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Hyundai Ioniq 5 Prestige 58kWh review: More than just a pretty face

By Kenny Yeo - 4 Feb 2024

Hyundai Ioniq 5 Prestige 58kWh review: More than just a pretty face

Note: This feature was first published on 25 October 2023.

Hyundai's Ioniq 5 is not just good-looking for an EV, it's good-looking, period.

A strong case can be made for the Ioniq 5 being the best-looking EV you can buy now. No one would argue against it being one of the most distinctive-looking. That boxy silhouette, strong lines, and pixel-style headlight and taillights certainly turned a lot of heads and generated a lot of chatter when it was first spotted on the roads. This isn’t a new model in the strictest sense of the word, but it’s worth talking about now because the Ioniq 5s that you now see in the Hyundai showroom are made in Singapore.

The TL;DR version:

As practical to use as it is good to look at. The Ioniq 5 in Prestige trim ticks a lot of boxes and is only really let down by its slightly underwhelming range.

@hwztech Join us as we take a quick walk around the Hyundai Ioniq 5. To learn more, click here - https://www.hardwarezone.com.sg/tech-news-hyundai-ioniq-5-first-100-singapore-price-specs. #hwz #hwzsg #hyundai #ioniq5 #hmgics #madeinsingapore #ev #electriccar #suv #carsoftiktok ♬ Asian style warm tropical house - Future Oriented Triad

"A car made in Singapore" are words I never expected to type in my life, but that’s what this Ioniq 5 is. It was assembled at Hyundai’s new HMGICS plant (Hyundai Motor Group Innovation Center in Singapore), near the old Jurong Junior College, in Jurong, Singapore. I’ve driven past the facility and it’s smaller than I had imagined. At any rate, the first cars rolled off the production line earlier this year and the milestone was marked with a special “First 100” edition that was unveiled at this year’s Singapore Motor Show.

Tell me these tail-lights don't look cool.

The Ioniq 5 is built on Hyundai’s E-GMP platform, which is a ground-up design developed specifically for EVs. This gives the Ioniq 5 many advantages over older Hyundai EVs. It’s roomier, more practical, and a nicer thing to drive and live with. Quite confusingly, there are three trim levels, three different power outputs, and two battery options to choose from. I think it’s better if you refer to the table below. The model I’m testing is the Prestige version with the 58kWh battery.

Model Drivetrain Power  WLTP range
Exclusive 58kWh RWD 107kW / 350nm Up to 384km
Prestige 58kWh RWD 107kW / 350nm Up to 384km
Prestige 77kWh RWD 168kW / 350nm Up to 507km
Inspiration 77kWh 4WD 239kW / 605nm Up to 454km

The first time you get into the Ioniq 5, you’ll be surprised at how big it is on the inside. The massive sunroof helps but it’s mostly because the Ioniq 5 is actually a pretty big car. It might not look like it, but the Ioniq 5 is larger than a Honda Vezel or even a Mercedes-Benz GLA, and closer in size to a Range Rover Evoque. Its sheer size, coupled with the fact that it has a flat floor with no transmission tunnel, gives its cabin an airy and open feel and loads of legroom for rear passengers. 

The two large 12.3-inch displays have large bezels, which might not age the interior well.

The cabin has features that are noteworthy and likely only possible because this is a ground-up design. The centre console doesn’t extend to the dashboard, which means the driver can easily move over to the front passenger seat and vice versa. This seems superfluous until you park the car for the first time and discover how wide it is. This can be a lifesaver in cramped lots. The centre console is also adjustable (Hyundai calls it the Universal Island) and can be moved backwards and forwards. If you are as fussy about armrests as I am, you’d find this to be incredibly handy for getting the armrest into the ideal resting position.

The glove box is more accurately described as a drawer and is absolutely cavernous by glove box standards. Never mind manuals and insurance documents, it’ll even swallow small boxes with ease. And on the topic of storage, the two cupholders up front are large enough to hold venti-sized drinks, and there are loads of cubbyholes, bins, and places where you can stuff your belongings. A lot of thought has gone into the cabin to make it as practical as it can be.

Loads of leg space in the back.

It has a “V2L” (vehicle-to-load) function, which essentially turns the car into a giant power bank on wheels. Underneath the rear seats is a UK three-pin power socket that can be used to power and charge devices. You can use an external V2L adapter with the charging port and use it to power appliances and devices. In this form, it delivers up to 3.6kW of juice, which is enough to power a host of appliances – including portable BBQ grills, refrigerators, and kettles. While you're at this, you could also easily consider packing a portable projector for some outdoor entertainment. This makes the Ioniq 5 especially handy if you are the outdoorsy type.

Double-glazed glass, the lack of an engine, and what must be a generous amount of sound deadening means little noise permeates into the cabin. The ride is a little firm and can occasionally be unsettled by challenging roads, but otherwise, it would be hard to tell the difference between the Ioniq 5 and a full-size luxury sedan.

The Ioniq 5 looks compact but it's actually a rather large car.

The Prestige model that is tested here has a single motor that drives the rear wheels. To allow this model to qualify for a cheaper Cat A COE, its power is kept at 107kW (143hp). Torque is a very adequate 350nm, and it all goes into the rear wheels. Like most EVs, acceleration off the line is impressive, but it loses impetus as you approach highway speeds.

The 58kWh battery is on the small side. Driven sensibly over one weekend, I used 78% charge, managed 267km, and an average energy consumption figure of 15.4kWh/100km. Realistically, if you don’t want to completely exhaust the batteries, I’d say you could travel 300km between charges – any more, and you’ll be cutting things uncomfortably close. This isn't a lot. The Tesla Model Y, one of its keenest competitors in this segment, has a roughly 75kWh battery and can manage 375-400km quite easily between charges. Considering the state our EV infrastructure is in, the extra range of some of the Ioniq 5’s rivals might sway it for some buyers. 

The Ioniq 5 is a very compelling choice for anyone shopping for a relatively affordable EV.

Minor range issues aside, the Ioniq 5 shows maturity and confidence from the Korean automaker. It’s practical, has a well-designed cabin with many useful features, and rides with a level of serenity and comfort that rivals established luxury sedans. Some aspects of the interior can be better, and the asking price is high (blame our COE prices for that), but ultimately, this is an EV that is as competent as it is charming. And how many EVs can you think of that has charm? This is a purchase you can make with your heart as well as your head.

The good
  • Distinctive and handsome
  • Very practical
  • Loads of features
  • Spacious interior
  • Zippy in city traffic
  • Quiet and comfy
The bad
  • Deceptively large
  • Small battery capacity
  • Inert steering
  • Some questionable design choices in the cabin
  • Wired Apple CarPlay and Android Auto

Pricing and availability

The Ioniq 5 is available now, and prices start at S$201,800 (inclusive COE).

Model Drivetrain Power  WLTP range Price
(including COE)
Exclusive 58kWh RWD 107kW / 350nm Up to 384km S$201,800
Prestige 58kWh RWD 107kW / 350nm Up to 384km S$211,800
Prestige 77kWh RWD 168kW / 350nm Up to 507km S$263,800
Inspiration 77kWh 4WD 239kW / 605nm Up to 454km S$293,800

Note: Prices are correct at the time of publishing.

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