2024 Hyundai Ioniq 5

Scored on the dual-motor Long Range AWD, the same representative powertrain used for this nameplate's other years and for the Mach-E and Model Y. 2024 is a carry-over year of the first-generation (2022+) pre-facelift car, so output is unchanged from launch; the 601-hp Ioniq 5 N reached US showrooms as a 2025 model and isn't counted here.

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

Car and Driver's instrumented 4.5 s for the 320-hp AWD applies directly, because the 2024 car is mechanically identical to the tested 2022 car (same 77.4-kWh pack and motors). Very quick for a compact SUV.

The 800-volt E-GMP drive delivers torque instantly and near-silently, with no lag and no step in delivery, which reviewers consistently praise. Held just below the Mach-E and Model Y because the motors whine audibly under hard acceleration.

A single-speed reduction gear has nothing to hunt for, and the paddle-selectable regen levels plus i-Pedal one-pedal mode are among the best-judged in the segment.

A 2,300-lb rating covers a small utility trailer or bikes, which puts it low in the SUV band, and the Standard Range carries no rating at all. Still more than the Mach-E, which has no US tow rating.

Dual-motor AWD can be ordered on SE, SEL and Limited Long Range, but not on the SE Standard Range. It has a motor-disconnect for efficiency and a Snow drive mode, but no terrain-mode suite: the Snow/Mud/Sand modes came only with the 2025 refresh.

Built for pavement: roughly 6.1 in of ground clearance, no underbody protection, no low range or locker, and no off-road trim (the XRT arrived for 2025). AWD with Snow mode handles gravel and dirt roads, and nothing more.

Battery-electric only, so the multi-powertrain band is out of reach. The lineup still offers three distinct setups: 58-kWh RWD, 77.4-kWh RWD and 77.4-kWh AWD. The N performance model wasn't sold yet in the US for 2024.

EPA rates the volume Long Range RWD at 114 MPGe (30 kWh/100 mi), upper-middle of the electric compact-SUV field. The boxy body is efficient but not aerodynamically extreme.

City is the Ioniq 5's best EPA figure, because regen and the single rear motor suit stop-and-go driving.

Highway MPGe falls well below city: the tall, upright body pays an aerodynamic penalty at speed, which is where real-world range drops.

The 77.4-kWh pack gives the Long Range RWD 303 EPA miles, mid-pack for an electric compact SUV. That is about 15 miles short of the 84-kWh refreshed car that followed for 2025.

The 800-volt architecture lets the 77.4-kWh pack peak at about 233–235 kW, well above 400-volt rivals stuck near 150 kW. Hyundai markets it as 350 kW-capable, but that is the charger rating, not what the car accepts.

Hyundai's quoted 18 minutes from 10–80% is among the fastest of any EV, and instrumented tests have beaten it. It only applies on 800-volt-capable chargers; 400-volt stations are much slower.

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

There's no fuel grade to manage. Home Level 2 charging is straightforward, and Vehicle-to-Load lets the pack power devices. Scored below the 2026 car because the 2024 has a CCS1 inlet, so Supercharger access needs an aftermarket NACS adapter, and its 800 V speed advantage disappears on the 400 V stations that make up much of the public network.

NHTSA rates the 2024 Ioniq 5 five stars overall, the maximum rating. The published 2024 rating covers SUVs built on or before November 7, 2023; later 2024 builds share the same structure.

The 2024 Ioniq 5 earned IIHS Top Safety Pick+ under the tougher 2024 criteria. It rated Good in every crashworthiness test, including the updated moderate-overlap (rear-passenger) and updated side tests. That puts it high in the award band, ahead of most compact-SUV rivals.

Hyundai SmartSense comes standard on every 2024 trim from SE Standard Range to Limited. That covers Forward Collision-Avoidance Assist (pedestrian/cyclist/junction turning), Lane Keeping and Lane Following Assist, Smart Cruise Control with Stop & Go, Blind-Spot and Rear Cross-Traffic Collision-Avoidance Assist, Safe Exit Assist and Driver Attention Warning, so none of the core five systems is locked to a trim.

Forward Collision-Avoidance Assist is standard and covers vehicles, pedestrians, cyclists and junction turns. However, the 2024 car rated only Acceptable in IIHS's updated pedestrian front-crash-prevention test (day and night combined), so it falls in the middle band instead of Superior territory.

