2022 Hyundai Ioniq 5

Scored on the 77.4-kWh dual-motor AWD powertrain that anchors the SEL/Limited volume mix, consistent with how this nameplate's later years are scored on cat1. 2022 is the US launch year of the first generation (E-GMP); no XRT or N existed yet.

446 lb-ft combined from the two motors sits at the top of the SUV band and arrives instantly, which is why the AWD car feels quicker than its horsepower suggests.

Instrumented tests of the 2022 Limited AWD land at 4.4–4.5 s, quick for a compact SUV and half a second better than Hyundai's own claim.

The 800-volt E-GMP drive delivers torque instantly and near-silently with no lag — benchmark behavior for the class. Held a touch below the later car because launch-year reviews noted audible motor whine under hard acceleration and a not-quite-seamless front-motor engagement.

Single-speed reduction gear with nothing to hunt for, plus paddle-adjustable regen levels and i-Pedal one-pedal driving that stops smoothly — finer regen control than most rivals' fixed settings.

A 2,300-lb rating covers a small utility trailer but lands near the bottom of the SUV band. Still better than EV rivals with no US tow rating at all.

Dual-motor HTRAC AWD is optional on SE, SEL and Limited Long Range — only the SE Standard Range is RWD-only — so it is broadly available rather than top-trim-locked. No terrain modes or off-road trim in 2022; those arrived with the 2025 refresh.

Pavement-oriented: 6.1 in of ground clearance, a long 118.1-in wheelbase, road tires and no off-road trim, terrain modes or underbody protection. AWD helps on gravel and snow and that is the extent of it.

Battery-electric only, so the multi-powertrain bands are out of reach by definition. Three distinct configurations — 58-kWh RWD, 77.4-kWh RWD and 77.4-kWh AWD — put it at the upper end of EV-only nameplates.

The volume Long Range RWD is EPA-rated 114 MPGe combined (30.0 kWh/100 mi), upper-middle of the electric compact-SUV field.

City is the Ioniq 5's strongest EPA figure, where regen and the single rear motor do their best work.

Highway efficiency drops well below city — the upright hatchback body pays an aero penalty at speed.

The 77.4-kWh RWD just clears 300 miles — mid-pack for an electric compact SUV. The 2022 AWD is notably shorter at 256 mi (Hyundai quoted 266 mi for 2023 AWD).

The 800-volt architecture lets the 77.4-kWh pack accept roughly 230–240 kW on a 350 kW charger, well above the ~150 kW plateau of 400-volt rivals. Hyundai quotes charger capability (350 kW) rather than a car-side peak, hence MEDIUM.

Hyundai's 18-minute 10–80% figure was among the fastest of any EV on sale in 2022. The catch is it needs an 800 V/350 kW CCS station; 400 V hardware is markedly slower.

EPA puts annual energy cost at $700 for the volume RWD at 15,000 mi/yr — near the low end of the EV band and a fraction of a gas compact SUV.

No fuel grade to manage, fast 10.9 kW AC home charging, standard V2L and 800 V DC speed. Held a point below 2023 because in 2022 the 350 kW CCS network it needs to hit its headline speed was at its sparsest and least reliable, with no Supercharger access.

NHTSA gave the 2022 Ioniq 5 AWD 5 stars overall, with 4 stars frontal and 5 stars side and rollover. The RWD version has no overall rating, only 4-star frontal and 5-star side results. MEDIUM because nhtsa.gov blocks automated fetches and the figures were confirmed secondhand.

The launch-year Ioniq 5 earned a 2022 IIHS Top Safety Pick+ with Good ratings in every crashworthiness test, including both small-overlap tests, moderate overlap, side, roof strength and head restraints. Under the 2022 protocol it got the top award with nothing short of Good.

Hyundai SmartSense is standard on every 2022 trim (SE Standard Range, SE, SEL, Limited). It covers Forward Collision-Avoidance Assist with pedestrian, cyclist and junction-turning detection, Lane Keeping and Lane Following Assist, Smart Cruise Control with Stop & Go, Blind-Spot and Rear Cross-Traffic Collision-Avoidance Assist, and Safe Exit Assist, so all five core features come standard.

IIHS rates the standard system Superior for vehicle-to-vehicle and daytime pedestrian prevention, avoiding collisions at both 12 and 25 mph, and Advanced at night. That is top-band performance, held just below the maximum because the night pedestrian result is a step below Superior and varies by trim's headlights.

