from a standstill in 5.1s.

Sure it’s fast, but it tails off at about 80mph. There’s no discernible motor whine, and though Hyundai initially went for old-school mirrors (top-spec versions now come with Shrek-eared wing cameras), wind noise is well-hushed. It steers quickly, to imbue a sense of agility, but here the weight and general unsportyness catches up with the Ioniq 5.

Sounds underwhelming…

Instead, you marvel at touches like a rear-view camera view popping up on the digi-dash whenever you indicate, to expose any hidden cyclists in your blind spot. You lope along and let the Ioniq 5 waft, as a big premium German SUV might, except without the bolshiness and sense of disdain from other motorists.

How’s the range?

Not bad, but not groundbreaking. The entry-level car promises 238 miles from a full charge of its 58kWh battery, while the 77kWh unit claims up to 315 miles: be warned that going for more power and AWD comes with a cost. Figuratively and literally.

We managed to eke efficiency of 3.6mi/kWh out of the most powerful all-wheel drive model, suggesting 279 miles of range against a claim of… 282. Pretty good. The caveats here are little time on the motorway and warm test conditions (EVs dislike cruising at speed and being cold). So maybe count on two-thirds of the official figures in the winter. Bear in mind also that the most efficient electric cars will peak at 5.0mi/kWh in the summer months. Maybe that sharp jaw needs chamfering…

Is the Ioniq 5 easy to use?

The drive selector control is a bit of a fiddle, hidden low and to the right of the slender steering wheel. Twist it this way and that for Drive and Reverse. The paddleshifters intuitively add and remove regen braking. Slowing up for a roundabout by clicking them – instead of tapping the brake pedal – quickly becomes the Ioniq 5’s in-built game.

Brake pedal feel itself is better than you’ll find in a Mercedes EQA: more progressive and reassuring. As you’d expect for a car that’s quicker from 0-62mph than a Golf GTI in top-spec guise, this grunt shrugs off the Ioniq’s 2,020kg kerbweight and makes this car a serious piece of A-road overtaking kit.

# data.attributes.field_cars_driving.processed
The world has plenty of normal hatchbacks pretending to be SUVs. The Ioniq 5 is the opposite. This is a commanding driving position in a car that looks like a chunky hatchback. You sit eye-to-eye with van drivers.

But don’t let the headline figure of 321bhp deceive you. Emphatically, this is not a hot hatch. So if it’s those kinds of thrills you’re after then you’ll need to wait for the Ioniq 5 N and its mooted 641bhp.

No, this is a deeply unsporty car: throw it into a corner and the front end bobs about like a small boat moored up at a harbour. It tolerates tight turns but doesn’t revel in them, preferring to get on with its day. The suspension comes from the old school of soaking up bumps, not keeping the car as flat as possible in a bend.

Remind me of the powertrains again?

They are threefold: the entry-level car gets a 58kWh battery and a sensible rear motor capable of 168bhp, achieving 0-62mph in 8.5 seconds. Not slow nor fast, merely fine. Step up to the 77kWh battery and the motor jumps accordingly to 225bhp, enough for the same sprint in 7.3s. Finally you can spec an AWD version with 321bhp, with that second, front-mounted motor propelling it to 62mph from a standstill in 5.1s.

Sure it’s fast, but it tails off at about 80mph. There’s no discernible motor whine, and though Hyundai initially went for old-school mirrors (top-spec versions now come with Shrek-eared wing cameras), wind noise is well-hushed. It steers quickly, to imbue a sense of agility, but here the weight and general unsportyness catches up with the Ioniq 5.

Sounds underwhelming…

Instead, you marvel at touches like a rear-view camera view popping up on the digi-dash whenever you indicate, to expose any hidden cyclists in your blind spot. You lope along and let the Ioniq 5 waft, as a big premium German SUV might, except without the bolshiness and sense of disdain from other motorists.

How’s the range?

Not bad, but not groundbreaking. The entry-level car promises 238 miles from a full charge of its 58kWh battery, while the 77kWh unit claims up to 315 miles: be warned that going for more power and AWD comes with a cost. Figuratively and literally.

