2025 Hyundai Ioniq 5

Scored on the 84-kWh dual-motor AWD powertrain that anchors the SEL/Limited/XRT mix, matching how this dataset scores the Ioniq 5's other years and its EV rivals. 2025 is the North American refresh year: the 84-kWh pack replaced the 77.4-kWh pack, but AWD output stayed at 320 hp.

446 lb-ft of combined dual-motor torque 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 2025 Limited HTRAC ran 4.6 s even with the heavier 84-kWh pack, quick for a compact SUV. Earlier 77.4-kWh AWD tests ran 4.4–4.5 s.

The 800-volt E-GMP drive delivers torque instantly and near-silently with no lag or step in delivery — benchmark behavior for the class. Held just below the Model Y and Mach-E because motor whine is more audible under hard acceleration.

Single-speed reduction gear with nothing to hunt, plus paddle-selectable regen levels and i-Pedal one-pedal driving that stops smoothly and predictably — one of the best-judged regen setups in the segment.

The 2025 refresh carries a 2,300-lb US tow rating — enough for a small utility trailer or a pair of jet skis, but near the bottom of the SUV band and well short of gas compact SUVs' 3,500 lbs.

Dual-motor AWD is optional on SE, SEL and Limited and standard on the new-for-2025 XRT, rather than being reserved for the top trim, and the XRT adds Snow/Mud/Sand terrain modes. No low range or torque-vectoring hardware keeps it below 90.

The XRT, new for 2025, is a real if modest effort: ride height up 0.91 in to about 7 in, all-terrain tires on 18-in wheels, approach/departure angles improved to 19.8°/30° and terrain modes. There's no low range, locker or meaningful underbody armor, and other trims sit near 6.1 in.

EV-only, so the multi-powertrain top band is out of reach. Still at the top of the EV-only cluster because it offers three distinct configurations — 63-kWh RWD, 84-kWh RWD and 84-kWh AWD — with the 601-hp N above them.

EPA rates the volume RWD Long Range 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 strongest EPA figure; regenerative braking and the single rear motor make stop-and-go its best case.

Highway efficiency drops well below city because the tall, upright body pays an aerodynamic penalty at speed.

2025 is the refresh year that brought the 84-kWh pack (up from 77.4 kWh), lifting the RWD Long Range to 318 miles. That's solid mid-pack for an electric compact SUV, short of the 400-mile cars.

The 800-volt E-GMP pack accepts around 257 kW at a 350 kW CCS station, among the highest of any mainstream EV. The caveat is that the 2025 car's new native NACS port meets mostly 400 V Superchargers, where it charges far slower.

Hyundai's 20-minute 10–80% figure on 800 V hardware is near the fastest in any segment. On the native NACS port at a 400 V Supercharger the same fill stretches to about 30 minutes.

EPA puts the volume RWD at $700/yr at 15,000 miles, near the low end of the EV SUV band.

There's no fuel grade to worry about, and energy access is unusually flexible: 2025 brought the first native NACS port on a non-Tesla EV, giving adapter-free Supercharger access, while the included CCS adapter keeps 800 V fast charging. V2L comes on the 84-kWh trims. It's held short of perfect because the 800 V speed advantage only shows on CCS hardware.

NHTSA has not published frontal or side crash results for the refreshed 2025 Ioniq 5, only its 5-star rollover rating. The latest tested year of this generation, the 2024 Early Release, scored 5 stars overall, and that is the value used here. Confidence is MEDIUM because the 2025 body is a refresh of that car, not a separately tested vehicle.

The 2025 Ioniq 5 earned IIHS Top Safety Pick+ with Good ratings in every crashworthiness test, including the tougher updated moderate-overlap test (rear passenger) and the updated side test that trip up many rivals. That puts it near the top of the award band.

Hyundai SmartSense is standard on every 2025 trim, from SE Standard Range up: forward collision-avoidance 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; Safe Exit Assist; and Driver Attention Warning. None of the five core systems is locked to a higher trim.

The forward collision-avoidance system covers vehicles, pedestrians, cyclists and junction turns. In the updated IIHS pedestrian front crash prevention test, which includes a nighttime run, it rated only Acceptable rather than Good. That is the 'weaker night/pedestrian' profile in the middle band.

Blind-spot and rear cross-traffic collision-avoidance are standard on every trim, and both actively steer or brake rather than just warn. Safe Exit Assist guards against opening a door into traffic, and SEL and above add the Blind-Spot View Monitor camera feed. There is no trailer-aware coverage, which keeps it off the top of the band.