Blind-Spot and Rear Cross-Traffic Collision-Avoidance Assist are standard and actively brake or steer, not just warn, and Safe Exit Assist is standard as well. The Blind-Spot View Monitor camera is limited to upper trims and there is no trailer-aware coverage.

Lane Following Assist gives real lane centering on every trim, and Highway Driving Assist 2 on the Limited adds assisted lane changes. Reviewers describe Hyundai's centering as competent but slightly busy, with small corrections in wide lanes and curves, rather than the settled, trusted behavior of the top band.

Smart Cruise Control with Stop & Go works across the full speed range on every trim, and Highway Driving Assist pairs it smoothly with lane centering (HDA 2 on the Limited). It sits at the floor of the top band because it is a hands-on system with conservative gap-keeping.

No 2024 Ioniq 5 trim offers hands-free highway driving. HDA 2 requires steering-wheel torque, which puts the car well behind the Mustang Mach-E (BlueCruise).

IIHS rates only the Limited's LED projector headlights Good. The volume SE and SEL trims use LED reflector units rated Acceptable, which fits the guidance's 'Good on upper trims, Acceptable on volume trims' middle band. High Beam Assist is standard on all trims.

Upright glass and a fairly low beltline give good forward and side sightlines. The pre-facelift 2024 car has no rear wiper, though, so the shallow, raked rear window gets dirty in bad weather. Surround View Monitor and Blind-Spot View Monitor make up for it only on the Limited.

The 118.1-in wheelbase, flat floor, wide rear doors and sliding rear bench make child seats easy to fit, including rear-facing. IIHS rates LATCH ease of use only Acceptable, though, with two full LATCH positions and a tether-only center seat.

Every 2024 Ioniq 5 trim (SE Standard Range, SE, SEL, Limited) is a two-row, five-passenger crossover; no six- or seven-seat layout is offered in the US.

The upright roofline gives competitive front headroom for a compact SUV. The Limited's glass roof costs under an inch.

Front legroom is only adequate on paper. The long 118.1-in wheelbase goes to the second row rather than the first, although the flat floor and sliding console make the front feel roomier than the figure suggests.

Rear headroom is good for the class. The upright roof carries well to the back, though the battery floor raises the cushion slightly.

A 118.1-in wheelbase and no transmission tunnel give mid-size-class rear legroom in a compact footprint, and the sliding rear bench can extend it further.

The Ioniq 5 is a strict two-row, five-seat vehicle with no third row on any 2024 trim. It is scored in the low band, as the item requires for a missing third row.

Cargo space is the Ioniq 5's clearest packaging weakness. The high battery floor and steeply raked hatch leave it barely more space behind the second row than a subcompact.

With the seats folded, capacity stays near the bottom of the compact-SUV band.

A flat floor, the sliding 'Universal Island' console with a big open bin beneath it, a front trunk and Vehicle-to-Load power hit several of the item's named examples (flat floors, onboard power). The pre-refresh 2024 car lacks the 2025 refresh's extra seatback and under-seat stowage, and its frunk is small on AWD models.

Reviewers consistently praise the front seats for long-haul comfort. The Limited's reclining 'relaxation' front seats with leg rests stand out at charging stops. Points come off for flat bottom cushions and a rear seat that sits low relative to the battery floor, which raises knees.

The pre-refresh car rides comfortably and absorbs most bumps, but the heavy body can float and bob over undulations, and the 20-inch wheels on the Limited turn sharp impacts busy. The 2025 refresh's damper retune and stiffening, which lifted the 2026 car to 76 here, isn't present.

With no engine, the cabin is quiet around town. At highway speed, though, the pre-refresh car lets in noticeable wind noise around the upright glass and tire roar, so it sits in the upper middle band, below the refreshed 2025–2026 car (80).

Comfort kit is rich from the volume SEL up: heated front seats, a heated steering wheel, dual-zone automatic climate and remote preconditioning through Bluelink. The Limited adds ventilated front seats and heated rear seats. The base SE trims go without much of this, and the climate panel is touch-sensitive rather than physical.

The 2024 entry point is the 58-kWh SE Standard Range RWD. That puts it in the upper half of the SUV band: the steep price cut that made the Ioniq 5 cheap arrived only with the 2026 model year.

The SEL Long Range RWD is the volume configuration, the same representative trim used for this nameplate's other years. It pairs the 77.4-kWh pack with the equipment most buyers choose.