We managed to eke efficiency of 3.6mi/kWh out of the most powerful all-wheel drive model, suggesting 279 miles of range against a claim of… 282. Pretty good. The caveats here are little time on the motorway and warm test conditions (EVs dislike cruising at speed and being cold). So maybe count on two-thirds of the official figures in the winter. Bear in mind also that the most efficient electric cars will peak at 5.0mi/kWh in the summer months. Maybe that sharp jaw needs chamfering…

Is the Ioniq 5 easy to use?

The drive selector control is a bit of a fiddle, hidden low and to the right of the slender steering wheel. Twist it this way and that for Drive and Reverse. The paddleshifters intuitively add and remove regen braking. Slowing up for a roundabout by clicking them – instead of tapping the brake pedal – quickly becomes the Ioniq 5’s in-built game.

Brake pedal feel itself is better than you’ll find in a Mercedes EQA: more progressive and reassuring. As you’d expect for a car that’s quicker from 0-62mph than a Golf GTI in top-spec guise, this grunt shrugs off the Ioniq’s 2,020kg kerbweight and makes this car a serious piece of A-road overtaking kit.

# data.attributes.field_cars_editor_title
Hyundai Ioniq 5 review: the best-looking electric car on sale right now?

# data.attributes.field_cars_inside.value
All Ioniq 5 trim levels get the same pair of 12.3-inch screens in a single panel atop the dash. It’s very Mercedes-esque in look, and the materials aren’t far off either. Lots of light tones – nothing dark or oppressively sporty – and the right amount of minimalism.

The steering wheel features masses of buttons, which can be a trifle fiddly, but once you’ve got the displays how you want them, it’s relatively easy to learn and graphically crisp. The centre touchscreen works rapidly but you might be asking your passenger to hit some of the controls at the extremes of the display if you’re short in the arms. A physical home button would help no end.

We’d also prefer physical climate controls, but the ever-present touch-sensitive panel is at least preferable to hiding the air-con in a sub-menu.

Is it spacious?

Enormously. Because the Ioniq 5 rides on a platform designed never to contain an engine (unlike an electric Mercedes EQA, EQB or EQC, for instance) it can make a boon of that fact by stretching its wheelbase. The boot is a 531-litre giant, with a cellar of stowage beneath for your charging cable. If it’s likely to be buried by a shopping trip, there’s a 57-litre carry cot under the bonnet for the cable instead.

With three metres between the axles, the Ioniq 5 is roomier than a BMW 5 Series inside – and that’s before you start fiddling with the furniture.

Can I remove the seats like an old Renault Espace?

Nope, but you can shift the centre console. Hyundai calls this, dubiously, the Universal Island. Vom. Anyway, by sliding the armrest and its charging ports fore and aft by 140mm, you can either present more convenient charging ports to your screen-zombie children, or offer them more legroom to lose sweeties in. Once the ‘island’ has experienced some tectonic shift towards the back, the driver can elegantly sidestep out via the passenger door – handy if you’ve parked in a narrow street.

So, it’s welcoming, airy, feels extremely well-built and has all the tech you could ask for, with phone mirroring, over the air updates and even reclinable chairs that can flatten out like a sun-lounger… when you’re parked up. This is a car that uses ‘being electric’ for a serious packaging advantage inside.

You mentioned wing-mounted cameras earlier…

We did. These are among the goodies thrown at the Namsan Edition in an attempt to make the £54k+ price even remotely tolerable. We’re not sure about the appeal, ourselves: we have to assume that with enough time in the car you’d get used to looking at a pair of interior screens for look-signal-and-manoeuvreing, but they just don’t offer the depth of vision of a humble mirror and it takes longer to focus your eye on other road users. Nor is there any gain in range over the conventionally-winged car. Hmm.

# data.attributes.field_cars_inside.processed
All Ioniq 5 trim levels get the same pair of 12.3-inch screens in a single panel atop the dash. It’s very Mercedes-esque in look, and the materials aren’t far off either. Lots of light tones – nothing dark or oppressively sporty – and the right amount of minimalism.

The steering wheel features masses of buttons, which can be a trifle fiddly, but once you’ve got the displays how you want them, it’s relatively easy to learn and graphically crisp. The centre touchscreen works rapidly but you might be asking your passenger to hit some of the controls at the extremes of the display if you’re short in the arms. A physical home button would help no end.