Lane Following Assist centers the car on every trim, and Highway Driving Assist 2 on SEL and above adds lane changes started with the turn-signal stalk. Reviewers call the centering competent but a little busy, with small corrections in wide lanes and curves, rather than the settled behavior the top band requires.

Smart Cruise Control with Stop & Go is standard and works across the full speed range. On the volume SEL trim and above it combines with navigation-based cruise and lane centering in Highway Driving Assist 2, which works smoothly. It sits at the band floor because it is still hands-on, with conservative following gaps and an unhurried resume.

No 2025 Ioniq 5 trim offers hands-free highway driving. Highway Driving Assist 2 needs the driver's hands on the wheel, which puts it behind the Mustang Mach-E (BlueCruise) and other rivals with hands-free systems.

IIHS rates the headlights Good on the SEL, XRT and Limited, which include the volume SEL trim, and Acceptable on the SE trims. High Beam Assist is standard. It earns the floor of the top band rather than higher because the base trims miss Good.

The upright glass and boxy shape give better forward and side sightlines than most EV crossovers, and the 2025 refresh finally added a rear wiper to keep the rear glass clear in bad weather. The view through the shallow rear window is still the weak point, and the surround-view camera is reserved for the XRT and Limited.

The long 118.1-inch wheelbase, flat EV floor and wide-opening rear doors give plenty of room for rear-facing seats. IIHS still rates LATCH ease of use only Acceptable, which points to anchors that take some digging to reach, so it lands in the middle band.

The 2025 Ioniq 5 is a two-row, five-passenger crossover on every trim (SE Standard Range, SE, SEL, XRT, Limited); no six- or seven-seat layout is offered.

The upright roofline and flat E-GMP floor give competitive front headroom for a compact SUV; the Limited's glass roof costs under an inch.

Front legroom is only adequate by the numbers. The 118.1-inch wheelbase goes to the second row rather than the first, even though the cabin feels very open.

Rear headroom is good but not exceptional. The raised floor over the battery and the sloped rear glass take back part of what the tall roofline gives.

A 118.1-inch wheelbase and no transmission tunnel give mid-size-class rear legroom in a compact footprint, and the sliding, reclining bench can add more.

There is no third row on any 2025 trim. It is scored in the low band, as the item requires for two-row SUVs; buyers who need seven seats are pointed to the Ioniq 9.

Cargo space is the Ioniq 5's clearest packaging weakness. Despite a 182.5–185.6-inch body it holds far less behind the second row than mainstream compact SUVs, because of the high battery floor and the raked hatch.

With the seats folded it still sits near the bottom of the compact-SUV band, and the load floor stays high.

The flat floor, the sliding Universal Island console with open storage underneath, a front trunk, and vehicle-to-load power hit the guidance band's named examples. The 2025 refresh moved the wireless pad and reworked the console for better usability.

Reviewers consistently call the front seats comfortable over long drives, and the Limited's relaxation driver seat with a power leg rest helps at charging stops. Points come off for flat cushions, a rear seat that sits low and raises knees over the battery floor, and a leg rest that reviewers say rubs calves when stowed.

The 2025 refresh added structural reinforcement and retuned the suspension. The ride is settled and well damped at speed, with some firmness over sharp impacts on the 20-inch wheels.

There is no engine, and the refresh added insulation and thicker glass, so this is one of the quieter compact crossovers at highway speed. Road roar from the 20-inch tires keeps it out of the top band.

Comfort equipment is rich from SEL up: heated front seats and steering wheel, dual-zone climate and remote preconditioning through the free Bluelink+. The Limited adds ventilated fronts and heated rear seats, and a heat pump is standard. The SE trims skip the heated wheel.

The 2025 facelift's entry SE Standard Range RWD lists at $42,500 before freight. A June 2025 revision added $100 to the MSRP and raised freight to $1,600. That puts the base price in the upper-middle of the compact-SUV band.

The SEL RWD is the volume configuration: it pairs the 84 kWh pack and 318-mile range with the equipment most buyers want. At about $51k delivered it sits above most gas compact SUVs. In practice, the $7,500 lease cash and federal credit offset much of that gap during 2025.

As a BEV it needs no oil, spark plugs or exhaust service. Regen braking extends brake life, and the first 3 years / 36k miles of scheduled service are complimentary, so the 5-year total is mostly tires, filters and out-of-warranty wear.

