2022 Hyundai Ioniq 5 Limited HTRAC First Test: This Thing's *Good*
The 2022 Hyundai Ioniq 5 is the most consequential new Hyundai since the original Genesis sedan. The Genesis changed people's perception of Hyundai as a brand, for the first time putting the Korean automaker in the luxury conversation alongside names such as Mercedes-Benz, BMW, and Lexus. The new 2022 Hyundai Ioniq 5 is destined to change the perception of Hyundai again—only this time the conversations will be around Tesla.
What Is It?
The Ioniq 5 is the first Hyundai EV built on Hyundai Motor Group's Electric-Global Modular Platform (E-GMP). The Ioniq 5 is available worldwide with either a 58-kWh or 77.4-kWh battery pack and a single motor driving the rear wheels or (with the 77.4-kWh battery) motors front and rear providing all-wheel drive. In North America, the 77.4-kWh battery pack is the sole option.
Even by the standards of today's topsy-turvy automotive taxonomy, the 2022 Hyundai Ioniq 5 is something of a segment buster. In photos, its crisp styling and taut proportions suggests a Veloster-sized hatchback with a sort of Hyundai-does-VW-Golf vibe. Look again and consider: It's rolling on 20-inch wheels and 255/45 Michelin Primacy Tour tires. In the metal, the Ioniq 5 is almost as big as a BMW X3, with a 118.1-inch wheelbase—that's an inch longer than a BMW X5's.
Car Style, SUV Substance
Our test vehicle is the range-topping 2022 Hyundai Ioniq 5 Limited HTRAC, which comes equipped with the big battery and all-wheel drive courtesy of two motors that produce a total of 320 hp and 446 lb-ft of torque. It also boasts a swag of premium goodies ranging from a power driver's seat with memory to a high-end Bose audio system to a head-up display and adaptive cruise control. You get all of this for $55,725.
That's considerably less money than you'll spend for a dual-motor Tesla Model Y Long Range, which is listed at $60,900. What's more, the Hyundai looks and feels like a much more premium product. Where the Model Y's cabin is stark and austere, the Hyundai Ioniq 5's interior is thoughtfully detailed and well-finished, and it has buttons and knobs and targeted touch panels that mean you don't have to waste time looking away from the road to peck furiously at a giant screen to access mundane functions as you do in the Tesla. And while from the outside the Model Y looks as if it's been thrown together in a tent, with inconsistencies in the panel fits you can see from, er, Mars, the Hyundai's fit and finish is first rate.
Testing, Testing
The new Ioniq 5 initially feels like a softer car to drive than many of its EV contemporaries, with its suspension seemingly tuned more for comfort than corners. But that's not to say it's slow. At the test track, the 0-60-mph sprint took just 4.4 seconds en route to a standing quarter-mile time of 13.2 seconds at 102.7mph. And unlike some EVs—the Ford Mustang Mach-E GT Performance Edition is a notable example—the Hyundai's rate of acceleration didn't fall off dramatically as speeds increased. Instead, it was able to sustain its forward push right through the quarter mile.
Yes, the Tesla Model Y Long Range is quicker overall, whooshing down the quarter mile in 12.4 seconds at 114.8 mph, but the difference between the two is mostly at high speed, which has little relevance in real-world driving. The Hyundai's superior torque—its twin motors produce an additional 70 lb-ft compared to the Tesla—effortlessly punches the Ioniq 5 away from a standstill, and it's only 0.3 second slower to 60 mph than the 7 percent lighter and 20 percent more powerful Model Y.
Despite its soft suspension, the Hyundai Ioniq 5 is surprisingly adept in the twisty bits. We recorded a figure-eight lap time of 25.7 seconds, just 0.2 second slower than the BMW X3 M40i we happened to test on the same day. This caused us to exclaim, "Holy smokes!" Frankly, we didn't expect this car to be as fun and capable as it is; it's quick and has way more grip than we anticipated
The biggest surprise was how playful the Ioniq 5 can be on corner exits with all the nannies switched off: It actually drifts. Just for fun, we tried for a full sideways lap of the skidpad, and the Hyundai made it two-thirds of the way around before letting go.
The asymmetric front-to-rear power and torque split of the dual-motor Ioniq 5—the front motor makes 99 hp and 188 lb-ft, while the rear pumps out 225 hp and 258 lb-ft—combined with near neutral front/rear weight distribution doesn't just make the Hyundai a giggle when you want to play at the track. It also makes it feel more poised on normal roads at normal speeds, despite steering that, though precise and direct, doesn't provide a lot of feedback.
Brake feel is the car's biggest dynamic niggle. The blending between regenerative and mechanical braking is smooth, and the system hauled the 4,684-pound Hyundai to a stop from 60 mph in 123 feet, 5 feet more than the Tesla Model Y required. But we disliked the lack of feedback through the pedal: There's very little travel or pedal pressure under heavy braking before the ABS kicks in.