We’d also prefer physical climate controls, but the ever-present touch-sensitive panel is at least preferable to hiding the air-con in a sub-menu.

Is it spacious?

Enormously. Because the Ioniq 5 rides on a platform designed never to contain an engine (unlike an electric Mercedes EQA, EQB or EQC, for instance) it can make a boon of that fact by stretching its wheelbase. The boot is a 531-litre giant, with a cellar of stowage beneath for your charging cable. If it’s likely to be buried by a shopping trip, there’s a 57-litre carry cot under the bonnet for the cable instead.

With three metres between the axles, the Ioniq 5 is roomier than a BMW 5 Series inside – and that’s before you start fiddling with the furniture.

Can I remove the seats like an old Renault Espace?

Nope, but you can shift the centre console. Hyundai calls this, dubiously, the Universal Island. Vom. Anyway, by sliding the armrest and its charging ports fore and aft by 140mm, you can either present more convenient charging ports to your screen-zombie children, or offer them more legroom to lose sweeties in. Once the ‘island’ has experienced some tectonic shift towards the back, the driver can elegantly sidestep out via the passenger door – handy if you’ve parked in a narrow street.

So, it’s welcoming, airy, feels extremely well-built and has all the tech you could ask for, with phone mirroring, over the air updates and even reclinable chairs that can flatten out like a sun-lounger… when you’re parked up. This is a car that uses ‘being electric’ for a serious packaging advantage inside.

You mentioned wing-mounted cameras earlier…

We did. These are among the goodies thrown at the Namsan Edition in an attempt to make the £54k+ price even remotely tolerable. We’re not sure about the appeal, ourselves: we have to assume that with enough time in the car you’d get used to looking at a pair of interior screens for look-signal-and-manoeuvreing, but they just don’t offer the depth of vision of a humble mirror and it takes longer to focus your eye on other road users. Nor is there any gain in range over the conventionally-winged car. Hmm.

# data.attributes.field_cars_owning.value
Prices start from £43,390 for the base model, having been £35,995 a couple of years ago. Inflation, eh? Premium is the entry-level trim, which bags you the clever sliding centre console, parking sensors, smart cruise control, a wireless charging pad, the 12.3in touchscreen, a leather-wrapped, heated steering wheel, heated front seats, 19in alloys, Android Auto and Apple CarPlay connectivity, ambient lighting and a battery heating system with pre-conditioning. Not bad at all.

Stepping up to the 77kWh battery costs another £3,500 from here; AWD is £7k over base.

Ultimate trim (which, since the addition of the Namsan Edition, is no longer ‘ultimate’) costs from £49,945 and adds ventilated and leather-finished front seats, heated rear seats, a rear view camera, a Bose premium sound system, a head-up display, 20in wheels and 360-degree camera, and more besides. Here you only get the option of the bigger battery, but you can still choose between rear- and all-wheel drive.

The Namsan Edition is the most opulent of the lot. Priced from £54,445, it gets those wing cameras, a panoramic roof and crucially a heat pump, which should reduce the range loss EVs often see in winter.

Which would you go for?

We’d lean towards Premium trim, but with the larger battery and slightly perkier rear motor for maximum range. So equipped, an £8k deposit will secure monthly repayments of £480 over a four-year term with an annual limit of 10,000 miles. Depends on the price of electricity (and fuel, of course), but you’d hope to see a significant reduction in running costs over a petrol or diesel car.

What's the recharging situation?

So far as ownership goes, Hyundai is betting hard that the Ioniq 5’s clever charging will win over new adopters. The car supports 800-volt charging – like the much more expensive Porsche Taycan – and you can juice up from nearly flat to 80 per cent in just 18 minutes.

Only got time for a five-minute pit stop? Even that buys you 62 miles. Sounds great… until you learn that all this only occurs if you can find a 350kW rapid-charger, and they’re scarce. On your 7kW home wallbox, a full recharge for the 77kWh version is going to take just shy of 12 hours. An overnight job, then.