Blind-Spot and Rear Cross-Traffic Collision-Avoidance Assist are standard on every trim and can actively brake rather than only warn, and Safe Exit Assist is also standard. The Blind-Spot View Monitor camera is Limited-only and there is no trailer-aware coverage.

Lane Following Assist provides lane centering on every trim, and Highway Driving Assist 2 on the Limited adds assisted lane changes. Reviewers call the centering competent but busy, with small corrections in wide lanes and curves.

Smart Cruise Control with Stop & Go is standard and works across the full speed range, and Highway Driving Assist blends cruise and centering (HDA 2 on the Limited). It sits at the band floor because the system is hands-on and gap-keeping is somewhat conservative.

No 2022 Ioniq 5 trim offers hands-free highway driving. HDA 2 requires hands on the wheel and detects steering torque, so the car falls in the no-hands-free band, behind the BlueCruise-equipped Mustang Mach-E.

For 2022 IIHS rates the LED projector headlights on the SEL and Limited Good, so the volume SEL trim gets Good lamps. The base SE's LED reflectors are only Acceptable because of low-beam glare, which keeps the score just short of the top band. High Beam Assist is standard.

Upright glass, a fairly low beltline and a boxy body give good forward and side sightlines. The shallow, raked hatch glass has no rear wiper (one was added only with the 2025 refresh) and gets dirty in bad weather, and Surround View and Blind-Spot View monitors are Limited-only.

The 118.1-inch wheelbase, flat floor and wide rear doors make it easy to fit car seats, and upper trims add a power-sliding rear bench. IIHS rates LATCH ease of use only Acceptable, with two full LATCH positions and tether-only in the center, which keeps it mid-band.

Two-row, five-seat layout on every 2022 trim (SE Standard Range, SE, SEL, Limited).

Competitive front headroom for a compact crossover thanks to the flat floor and upright glasshouse.

Average front legroom; the long 118.1-in wheelbase is spent mostly on the rear seat.

Generous rear headroom for the class from the flat EV floor and boxy roofline; the Limited's fixed glass roof costs over an inch.

Class-leading rear legroom on a 118.1-in wheelbase with a sliding, reclining bench and flat floor.

No third row is offered on any 2022 Ioniq 5; scored in the low band per the item rule for two-row SUVs.

Below-par cargo volume for a compact SUV; the long wheelbase goes to rear legroom rather than the load bay.

Maximum cargo trails gas compact rivals like the RAV4 and CR-V by 10+ cu ft.

Flat floor, the Universal Island console (sliding on Limited), and Vehicle-to-Load with an under-seat outlet make the cabin flexible, but the frunk is tiny and reviewers found little room for large bottles near the cramped USB cubby.

Front seats are widely praised (Limited adds relaxation-mode driver's seat with leg rest, ventilation and memory) and the rear bench reclines; SE/SEL seats offer less adjustment.

Quiet, smooth and generally composed, though the heavy (up to 4,662 lb) car on 20-in wheels can feel firm over sharp impacts; damper revisions came only with the 2025 refresh.

Silent powertrain, but pre-refresh cars let in noticeable wind and tire noise at highway speed; added sound deadening and thicker glass arrived for 2025.

Heated front seats standard, heated wheel and rear vents from SEL, ventilated fronts on Limited and remote climate via Bluelink — but no heated rear seats on any trim and no battery preconditioning until 2023.

The 58-kWh SE Standard Range (220 mi) opened the 2022 lineup at $39,700 before destination, about $1,250 below the 2023 price, but still well above gas compact-SUV entry points.

SEL RWD (77.4 kWh, 303 mi EPA) is the volume configuration, the same reference used for this nameplate's other model years.

A BEV with no oil, plugs, belts or exhaust; scheduled work is filters, rotations, coolant/brake fluid and inspections, with the first 3 yr/36k mi covered by Hyundai Complimentary Maintenance. Launch-year cars were the most exposed to ICCU 12-volt charging failures, but those were remedied under warranty/recall rather than at owner cost.

Launch-year Ioniq 5s were often bought at or above MSRP, then hit by EV price cuts, lease-subsidized new cars and the 2025 larger-battery facelift; at about four and a half years old they trade near 40–45% of sticker and are on track for 60%+ five-year depreciation.