More Details
You can actuate one of three drive modes—Eco, Normal, and Sport—via a large button beneath the steering wheel's left spoke. In simple terms, the modes change the weighting of the accelerator pedal, effectively encouraging the driver to make smoother and gentler inputs. Six regenerative braking levels are offered, ranging from zero (which allows the Ioniq 5 to coast freely) to a mode that enables one-pedal driving, with the car slowing to a gentle halt the moment you lift off. There is also an auto mode. Drivers can switch between these modes via steering wheel paddles.
After a bit of experimentation, we preferred to set the drive mode to Sport, which allowed us to make the most of the powertrain's instant-on response, and the lift-off regenerative braking to Level 1, which enabled the 2022 Hyundai Ioniq 5 to flow down the road much like a regular combustion-engine car with an automatic transmission when lifting off the accelerator.
Range Finder
Hyundai says the 77.4-kWh battery gives the dual-motor Ioniq 5 a range of 256 miles. Our stints on the road, which included highway cruising at 70 to 80 mph and some brisk bursts along quiet back roads, as well as endless fiddling with drive modes and regen settings, saw the Ioniq 5 consume 2.7-kWh per mile, according to the onboard computer, which translated to a range of just about 200 miles. Driven normally, you should expect a usable range of 220 to 230 miles, more if you are content to noodle along in Eco mode.
No, the Ioniq 5 Limited won't travel as far between charges as the Tesla Model Y Long Range, which has a claimed range of just more than 300 miles. But you'll spend about 30 percent less time at the charging station with the Hyundai. Find a 350-kW DC fast charger, and the Ioniq 5's battery can be juiced from 10 percent charge to 80 percent in just 18 minutes and topped up fully in less than an hour. No other mainstream EV, apart from the identical-under-the-skin Kia EV6, can recharge so quickly.
Do You Want One?
In terms of overall practicality, the 2022 Hyundai Ioniq 5 is a mixed bag. The long wheelbase and flat floor mean the rear seat easily accommodates 6-foot-tall adults, and there's plenty of storage space around the cabin. But unlike most two-box SUVs, it is truly a hatchback, not a wagon. The raked C-pillars and angled backlight chew into the shallow load space at the rear, and there's only a small storage tray in the frunk.
If driving range and load lugging are your absolute priorities, the Tesla Model Y Long Range, which will travel 28 percent farther between charges and has about 60 percent more luggage capacity with the rear seats up, would seem the obvious choice. But those two advantages come at a price.
The Ioniq 5 Limited not only costs about $5,000 less than the Model Y, but it's also quieter and more comfortable to drive, is a visibly higher-quality vehicle inside and out, and can recharge much quicker. That it's also brisk and fun to drive if you want it to be are bonuses.
Indeed, the 2022 Hyundai Ioniq 5 Limited HTRAC is a compelling all-arounder for the buyer who wants a premium EV, without paying top dollar.
Looks good! More details?2022 Hyundai Ioniq 5 HTRAC (Limited Long Range) SPECIFICATIONS BASE PRICE $55,725 PRICE AS TESTED $55,920 VEHICLE LAYOUT Front and rear-motor, AWD, 5-pass, 4-door SUV MOTOR TYPE Permanent-magnet electric POWER (SAE NET) 320 hp TORQUE (SAE NET) 446 lb-ft TRANSMISSION 1-speed automatic CURB WEIGHT (F/R DIST) 4,684 lb (51/49%) WHEELBASE 118.1 in LENGTH x WIDTH x HEIGHT 185.2 x 74.4 x 63.0 in 0-60 MPH 4.4 sec QUARTER MILE 13.2 sec @ 102.7 mph BRAKING, 60-0 MPH 123 ft LATERAL ACCELERATION 0.88 g (avg) MT FIGURE EIGHT 25.7 sec @ 0.71 g (avg) EPA CITY/HWY/COMB FUEL ECON 110/87/98 mpg-e EPA RANGE, COMB 256 mi ON SALE Early 2022 Show AllYou may also like
Tokyo Auto Salon returned after a one-year, Covid-induced hiatus that saw the cancellation of 2021's expected event. And along with the various tuning firms, parts distributors, and always interesting mom and pop shop-created display vehicles, some of the OEMs take part and show off some of their more enthusiast-focused projects.One of those automakers is Toyota, which regularly attends TAS and always brings something worth a closer look. For 2022, the Toyota Gazoo Racing group went all-in for the annual auto salon with a line of can't miss display cars, throwback parts, and some high-level motorsport competitors.Toyota GR GT3 ConceptThe world premiere of the group's GR GT3 Concept is much more than an exercise in design language and a pop of performance. The idea was to take all the technology, knowledge, and experience that Toyota Gazoo Racing has earned in various forms of motorsport and put them into a single race car. Most expected a modified MkV Supra, but what they got was something entirely different.With Batmobile like proportions, the front fascia isn't like any other Toyota product, using slender lighting that sits within a small gap along the upper portion of the front bumper. The pronounced splitter, accompanied by dual canards on each end, stretches the car out a little further. Out back, a massive carbon fiber wing sits over the rear with a sculpted vents under each side of the full-width taillight. Further down you'll spot diffuser with sharp blades and, in between, the GT3 Concept badging and GR logo.The slippery coupe sports vented front fenders that add considerable width, the rear portions