Once you are charged, the Ioniq can use its battery reserves creatively. Standard on all cars is vehicle-to-load charging: this means you can run electrical appliances – like a campsite beer fridge – by plugging them into an adaptor on the car. You can even donate charge to a stranded EV if your cocky Tesla-owning mate runs out of juice. And you’re feeling extremely kind.

# data.attributes.field_cars_owning.processed
Prices start from £43,390 for the base model, having been £35,995 a couple of years ago. Inflation, eh? Premium is the entry-level trim, which bags you the clever sliding centre console, parking sensors, smart cruise control, a wireless charging pad, the 12.3in touchscreen, a leather-wrapped, heated steering wheel, heated front seats, 19in alloys, Android Auto and Apple CarPlay connectivity, ambient lighting and a battery heating system with pre-conditioning. Not bad at all.

Stepping up to the 77kWh battery costs another £3,500 from here; AWD is £7k over base.

Ultimate trim (which, since the addition of the Namsan Edition, is no longer ‘ultimate’) costs from £49,945 and adds ventilated and leather-finished front seats, heated rear seats, a rear view camera, a Bose premium sound system, a head-up display, 20in wheels and 360-degree camera, and more besides. Here you only get the option of the bigger battery, but you can still choose between rear- and all-wheel drive.

The Namsan Edition is the most opulent of the lot. Priced from £54,445, it gets those wing cameras, a panoramic roof and crucially a heat pump, which should reduce the range loss EVs often see in winter.

Which would you go for?

We’d lean towards Premium trim, but with the larger battery and slightly perkier rear motor for maximum range. So equipped, an £8k deposit will secure monthly repayments of £480 over a four-year term with an annual limit of 10,000 miles. Depends on the price of electricity (and fuel, of course), but you’d hope to see a significant reduction in running costs over a petrol or diesel car.

What's the recharging situation?

So far as ownership goes, Hyundai is betting hard that the Ioniq 5’s clever charging will win over new adopters. The car supports 800-volt charging – like the much more expensive Porsche Taycan – and you can juice up from nearly flat to 80 per cent in just 18 minutes.

Only got time for a five-minute pit stop? Even that buys you 62 miles. Sounds great… until you learn that all this only occurs if you can find a 350kW rapid-charger, and they’re scarce. On your 7kW home wallbox, a full recharge for the 77kWh version is going to take just shy of 12 hours. An overnight job, then.

Once you are charged, the Ioniq can use its battery reserves creatively. Standard on all cars is vehicle-to-load charging: this means you can run electrical appliances – like a campsite beer fridge – by plugging them into an adaptor on the car. You can even donate charge to a stranded EV if your cocky Tesla-owning mate runs out of juice. And you’re feeling extremely kind.

# data.attributes.field_cars_stand_first
Sensational-looking Ioniq 5 blurs boundaries and makes us yearn for a Korean hatchback. What a time to be alive

# data.attributes.field_cars_verdict.value
That Hyundai is now confident enough to put a car as bold-looking as the Ioniq 5 on sale is impressive. But the fact this retro XXL hot hatch bodywork conceals one of the most complete family EVs money can buy is downright remarkable.

If Hyundai can maintain this momentum behind the upcoming members of the Ioniq family, then the likes of VW’s ID cars and even Mercedes’s EQ clan ought to be extremely worried.

By taking the punt that people are more likely to be converted to EV ownership if the car is desirable as an object and an experience – and gambling that there’s more to life than the European players’ softly-softly don't-offend-anyone approach – Hyundai has built an exceptional electric car.

Course, we said much the same about BMW’s brave i3, and that pretty much sunk as a business case. Whoops. But judging by how many of these we see out on the roads, Hyundai’s onto something here.

# data.attributes.field_cars_verdict.processed
That Hyundai is now confident enough to put a car as bold-looking as the Ioniq 5 on sale is impressive. But the fact this retro XXL hot hatch bodywork conceals one of the most complete family EVs money can buy is downright remarkable.

If Hyundai can maintain this momentum behind the upcoming members of the Ioniq family, then the likes of VW’s ID cars and even Mercedes’s EQ clan ought to be extremely worried.

By taking the punt that people are more likely to be converted to EV ownership if the car is desirable as an object and an experience – and gambling that there’s more to life than the European players’ softly-softly don't-offend-anyone approach – Hyundai has built an exceptional electric car.