This is the weak point of the Ioniq 5's cost picture. EV residuals are depressed by fast-moving battery tech, heavy new-car incentives and the federal credit distorting new-versus-used pricing. Hyundai's 2026 MSRP cut further marks down 2025 cars in the used market.

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

This maxes the band. Original-owner coverage of 10 years / 100,000 miles extends to the high-voltage battery and electric drive units, the costliest EV failure modes.

This is a multi-year package: 3 years / 36k miles of complimentary maintenance, 5 years of unlimited-mileage roadside assistance, a Bluelink trial, and a free ChargePoint Home Flex or $400 charging credit. It loses ground on 2024 because 2025 dropped the two years of free Electrify America charging, and the home charger excludes installation.

$50,975 volume-trim price minus its estimated resale value after 5 years (40% retained, or about $20,390) leaves about $30,585 in depreciation. Add the projected $3,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $33,985 in total.

Consumer Reports rates the 2025 Ioniq 5 as less reliable than the average 2025 vehicle, with climate-system trouble (AC compressor, blower, heater, refrigerant leaks) and electrical faults as the leading owner complaints, and its 2026 prediction (built on 2023-2025 data) is likewise below average. Hyundai's strong initial-quality standing keeps this at the bottom of the mixed band rather than in the below-average band.

Hyundai is an upper-mid-pack dependability brand: top-third in Consumer Reports' brand reliability, #3 overall in J.D. Power's 2025 Initial Quality Study, and slightly better than average in three-year dependability. It is not consistently top-5 across dependability studies, which keeps it below the 80+ band.

The 2025 model year carries nine NHTSA campaigns, including two separate high-voltage battery bus-bar recalls carrying a short-circuit/fire risk and two rear-suspension fastener recalls with loss-of-control risk, plus seat-belt retractor and rear side airbag defects — a repeated, assembly-driven pattern tied to the new Georgia plant's launch. The generation's ICCU failure history (2022-2024 recalls) also continues to surface in 2025-build owner reports. Most campaigns are small populations, which keeps this from the very bottom of the band.

The E-GMP motors and 800V pack have no battery-degradation or cell-fire pattern after four years in the US fleet, and the 2025 refresh's 84-kWh pack uses the same architecture. But the ICCU — directly in the charging/12V path — remains a known weak link that 2025 owners still report failing, with 1-2 month replacement waits, and the 2025 bus-bar recalls add assembly-related HV risk.

The 2025 refresh added more physical switchgear (restored climate/audio buttons), a revised steering wheel and center console, and the airy flat-floor cabin and recycled-content materials remain well regarded. Hard plastics in lower doors and console flanks are a fair criticism at the Ioniq 5's premium pricing, keeping it competitive rather than class-leading.

Road tests do not flag visible panel-gap or rattle issues, and Hyundai's brand IQS is strong. But the 2025 model year was the launch year for US production at Metaplant America, and the recall record documents multiple assembly-process escapes — under-torqued suspension bolts and battery bus bars, loose seat-belt retractor fasteners from a B-pillar rework process, and under-crimped airbag connectors.

Hyundai's roughly 800+ US dealers give dense nationwide access and 3-year/36,000-mile complimentary maintenance, but EV-specific diagnostic depth is uneven, and ICCU repairs have produced widely reported multi-week downtime.

Routine EV maintenance is cheap (no oil changes, regen-extended brake life), but high-voltage components are dealer-only with essentially no aftermarket, ICCU parts have been on backorder, and 800V/E-GMP collision repairs are costly. The 10-year/100,000-mile powertrain and battery warranty limits the original owner's exposure.

The 2025 refresh fitted a 12.3-inch AVN touchscreen next to a 12.3-inch cluster under one panel, standard from SE Standard Range to Limited. That is mid-pack against rivals' 14–15-inch screens.

The 2025 move to Hyundai's ccNC platform brought a quicker, cleaner interface. The refresh also added physical buttons on the Universal Island for front heating/ventilation, the heated wheel and parking assist, which addresses the launch car's touch-heavy layout. It is held near the bottom of the top band because EV menus are still deep and the capacitive shortcut strip is less positive than real keys.

Wireless Apple CarPlay and Android Auto became standard on every 2025 trim, fixing the earlier model years' wired-only limitation on navigation-equipped cars. It falls short of the ceiling because projection runs windowed rather than full-width on the panel.

Standard native navigation is EV-aware, with charger search, range-aware routing and battery preconditioning on the way to DC fast chargers. Natural-language voice handles climate, navigation and media. It is held below 90 because the assistant is command-and-control rather than conversational.