As a BEV it needs no oil, spark plugs or exhaust service. The first 3 years and 36,000 miles of scheduled service are free, and regenerative braking extends brake life. The figure is raised above CarEdge's scheduled-maintenance number to allow for tires, which wear quickly on a heavy, high-torque EV.

This is the weak point of the 2024 car's cost picture. Heavy incentives on 2024 models (up to $14,000 lease cash), the 2025 facelift with a NACS port, and the 2026 price cut of about $7,600 all pushed down used values for this model year.

Hyundai's 5-year/60,000-mile new-vehicle limited warranty reaches the top of the band, two years longer than the 3/36 that most rivals give.

This maxes out the band. Original-owner coverage includes the high-voltage battery and drive motors, which are the most expensive parts that can fail on an EV.

A top-band package: 3 years / 36,000 miles of free maintenance, 5 years of unlimited-mileage roadside assistance, a Bluelink connected-services trial, and a charging benefit. Kept just below the 2026 car's rating because the 2024 car has a CCS1 port and needs an adapter to use Tesla Superchargers.

$48,795 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $19,518) leaves about $29,277 in depreciation. Add the projected $3,000 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $32,277 in total.

Consumer Reports rates the 2024 Ioniq 5 less reliable than other 2024 vehicles, with ICCU charging failures and 12V-battery drain as the main owner complaints. It stays at the bottom of the mixed band rather than below it because the motors, battery pack and chassis have not shown a wider failure pattern.

Hyundai sits in the upper middle of the dependability rankings. It lands in the top third of the J.D. Power and Consumer Reports brand rankings but is not consistently top-5, so it falls short of the 80+ band.

MY2024 has three NHTSA campaigns, but they are serious ones. The ICCU loss-of-drive-power recall had to be reissued and expanded after the first remedy fell short. A 2026 high-voltage cell-defect campaign carries fire risk, although it covers very few units. It scores slightly better than 2023 because the 2023-only rear driveshaft recall does not apply.

The E-GMP motors and 800V 77.4-kWh pack wear little and show no fleet-wide degradation pattern. But the ICCU sits directly in the charging and 12V path, and it has a documented systemic failure history on this exact model year.

This is the pre-refresh cabin, carried over unchanged for 2024. The flat floor, sliding console and recycled-content materials impress, but reviewers criticise the hard plastics and touch-panel climate controls at this price. The 2025 refresh fixed both of those points.

US-market 2024 cars were still built at Hyundai's mature Ulsan, Korea plant, so they avoid the 2025 Georgia Metaplant launch-year assembly recalls. Road tests and owner reports do not flag systemic panel-gap or rattle issues, and the complaints are electrical rather than about assembly.

Hyundai's roughly 800+ US dealers give dense coverage plus 3-year/36,000-mile complimentary maintenance. But EV service depth is uneven, and the ICCU campaigns produced widely reported multi-week waits for diagnosis and parts.

High-voltage parts are dealer-only with no real aftermarket, ICCUs were backordered during the recall remedies, and E-GMP collision and battery repairs cost enough that insurers often total damaged cars. Cheap routine EV maintenance and the long battery and powertrain warranty keep the score mid-band.

Every 2024 trim, including the SE Standard Range, has a 12.3-in navigation touchscreen next to a 12.3-in digital cluster. No larger screen is offered.

The pre-ccNC Hyundai system is quick, logically laid out and well liked by reviewers, but it has real ergonomic trade-offs. Climate is handled by a touch-sensitive panel, there are fewer physical shortcuts than after the 2025 refresh, and menus for EV and charging settings run deep.

Apple CarPlay and Android Auto are standard but wired only on every 2024 trim, and they need a USB-A data port rather than USB-C. Wireless projection only arrived with the 2025 refresh, so a 2024 buyer cannot get it at any price.

Native navigation is standard on every trim, with charger search and range display, and Hyundai's server-based voice recognition handles destinations and climate commands. Battery preconditioning was added later for the first-generation car rather than built into route planning from launch, and the voice assistant is command-based rather than conversational.

The Bose eight-speaker system is reserved for the Limited. The volume SEL keeps the standard six-speaker setup, which is clear enough but thin in the bass. The quiet EV cabin helps both systems.

A 12.3-in full-digital cluster is standard on every trim, with clean graphics and selectable themes. The Blind-Spot View Monitor feed appears in the cluster on the Limited.