Course, we said much the same about BMW’s brave i3, and that pretty much sunk as a business case. Whoops. But judging by how many of these we see out on the roads, Hyundai’s onto something here.

# data.attributes.field_cars_verdict_against
Heavyweight boat-y handling, badge snobs scoffing “how much?!”

# data.attributes.field_cars_verdict_for
Hyundai’s best-looking car ever, lounge-y interior, comfort, clever charging, healthy range

# data.attributes.field_cars_verdict_text
The fact this retro XXL hot hatch bodywork conceals one of the most complete family EVs money can buy is remarkable

# data.attributes.field_cars_what_is_it.value
The first of a new family of all-electric cars from Hyundai, which has since been followed by the Ioniq 6 and will soon be joined by a hot hatch N variant. Expect smaller Ioniq 3s and 4s in the fullness of time. And expect those to be rather excellent machines, if this first effort is anything to go by.

Is this Hyundai’s first go at an EV?

Nope, the Koreans have been quietly making decent electric cars for some time now. The old teardrop-shaped Ioniq was available as a pure EV (though most left the factory as mild hybrids) and for a few years now we’ve been seriously impressed by the Kona Electric: a small crossover which embarrasses the likes of an Audi Q8 e-tron and Jaguar I-Pace for range.

Worthy as those cars are, Hyundai realised it wasn’t going to get a foothold in the EV gold rush alongside the likes of the VW ID cars unless it wrapped up everything it had learned about going electric into a body that turned a few heads. And then dropped jaws into laps when we saw the interior.

And this is what makes the Ioniq 5 one of the stand-out electric cars you can buy right now. It’s an EV you’ll want to own just from clapping eyes on it, after which range and features seal the deal.

Let’s talk about those looks.

This is easily the biggest head-turner among EVs right now. No fake grille, just a light motif that ‘bleeds’ through the front trim. The front frown looks purposeful, the creased sides are brave, and the LED-festooned rear is pure Pixar movie robot. It’s a tremendous piece of car design that somehow hits all the aero and pedestrian safety targets while looking like a cross between a DeLorean hot hatch and a prop from Blade Runner.

I can’t work out how big it is. A city car?

Optical illusion, that. While the Ioniq 5 can appear in pictures to be the same size as the wee Honda e and Fiat 500e, it’s actually a large Range Rover Evoque-sized crossover masquerading as a family hatch. It rides on a new, bespoke Hyundai platform set to underpin a fleet of new EVs with the usual mix-and-match approach to front and rear motors and a ‘skateboard’ slab of batteries under the floor.

Hyundai’s made a boon of that by giving the Ioniq 5 a raised seating position and an upright, airy glasshouse. So it feels spacious, and it’s easy to place in town.

Let’s be having those specs then.

The Hyundai Ioniq 5 comes with a choice of two batteries and three powertrains in the UK, with various combos across three trim levels. Ready?

The entry-level Ioniq 5 costs £43,445. As standard it comes with a 58kWh battery with 238 miles of range and a 168bhp rear motor for 0-62mph in 8.5 seconds. A bigger 77kWh unit permits up to 315 miles of range, but can only be had in rear-wheel drive with a juicier 225bhp, or in all-wheel drive with an extra motor for 321bhp and 0-62mph in 5.1 seconds. More over on the Driving tab.

[node:field_onward_journey_card-themed]

For 2023 Hyundai introduced a new range-topper to the line-up, called the Namsan Edition. It’ll tempt you with stuff like a panoramic roof and fancy digital cameras to go with the 20-inch rims, a head-up display and a heat pump. That update also added the ability to use your Ioniq 5 to power other electrical devices. Even other EVs. Seriously. Whether you take the £58k (seriously!) hook is another matter.

Blimey. Hyundai sees itself as a premium player now, huh?

Sure does. Badge snobs will baulk at it, but with looks that sharp you can see why Hyundai feels comfortable strolling into such premium territory. We can easily see the Ioniq 5 taking sales away from the likes of the Mercedes EQA, and even the Model Y for those who don’t get along with Tesla’s minimalist approach to interiors.