Hyundai's 5-year/60,000-mile new-vehicle limited warranty tops the band, two years longer than the 3/36 norm.

Maxes the band; original-owner coverage includes the high-voltage battery and electric drive components.

Top-band package: 3 yr/36k mi complimentary maintenance, 5 yr unlimited-mileage roadside assistance, a Blue Link trial, and two years of unlimited 30-minute Electrify America DC fast-charging sessions plus 60-minute Level 2 sessions.

$47,125 volume-trim price minus its estimated resale value after 5 years (38% retained, or about $17,908) leaves about $29,218 in depreciation. Add the projected $3,900 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $33,118 in total.

2022 was the Ioniq 5's launch year in the US, and Consumer Reports rates it less reliable than other cars of that model year. ICCU-driven charging and loss-of-power failures are the main complaint, with launch-year electronics and charging glitches on top. It sits just below the mixed band, slightly under the later pre-refresh years.

Hyundai is an above-mid-pack dependability brand. It reliably beats the domestic and European volume brands but has not reached the Toyota/Lexus tier. In the study covering 2022 model-year vehicles, mass-market brands lost ground on software defects, and Buick, not Hyundai, led the mass-market field.

MY2022 has three NHTSA recalls, and all are serious. The ICCU loss-of-drive-power campaign had to be reissued and expanded after the first remedy proved inadequate. A 2022-only shifter-software recall covered the parking mechanism disengaging, a rollaway risk. There is also a TSB pattern for Level 2 charging interruptions.

E-GMP motors and the 800V pack are low-wear, and no fleet-wide battery fire campaign covers MY2022. However, the ICCU sits directly in the high-voltage charging path and has a documented systemic failure history on these exact years. As the first-year E-GMP powertrain it had no high-mileage track record, so it lands mid-low in the 'newer powertrain, mixed history' band.

The launch cabin impresses with its flat floor, sliding console, airy layout and recycled-content fabrics. Reviewers flagged plenty of hard plastics and touch-panel climate controls for a vehicle at this price, and the 2025 refresh later addressed both points.

MY2022 US cars were built at Hyundai's mature Ulsan, Korea plant, and reviewers and owners have not flagged systemic panel-gap or rattle problems. Most complaints are electrical rather than about assembly, though launch-year infotainment glitches dent initial quality slightly.

Hyundai's roughly 800-plus US dealers give dense nationwide coverage. At launch, though, EV-certified service capability was thin, and the ICCU campaigns brought widely reported multi-week waits for diagnosis and parts.

High-voltage parts are dealer-only with negligible aftermarket support, ICCUs were backordered during the recall remedies, and E-GMP collision and battery repairs are costly. Cheap routine EV maintenance and the long powertrain and battery warranty keep this mid-band.

Large 12.3-in navigation touchscreen paired with a 12.3-in cluster under one panel on all 2022 trims.

Hyundai's system is quick and logically organized, but some menus are buried, the AR head-up display ties into a laggy native nav, and touch-sensitive climate controls draw complaints.

Apple CarPlay and Android Auto are standard but wired-only on every 2022 trim, with awkwardly placed USB ports.

Native navigation with charger search is standard and voice control handles basic commands, but 2022 cars lacked nav-triggered battery preconditioning and the system lagged per reviewers.

Adequate six-speaker base system; the eight-speaker Bose upgrade is limited to the top Limited trim.

Crisp 12.3-in full-digital cluster standard across the range.

Over-the-air updates cover navigation maps and infotainment only; vehicle-control software (ICCU and charging campaigns) required dealer visits on 2022 cars.

Bluelink (complimentary trial) offers remote climate, charge scheduling, lock and locate; Digital Key is Limited-only and Android-only on this generation.

USB-C ports in both rows, wireless charging from SEL, and Vehicle-to-Load with an in-cabin outlet; front USB placement is awkward.

Proximity key and push-button start standard; power liftgate from SEL and phone-as-key only on Limited.

Rear camera and rear parking sensors are standard; surround view, Blind-Spot View Monitor and Remote Smart Parking Assist are Limited-only.

A full-color augmented-reality head-up display is available but only on the top Limited trim, and its AR guidance only works with the native nav.

Huge rear legroom, wide-opening rear doors and a flat floor make car seats easy, but the 27.2 cu ft cargo bay is tight for strollers plus groceries.