connected to bulky side skirts that carry into the rear quarters. Exhaust exits are integrated into the front portions of the side skirts and the sharp cuts of the aerodynamic side mirrors are an elegant touch. Rolling stock is based on center-lock wheels wrapped in Bridgestone race meats and the suspension places the car's aero just a few inches off the ground. TGR states that they'll be implementing feedback and technologies refined in motorsports competition to develop their GT3 program as well as mass-produced vehicles.GR Yaris: Bite-Sized DynamoThe fan favorite GR Yaris is on display but it's the GRMN model that everyone is talking about. Limited to just 500 units, the three-door hatchback goes on a diet, including ditching its rear seats, and the body gets increased rigidity with additional spot welds and longer structural adhesive. The car's width is increased, and its ride height reduced, both by 10mm. Upon the rear hatch is a unique carbon fiber wing that sits well above the roofline with pedestals that mount to a carbon fiber base. Oh, did we mention the entire roof is also carbon fiber to drop some weight? It is.The transmission gets closer gearing with a low final drive and a mechanical LSD will be added to the mix, while grip and cornering were also improved upon based on feedback from professional drivers who helped TGR further refine the already potent GR Yaris. Toyota says they'll be offering an Update and Personalization Program to help end-users make changes to their cars as they increase their seat time. The Update Program promises additional parts and software updates will be offered along with engine upgrades, while the Personalization Program is based on the owner's driving habits, offering steering control and shock updates, additional aero, and more.Within that group of limited-edition Yaris, 50 models will include the Circuit Package which TGR says will focus on road performance based on feedback from Super Taikyu - Asia's top endurance race series. Available only in a Matte Steel color, the package includes that interesting rear spoiler, specific side skirts and front lip, Bilstein shocks, huge 18-inch brakes under BBS GRMN wheels. An airbag-equipped, fixed-back Recaro bucket seat with motorsport-grade side mounts is available as well. The Circuit Package, along with the standard GRMN Yaris Package will be made available through GR Garages in Japan this summer using TGR's lottery system.Old Is GoldFor those that are enamored with iconic Toyota models of yesteryear, the announcement of remanufacturing OEM-spec Toyota parts for fan favorites like the MkIII and IV Supra, 2000GT, and Corolla AE86 have been celebrated by enthusiasts attempting to restore or give these older vehicles a second life. TGR announced 56 items for the group's six chosen vehicles will be added to the already 33-piece line up as production begin to ramp up. The vehicle list includes those mentioned above, along with the Land Cruiser 40 and 2000GT.
Best Driver's Car has become MotorTrend's Performance Vehicle of the Year. There are two key positives we netted by changing our annual high-performance hullaballoo to a MotorTrend Of The Year program. First, the number of cars competing increases substantially. With Best Driver's Car we were hamstrung by logistics—BDC was a traveling road show, after all—and could only ever evaluate a maximum of 12 vehicles. Year One of Performance Vehicle of the Year saw a field of 22 contenders and finalists, and if not for the pandemic, the semiconductor chip shortage, and general supply chain woes, the number would have been greater. Second, the amount of time our judges get with each car increases by orders of magnitude, especially on the track. We did lose the amazing contributions of our friend and professional race car driver Randy Pobst, as well as his WeatherTech Raceway Laguna Seca lap times, but these changes allow us to deliver to you a better story with a better verdict.We began the inaugural MotorTrend PVOTY at Hyundai's desert proving ground in California City, California. Our test team arrived a week early to get numbers (curb weights, 0-60 and quarter-mile times, 60-0 braking distances, and figure-eight and skidpad figures) from every contender. Our test team members remain our unsung heroes, but to give you an idea of what they do, they fling each car around our figure-eight course at least five times. If the team isn't happy about the performance, three cooldown laps occur before another five hard laps. Plus, with some vehicles rolling on R-compound tires, you need to heat up the rubber before your laps, so there's even more driving. 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We've talked quite a lot about the mid-engine C8 Corvette, even going so far as to name it our 2020 Car of the Year. We have lots of stories you can read about how it drives around town, on back roads, and on racetracks. The whole point of having a long-term 2021 Chevrolet Corvette Z51 test vehicle, though, is to tell you what it's like living with the car day in and day out.After 10 months of "ownership," we've put together a list of the top six little details about the Corvette we think are great, the six that drive us crazy, and the six that are worth mentioning but aren't good or bad enough to make the other lists. Here are the good, the bad, and the whatevers of the C8 Corvette.
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