Over-the-air updates on the 2024 car cover navigation maps and infotainment only. The vehicle-control software that mattered most for this generation, the ICCU fix and battery-conditioning logic, needed a dealer visit. Whole-vehicle OTA arrived with the 2025 refresh.

The Bluelink app covers remote climate start, lock/unlock, vehicle finder, charge scheduling and charge-limit control, with a complimentary period on new cars. The 2024 car lacks the Digital Key 2 phone-as-key that the 2025 refresh brought, and the app can be slow to wake the car.

Vehicle-to-Load is the standout: an exterior adapter turns the charge port into a roughly 1.9 kW outlet, and upper trims add an in-cabin outlet under the rear seat. That puts the car in the top band on onboard power. Ports are dated, though: the data port is USB-A, USB-C ports are charge-only, and wireless charging starts at SEL.

Proximity entry with push-button start and Bluelink remote start are standard. SEL and Limited add a hands-free power liftgate, and the Limited adds Remote Smart Parking Assist. There is no phone-as-key on the 2024 car, which keeps it out of the top band.

A rear camera is standard, but the Surround View Monitor, Blind-Spot View Monitor and Remote Smart Parking Assist are all limited to the Limited. The volume SEL gets far less, so the score sits in the middle band despite good hardware at the top. The Limited also adds a digital rearview mirror for 2024.

The augmented-reality head-up display, which projects navigation arrows and lane graphics onto the road ahead, is among the better HUDs at any price. It is exclusive to the Limited, though.

The 118.1-in wheelbase, flat floor, wide rear door openings and sliding rear bench make car seats easy to fit, rear-facing ones included. The 27.2 cu ft cargo hold keeps it out of the top band: it is small for the class once a stroller is aboard.

The full SmartSense suite is standard on the base SE Standard Range, and 2024 adds rear side airbags and rear seatbelt pretensioners on every trim. Add NHTSA's 5-star rating and an IIHS Top Safety Pick+ under the tougher 2024 criteria, and that is the top band. It falls short of 90+ because the AEB results are middling and hands-free driving isn't offered.

Generous rear legroom, a reclining rear bench, supportive front seats and rear USB-C ports make it a pleasant multi-hour car for four. It loses points because luggage space with every seat filled is tight, the pre-refresh car is louder on the highway, and there is no rear entertainment.

This is the Ioniq 5's best mission: silent, immediate propulsion, paddle-selectable regen with true i-Pedal one-pedal driving, standard stop-and-go adaptive cruise, and good forward visibility. Points come off for the lack of a rear wiper, the 39-ft turning circle, and touch-sensitive climate controls that are fiddly on the move.

The volume Long Range RWD's 114 MPGe combined and 132 MPGe city work out to about $700 a year in energy. There are no oil services, and regen stretches brake life. It sits just below the most efficient EVs because insurance and tire costs on a heavy EV claw back part of the saving.

The 182.5-in footprint is compact and forward sightlines are good. But the long wheelbase gives a 39.3-ft turning circle, the shallow rear glass has no wiper on the 2024 car, and the surround-view and blind-spot cameras that would help are Limited-only.

A 2,300-lb tow rating (none on the Standard Range), no bed and only 27.2 cu ft of cargo make this a passenger crossover, not a work tool. It sits near the top of the not-work-capable band because V2L can run corded power tools straight off the car.

The E-GMP motors and battery have shown little wear, and a 10-year/100,000-mile powertrain and battery warranty backs them. But the 2022–2024 cars carry the ICCU failure and recall history, parts availability is weak, and the light-coloured, recycled-material cabin isn't made for abuse.

Vehicle-to-Load is the whole case here, and it is a real one: an exterior charge-port adapter and an in-cabin outlet on upper trims supply about 1.9 kW for saws, compressors and lighting. Everything else is thin: basic tie-downs, no washable surfaces, no factory roof rails, and a hitch only as an accessory.

Comfortable seats, Highway Driving Assist and very fast 800-volt charging (10–80% in about 18 minutes) take much of the pain out of road trips. Against that: the 303-mile RWD rating shrinks at highway speed, the pre-refresh cabin is noisier at speed, and the CCS-only 2024 car has no native Supercharger access.

Dual-motor AWD is available, the front seats recline nearly flat for naps, and V2L can run a campsite fridge or cooktop. Otherwise it is pavement-bound: about 6.1 in of ground clearance, no off-road trim (the XRT arrived for 2025), no roof rails and a modest 2,300-lb tow limit.