Other rivals? It’s in the same pack as the Kia EV6, Genesis GV60, Audi Q4 e-tron, VW ID.4, Volvo XC40 Recharge and Ford Mustang Mach-E. Strong field, that.

# data.attributes.field_cars_what_is_it.processed
The first of a new family of all-electric cars from Hyundai, which has since been followed by the Ioniq 6 and will soon be joined by a hot hatch N variant. Expect smaller Ioniq 3s and 4s in the fullness of time. And expect those to be rather excellent machines, if this first effort is anything to go by.

Is this Hyundai’s first go at an EV?

Nope, the Koreans have been quietly making decent electric cars for some time now. The old teardrop-shaped Ioniq was available as a pure EV (though most left the factory as mild hybrids) and for a few years now we’ve been seriously impressed by the Kona Electric: a small crossover which embarrasses the likes of an Audi Q8 e-tron and Jaguar I-Pace for range.

Worthy as those cars are, Hyundai realised it wasn’t going to get a foothold in the EV gold rush alongside the likes of the VW ID cars unless it wrapped up everything it had learned about going electric into a body that turned a few heads. And then dropped jaws into laps when we saw the interior.

And this is what makes the Ioniq 5 one of the stand-out electric cars you can buy right now. It’s an EV you’ll want to own just from clapping eyes on it, after which range and features seal the deal.

Let’s talk about those looks.

This is easily the biggest head-turner among EVs right now. No fake grille, just a light motif that ‘bleeds’ through the front trim. The front frown looks purposeful, the creased sides are brave, and the LED-festooned rear is pure Pixar movie robot. It’s a tremendous piece of car design that somehow hits all the aero and pedestrian safety targets while looking like a cross between a DeLorean hot hatch and a prop from Blade Runner.

I can’t work out how big it is. A city car?

Optical illusion, that. While the Ioniq 5 can appear in pictures to be the same size as the wee Honda e and Fiat 500e, it’s actually a large Range Rover Evoque-sized crossover masquerading as a family hatch. It rides on a new, bespoke Hyundai platform set to underpin a fleet of new EVs with the usual mix-and-match approach to front and rear motors and a ‘skateboard’ slab of batteries under the floor.

Hyundai’s made a boon of that by giving the Ioniq 5 a raised seating position and an upright, airy glasshouse. So it feels spacious, and it’s easy to place in town.

Let’s be having those specs then.

The Hyundai Ioniq 5 comes with a choice of two batteries and three powertrains in the UK, with various combos across three trim levels. Ready?

The entry-level Ioniq 5 costs £43,445. As standard it comes with a 58kWh battery with 238 miles of range and a 168bhp rear motor for 0-62mph in 8.5 seconds. A bigger 77kWh unit permits up to 315 miles of range, but can only be had in rear-wheel drive with a juicier 225bhp, or in all-wheel drive with an extra motor for 321bhp and 0-62mph in 5.1 seconds. More over on the Driving tab.

For 2023 Hyundai introduced a new range-topper to the line-up, called the Namsan Edition. It’ll tempt you with stuff like a panoramic roof and fancy digital cameras to go with the 20-inch rims, a head-up display and a heat pump. That update also added the ability to use your Ioniq 5 to power other electrical devices. Even other EVs. Seriously. Whether you take the £58k (seriously!) hook is another matter.

Blimey. Hyundai sees itself as a premium player now, huh?

Sure does. Badge snobs will baulk at it, but with looks that sharp you can see why Hyundai feels comfortable strolling into such premium territory. We can easily see the Ioniq 5 taking sales away from the likes of the Mercedes EQA, and even the Model Y for those who don’t get along with Tesla’s minimalist approach to interiors.

Other rivals? It’s in the same pack as the Kia EV6, Genesis GV60, Audi Q4 e-tron, VW ID.4, Volvo XC40 Recharge and Ford Mustang Mach-E. Strong field, that.

# data.attributes.field_cars_what_we_say
Ticks all the grown-up sensible boxes and looks this flipping special. Tesla’s worst nightmare

# data.attributes.field_cars_wildcard_text
The other fast, interesting Hyundai hatchback. Thirsty, but a better all-rounder than a Golf GTI