Testing the Ioniq 5 in the real world
Edmunds tests every new EV on the same real-world driving loop to see how far it can go on a full charge with zero miles remaining. If you scroll through our EV range rankings, you’ll see that most EVs met or exceeded their EPA range estimates in our tests. A lot of that is down to our ability to test in near-ideal conditions all year round.
Our Ioniq 5 test car was a fully loaded Limited trim model fitted with 20-inch wheels and all-season tires (Michelin Primacy Tour A/S, 255/45 R20) on all four corners, inflated to the pressure recommended by the factory 34 psi (much lower tire pressure than we’re used to seeing for EVs). It weighed 4,698 pounds, which is lighter than the Mustang Mach-E and VW ID.4 but a few hundred pounds heavier than the Tesla Model Y.
During a full day of riding in a slightly cold average temperature of 55 degrees, we managed to cover a total of 270 miles. That’s 14 miles more than the EPA estimate, a modest improvement of 5.5 percent. By comparison, the Hyundai Kona Electric and Ioniq Electric beat their estimates by 21.9% and 18.9%, respectively – and they’re not even purpose-built electric vehicles, that is, they’re based on existing platforms designed for gasoline powertrains. We figured the Ioniq 5 would at least match the overdelivery of its Hyundai EV stablemates.
The Hyundai Ioniq 5 range against the competition
Comparing the Ioniq 5 to other Hyundai EVs is one thing, but we’ve also verified in our tests that comparable models from Tesla and Ford top the 300-mile mark. Ford’s Mustang Mach-E Premium Extended Range, which is EPA-estimated at 270 miles of range per full charge, covered 304 miles in our tests, while Tesla’s Model Y Long Range managed 317 miles. . Even the Kia Niro EV – another modification of a car designed for petrol – drove 285 miles on our real-world road.
That’s not to say that 270 miles is exactly less than normal. It’s just that the Ioniq 5 could have made more noise with a capacity of more than 300 miles from the start. To be fair, the rear-drive Ioniq 5 Long Range has an EPA-estimated range of 303 miles. Stay tuned for our test of this variant to see if the Ioniq 5 can enter the 300 mile club with a different setup.
So how much did those 270 miles cost?
While a vehicle’s total range continues to dominate the EV conversation and will likely be a popular talking point for the Ioniq, power consumption is also an important factor. Energy consumption is what determines how much your miles will cost you. The unit of measurement for consumption, the kilowatt-hour, can be thought of as the EV equivalent of a gallon of gasoline. Like gas, the price of electricity varies depending on where you live. For example, you’ll pay about 10 cents per kWh in Washington at the time of this writing, while in Hawaii it’ll cost you about 34 cents.
So what can Ioniq 5 owners expect to pay at “the pump”? After fully charging the battery, we calculated an Edmunds fuel consumption rate of 30.9 kWh/100 miles, which is 9.1 percent more efficient than the EPA’s estimate of 34 kWh/100 miles. If we lived in Hawaii, our 270-mile trip in the Ioniq 5 would have cost us $28.37, while if we lived in Washington, that same trip would only cost $8.34.
If we compare the Ioniq 5 to its most efficient competitor, the Tesla Model Y Long Range (26.2 kWh/100 miles), the same 270 miles would have cost $24.05 in Hawaii and $7.07 in Washington. The conclusion here is that the differences in your fuel bill will be relatively marginal if you choose between the Ioniq 5 and one of its closest competitors.