An eight-speaker Bose system is fitted to the XRT and Limited. SE and SEL buyers get a six-speaker system that is clear but thin at the low end. The quiet cabin flatters both, but the premium upgrade is modest by segment standards.

A 12.3-inch full-digital cluster is standard on every trim, with configurable layouts. On SEL and above, the Blind-Spot View Monitor camera feed appears in the gauges when you signal.

Hyundai says every 2025 Ioniq 5 gets whole-vehicle wireless OTA updates for its major controls, explicitly to allow new features to be added remotely, not just maps. The release cadence is slower and less feature-additive than Tesla's, which holds it at the low end of the top band.

Bluelink+ is complimentary for the original owner, so remote climate, lock/unlock, vehicle finder, charge scheduling and start/stop all come without a monthly fee. Digital Key 2 phone-as-key is available from SEL. The app can be slow to wake the car.

There are USB-C ports front and rear, wireless charging from SEL (relocated in the refresh for easier use), and vehicle-to-load power: an exterior charge-port adapter on every trim plus an interior 120V outlet on upper trims, good for about 1.9 kW. The SE trims lose the wireless pad.

Proximity entry and push-button start are standard. SEL and above add Digital Key 2 Premium with UWB and a hands-free power liftgate, and the Limited adds Remote Smart Parking Assist. Phone-as-key and hands-free liftgate both skip the SE trims, which keeps it just short of the ceiling.

A rear camera is standard. SEL adds front/rear parking distance warning and the Blind-Spot View Monitor, but Surround View Monitor and Remote Smart Parking Assist are Limited-only, so it lands in the upper middle band.

The augmented-reality HUD projects navigation and ADAS graphics onto the road ahead and is among the better implementations at any price, but only the Limited gets it. That puts it at the top of the 'top trims only' band.

The 118.1-inch wheelbase, flat floor and wide-opening rear doors make car-seat work in the second row easier than in most compact crossovers, and the sliding bench makes room for rear-facing seats. The 27.2 cu ft hold is small once a stroller is in, and the LATCH anchors are recessed.

Hyundai SmartSense comes on the base SE Standard Range: forward collision avoidance with junction-turning detection, blind-spot and rear cross-traffic avoidance, Safe Exit Assist, rear occupant alert and stop-and-go adaptive cruise. Add 5-star NHTSA and a strong IIHS rating and it lands in the top band. It stays off 90+ because HDA2 and surround view need SEL or above, and the 2025 base trim cost about $44k.

A quiet cabin, supportive seats, a sliding and reclining second row with rear USB-C, and Bluelink+ preconditioning make this a pleasant multi-hour car for four. Luggage space with every seat filled is modest for a week away, there are no rear entertainment screens, and highway range sets the stop schedule.

This is the Ioniq 5's best mission: silent, instant 800-volt propulsion, paddle-adjustable regen with true i-Pedal one-pedal driving, standard stop-and-go adaptive cruise, and good forward sightlines. The refresh's physical HVAC buttons cut menu-diving in traffic. The wide turning circle stops it going higher.

About 114 MPGe combined and 129 MPGe city works out to roughly $700 a year in energy at EPA assumptions. An EV with regen braking skips oil services and wears brakes slowly, so per-mile costs are very low. It sits just below the most efficient rivals, and heavy-EV tires and insurance take back part of the saving.

The footprint is compact and the upright glass helps forward and side visibility. But the long wheelbase means a 39.4-foot turning circle, rear vision through the raked, spoiler-split hatch glass is poor, and the 360 camera and remote parking are Limited-only.

It tows 2,300 lb when properly equipped, has no bed, and holds 27.2 cu ft of cargo, so this is a passenger crossover with light-trailer duty at best. It sits at the top of the low band because V2L can run corded power tools straight off the car.

E-GMP now has a large fleet behind it, and the 10-year/100,000-mile powertrain and battery warranty is reassuring. Against that, the ICCU charging-unit failures and recalls are a documented theme for this nameplate, and parts supply and the light interior trim are not built for abuse. It is unproven under hard use.

V2L carries this item: an exterior charge-port adapter plus an interior outlet on upper trims, about 1.9 kW, enough for saws, compressors and lights. Everything else is thin: basic cargo tie-downs, no washable surfaces, and an accessory-only hitch and rack ecosystem.

It is quiet at speed with comfortable seats, and Highway Driving Assist 2 from SEL cuts fatigue. Fast 800-volt charging plus the native NACS port added for 2025 make road-trip stops shorter and easier to find. The boxy body's highway consumption pulls real range well under the 318-mile rating, so it is a good tourer with endurance limits.