IIHS Top Safety Pick+ with SmartSense, Safe Exit Assist and rear-occupant alert standard on every trim, including the base SE Standard Range.

Roomy reclining rear seat and rear USB-C suit long trips, but rear vents are SEL-and-up, heated rear seats are not offered at all for 2022, and luggage space with seats up is small.

Silent, smooth EV drive with i-Pedal one-pedal mode, adjustable regen paddles and standard Smart Cruise with Stop & Go make traffic effortless.

114 MPGe and roughly $700/yr in electricity at EPA assumptions make it very cheap per mile, with minimal routine maintenance.

Compact footprint, but the long wheelbase gives a wide 39.3-ft turning circle, there is no rear wiper, and surround view is Limited-only.

A modest 2,300-lb braked tow rating (Standard Range not rated) and small cargo bay limit it to light duty; towing also cuts range sharply.

Unproven under hard use, and 2022 launch-year cars were subject to ICCU failure recalls that can disable 12V charging and propulsion.

Vehicle-to-Load (about 1.9 kW via exterior adapter plus interior outlet) is a genuine jobsite asset, but there is little else in terms of work-oriented fittings.

303-mile EPA range and 18-minute 10–80% DC charging make road trips easy, but 2022 cars lack battery preconditioning (slower cold-weather charging), have highway wind/tire noise, and HDA 2 is Limited-only.

Available HTRAC AWD and V2L power for camping help, but 6.1-in ground clearance and a 2,300-lb tow rating keep it to gravel roads; no off-road trim until the 2025 XRT.

60/40 split folding, sliding rear seats and a flat load floor help, but 27.2/59.3 cu ft is small for the class and the frunk is tiny.

Low battery mass keeps it stable and secure, but it is comfort-tuned and heavy rather than agile; hard cornering makes you 'feel the heft', and the sister Kia EV6 is sharper.

Accurate and light, but largely devoid of feedback.

Well-blended regen and friction braking with paddle-selectable levels and i-Pedal; pedal feel is consistent if slightly soft.

Smooth, immediate single-speed EV delivery with a linear powerband and strong response on both RWD and AWD versions.

Near-silent motors with only faint whine under load; refinement is undercut more by road and wind noise than by the drivetrain.

Wide turning circle for a compact crossover, a product of the 118.1-in wheelbase.

Upright seating with good forward sightlines, but touch-sensitive climate controls, buried menus, awkward USB placement, no rear wiper and a restricted rear view are recurring complaints.

The AWD version is genuinely quick (4.5 s to 60 mph) and 'incredibly fun' in a straight line, but it is a relaxed cruiser rather than an enthusiast choice.

Every trim gets dual 12.3-inch displays, Hyundai SmartSense and Vehicle-to-Load, with Highway Driving Assist on SE and up — generous for the price. Slightly below 2023 because battery preconditioning/heating was not yet standard, smartphone mirroring was wired-only, and the SE Standard Range is fairly bare.

800-volt ~18-minute 10–80% charging and 303 miles of RWD range for $47k at SEL was strong EV value, and early-2022 buyers could still claim the $7,500 federal credit before the August 2022 IRA assembly rule cut off the Korea-built car. Widespread dealer markups during the launch-year shortage ate into that value.

Four trims (SE Standard Range, SE, SEL, Limited), two battery sizes and RWD or dual-motor AWD above the base — a reasonable spread with no off-road or performance variant.

A supply-constrained launch year: about 23,000 US sales in 2022 made it one of the better-selling non-Tesla EVs with demand outstripping allocation, but volume was tiny next to gas compact SUVs and far behind the Model Y.

The Ioniq 5 was the design halo that lifted Hyundai's image and drew waitlists, but the badge is mainstream and the model's steep depreciation undercuts any brand-driven resale story.

In calendar 2022 the Ioniq 5 commonly sold at or above MSRP with dealer markups amid chip-shortage allocation; the lease pass-through and cash incentives that made later model years cheap did not arrive until 2023.

2022 was the debut US model year of an all-new, dedicated E-GMP generation with 800-volt charging ahead of nearly every rival; the facelift was three model years away.

Peak acclaim: swept the 2022 World Car Awards and won Car and Driver's EV of the Year, and was a frequent comparison-test winner among electric SUVs.