The shape works well: a wide square hatch, a hands-free power liftgate on upper trims, 60/40 rear seats that fold near-flat, a sliding rear bench and a frunk for charging cables. The volumes don't: 27.2 cu ft behind the seats and 59.3 folded trail the compact-SUV mainstream, and with no factory roof rails a roof box is hard to add.

The floor-mounted 77.4-kWh pack gives a low centre of gravity, and the car is secure and stable at speed. The pre-refresh tune is comfort-first, though: there is some float over undulations, clear understeer at the limit, and low-rolling-resistance tires on a body of about 4,200–4,600 lb. It sits below the tauter Mach-E and Model Y, and below the refreshed 2026 car (75).

The steering is accurate and consistent, with extra weight in Sport mode, but it gives almost no feedback from the front tires. That is the EV-crossover norm, so it lands mid-band, below the Mach-E's quicker, better-weighted rack.

Regen blending is the strongest dynamic trait. Steering-wheel paddles step through the regen levels, and i-Pedal gives smooth one-pedal driving to a stop with an almost seamless handoff to the friction brakes. Stopping distances are only average for the weight, which keeps it out of the high 80s.

The 800-volt E-GMP drivetrain delivers instant, linear torque with no shift events and well-judged tip-in, close to the class benchmark. On the AWD car, the front motor can be felt engaging slightly under part-throttle roll-on.

It is near-silent in normal driving with nothing to vibrate. The motors whine audibly under hard acceleration, and the pre-refresh car has less sound insulation than the 2025 update, so it falls a little short of the quietest EVs.

The 118.1-in wheelbase, as long as a three-row Palisade's, pushes the turning circle toward the wide end of the SUV band.

The flat floor, sliding console, wide adjustment ranges and an airy greenhouse make for an accommodating driving position. But the 2024 car has touch-sensitive climate controls, no rear wiper, and poor rear visibility past the spoiler-split backlight — the complaints the 2025 refresh specifically fixed.

It has real character: a 4.5-second 0–60 in the AWD car, striking retro-futurist design and engaging paddle regen. But the chassis is tuned for calm and the steering is numb, so it satisfies rather than delights. The enthusiast praise goes to the separate Ioniq 5 N.

Every trim comes with dual 12.3-in screens, the Hyundai SmartSense driver-assist suite with Highway Driving Assist, a heat pump on Long Range models, and 800-V ultra-fast charging. The SEL lost some features for 2024 (per autoevolution's pricing report), and the 58-kWh SE Standard Range has little range for its price.

At sticker price, a $48,795 SEL RWD is only fair value against the Model Y and Equinox EV. However, the large incentives on 2024 models (up to $10,000–$14,000 off) mean most buyers paid far below MSRP for a car with class-leading charging speed and a 4.5-second AWD option.

Four trims (SE Standard Range, SE, SEL, Limited) with RWD or dual-motor AWD on Long Range models, so prices range from about $43,000 to $58,000. Nothing sits below $43,000, and there was no off-road XRT or N performance model for 2024 — both arrived with the 2025 model.

2024 was a record year for the Ioniq 5: sales through August were up 26% on 2023, and it was among the best-selling non-Tesla EVs in the US. Its volume is still a fraction of gas compact-SUV leaders such as the RAV4 and CR-V.

The Ioniq sub-brand gives Hyundai an EV design and tech image above its mainstream position, but the brand is not aspirational and doesn't support resale the way Toyota or Tesla do.

The 2024 model was one of the most heavily discounted EVs on the market. $7,500 lease cash was standard (passing the commercial-vehicle tax credit through to lessees), $5,000 retail rebates were offered on SE and SEL, and conquest bonuses were available. Because the car was Korean-built, Hyundai's own money stood in for the purchase tax credit it didn't qualify for.

This is the third model year of the 2022 first generation, carried over with the original pre-facelift design. The US-market refresh arrived for 2025 with a larger 84-kWh battery, a native NACS port, the XRT trim and updated interior controls, so a 2024 buyer was getting the outgoing version just before it changed.

One of the most decorated EVs of its generation: 2022 World Car of the Year (plus World EV and World Car Design of the Year), Car and Driver 10Best and EV of the Year honors, and MotorTrend's 2023 SUV of the Year. It still regularly wins or places near the top of EV comparison tests. 2024 is mechanically the same car that won these awards.