The XRT, new for 2025, adds a lift, all-terrain tires and tow hooks. Dual-motor AWD is available, the front seats recline for napping, and V2L runs campsite gear. It stays below the top band because other trims sit low, there is no low range or locker, towing is capped at 2,300 lb, and fast chargers are sparse near trailheads.

The shapes are good: a wide, square hatch opening, a hands-free liftgate from SEL, 60/40 folding, a sliding rear bench that trades legroom for cargo depth, and a small frunk for cables. The volumes are not: 27.2 cu ft behind the seats and 59.3 folded trail mainstream compact SUVs by a wide margin.

The floor-mounted 84-kWh pack gives a low center of gravity, and the 2025 refresh's structural reinforcement and retuned dampers tightened body control over the launch car. It is still a comfort-first tune on a heavy, long-wheelbase body with low-rolling-resistance tires: secure and composed rather than eager, with clear understeer at the limit. It sits below the tauter Mach-E and Model Y.

It is accurately geared and consistent, with extra weight in Sport mode, but reviewers routinely describe it as light and isolated, with essentially no feedback. That is the EV-crossover norm and lands mid-band.

Regen blending is a standout: paddles step through the regen levels, i-Pedal brings the car to a smooth stop with one pedal, and the handoff to the friction brakes is hard to detect. Stopping distances are only adequate for the weight, which keeps it out of the high 80s.

The 800-volt E-GMP drivetrain is close to class benchmark: instant, linear torque with no lag or shift events, and well-judged tip-in that keeps it calm in traffic. The dual-motor car's front-axle engagement can be felt slightly at part throttle.

It is near-silent in normal driving, and the refresh's added insulation and thicker glass cut what little powertrain noise gets in. Motor whine under hard acceleration keeps it below the 90s.

The 118.1-inch wheelbase drives this figure, putting the Ioniq 5 in the lower half of the 34–42 ft SUV band.

A flat floor, the sliding Universal Island, wide seat and wheel adjustment, and an airy greenhouse make for an accommodating driving position. The 2025 refresh added physical climate and heated-wheel buttons and a rear wiper, fixing two complaints about the launch car. Poor rearward visibility past the thick C-pillars and the spoiler-split backlight holds it below 80.

There is real character: a 4.6-second 0–60 in the AWD car, standout retro-futurist design, and engaging paddle regen. But the chassis is tuned for calm, the steering is numb and the car is heavy, so it satisfies rather than delights.

Even the base SE Standard Range gets dual 12.3-inch displays, wireless CarPlay/Android Auto (new with the 2025 facelift) and the full SmartSense suite with Highway Driving Assist. It also has a native NACS port with an included CCS adapter. Long warranties and complimentary maintenance add standard value that most rivals charge extra for or don't offer.

800-volt charging (about 20 minutes for 10–80%) and up to 318 miles of range from the new 84 kWh pack are hard to match at this price. Georgia assembly also restored the $7,500 federal credit or lease cash for much of 2025. Sticker prices in the mid-$40ks to high-$50ks before incentives keep it short of a bargain.

The 2025 lineup runs SE Standard Range, SE, SEL, Limited and the new XRT, with RWD or dual-motor AWD on most trims and two battery sizes. The 601-hp Ioniq 5 N sits above them. That is an unusually wide, well-spaced ladder for a compact EV.

It is Hyundai's best-selling EV and a perennial top-three non-Tesla EV in the US. US production and credit eligibility pushed 2025 volume to record levels before the credit expired. It is a strong seller but not the compact-SUV volume leader.

The Ioniq 5 is Hyundai's design halo and has lifted the brand's image considerably. Hyundai is still a mainstream badge without luxury pull, though, and EV residuals across the segment, this one included, are weak.

Buyer incentives are among the strongest in the segment. 2025 buyers got the $7,500 federal credit (or $7,500 lease cash) plus Hyundai bonus cash, subvented APR and a free home charger. This is scored on buyer benefit, per the item's guidance.

2025 is the facelift year. It brought the 84 kWh pack, a native NACS port, a rear wiper, more physical controls, the XRT trim and US assembly. The NE generation dates to 2022, but its 800-volt hardware remains ahead of most rivals.

It is one of the most decorated EVs on sale. It swept the 2022 World Car awards, earned Car and Driver 10Best and EV of the Year honours, and regularly wins or tops electric-SUV comparison tests. Reviewers praised the 2025 refresh for its added range and native NACS port.