2025 Hyundai IONIQ 5 Reviews, Pricing & Specs

The Ioniq 5 has always been distinctive in appearance. It’s drawn retro comparisons to the 1986-1991 Lancia Delta (which works particularly well with the high-performance Ioniq 5 N variant), but it looks like little else on the road today, and Hyundai has kept the styling largely the same through this mid-cycle refresh. The lower front fascia gets mild revisions, with the same general shapes proportioned slightly differently, but it still has the “Parametric Pixel” headlights and taillights, the perfectly round wheel arches, the stark diagonal crease making triangles of the side, and the high rear spoiler that definitely seems to be hot-hatchback-inspired.

You don’t have to have a great eye for ground clearance to spot the new XRT trim: It easily stands out from the rest of the lineup with its red tow hooks and the black plastic bumper cladding that seems to be obligatory for any off-road package these days. The Ioniq 5 XRT’s plastic does up the aesthetic ante a little with a neat “digital camouflage” pattern. It’s not so obvious as to be eye-watering from afar, but it does add interest up close. The XRT also gets two exclusive colors, Ultimate Red and Cosmic Blue Pearl, but the color palette for other trims has also expanded for 2025 with the addition of Atlas White Matte and Ecotronic Gray Matte.

The new model year brings new wheel designs. 19-inch wheels still come standard on the SE and SEL trims and 20-inchers on the Limited, but the styling is blessedly less busy, though still aggressive. We strongly prefer the 18-inch wheels exclusive to the XRT: They look a bit like steelies, but they also look like real wheels, and their design makes clear references to rally style, which is just plain cool.

Like its exterior, the Ioniq 5’s interior also saw only minor changes with this refresh, and we don’t fault Hyundai for that; we had few criticisms before. The cabin remains an open and uncluttered space, with the minimalistic and modern feel typical both of EVs in general and of Hyundai electric vehicles in particular—see the Ioniq 6 sedan for details. The center console has been revised for functionality–more on that later–but the overall feel is much the same. The new XRT trim does lean a tad more rough-and-ready with its dark interior, all-weather floor mats, and the XRT logo debossed in the seats.

Etched rather than glued-on badging, extra cladding, and a solid front fascia all seem designed to minimize vulnerability, but that’s where the XRT’s special protection ends. There are no skid plates or armor here–clearly, Hyundai does not expect anyone to take this thing rock crawling, as evidenced by the available drive modes.

The Ioniq 5 XRT adds a Terrain Mode button on the steering wheel. Pressing it accesses and cycles through a menu of three options: Snow, Mud, and Sand. All three adjust the throttle mapping, wheel slip, power distribution front to rear (locked at 50/50 in these modes), and the regenerative braking. We kept it in Sand mode for our desert adventure, but we did take note of the ease of access to these varying drive modes. There’s no need to reach or fumble for a rarely used dial; it’s front and center, impossible to lose track of, and couldn’t be easier to operate.

We unfortunately did not get to experience the Ioniq 5 XRT on pavement, where it will no doubt spend most of its time with most buyers. Given the relatively subtle modifications, we can imagine that on-road driving experience will likely be quite similar to that of the Limited trim we did drive, though possibly with a bit more road noise from the standard all-terrain tires.

The XRT handled the loose sand surface on our off-road course admirably, allowing just the right amount of slippage to optimize the mix of confidence and glee. Many off-roaders employ a version of hill-descent control that can take over braking, maintaining a safe speed and allowing the driver to focus on wheel placement. The Ioniq 5 doesn’t need it. Regen meant we barely had to touch the brakes; we could just modulate the throttle. We enjoyed the same while navigating the twisty mountain roads above Palm Springs in the Limited trim and rarely had to move our foot from left to right.

The XRT is naturally offered only in all-wheel drive (AWD) form, while the base SE Standard Range is offered only in rear-wheel drive (RWD). SE, SEL, and Limited trims are RWD by default but can be upgraded to AWD for a fee. The Ioniq 5 gets slightly higher battery capacity from both its standard and long-range batteries for 2025, which in turn translates to longer distances on a single charge: Most trims can travel 318 miles in their single-motor, RWD configuration before recharging, though the base trim has an EPA-rated 245-mile range. Opting for AWD reduces SE and SEL range to 290 miles, the larger-wheeled Limited to 269, and the slightly lifted, AWD-only XRT to 259 miles of range.

Power output also varies with the powertrain choice, of course. RWD models produce a total of 168 horsepower and 258 pound-feet of torque when the single electric motor is paired with the standard-range battery, or 225hp and 258 lb-ft with the long-range alternative. AWD models, meanwhile, feature dual motors and total 320hp and 446 lb-ft of torque. These are not staggering numbers for a vehicle with a curb weight well north of 4,000 pounds, but with the benefit of electric vehicle instant torque, you can still have plenty of fun behind the wheel of an Ioniq 5.

One of the few common complaints levied at the original Ioniq 5 was its lack of a rear windshield wiper. Hyundai has remedied that with the refresh; the rear wiper is new and standard. Inside, the movable center console now features fore-and-aft rather than two-across cupholders. The wireless charging pad, if equipped, lies alongside the cupholders, and buttons to control seat and steering wheel heating as well as parking cameras are conveniently located here as well.

Heated front seats are standard, and the heated steering wheel comes into play at the SEL trim level. Only the Limited trim gets front seat ventilation and driver’s seat memory as well, and heated rear seats are not available at all. The driver’s seat is power-adjustable in every trim, though, which is a nice touch.

Interior dimensions have not changed with this refresh. Head room measures 39.1-39.8 inches front and 37.5-38.7 rear–the smaller numbers only apply to the Limited trim, as it’s the only one that offers a sunroof. Leg room is a generous and fairly equitable 41.7 inches up front or 39.4 inches in the back seat. Cargo space measures 26.3 cubic feet with the rear seats up or 58.5 with them folded down, and the “frunk” adds another .85 cubic feet to the total.

The Ioniq 5’s head room is roughly on par with that of the Ford Mustang Mach-E. The latter has more front but less rear legroom and offers more cargo space across the board, plus a comparatively massive frunk that can accommodate 4.7 cubic feet of gear. The Ioniq 5 does do better on cargo space when compared to its more luxurious corporate cousin, the Genesis GV60. It’s worth noting that that platform-sharer favors the front-row occupants at the cost of any back-seat passengers when it comes to leg room.

Perhaps the most functional change to the Ioniq 5, though, is its transition to the North American Charging System (NACS). This is the same charging standard used by Tesla, meaning 2025 Ioniq 5 owners will be able to make use of the Tesla Supercharger network. Hyundai is also including a Combined Charging System (CCS) adapter with every new Ioniq 5 purchase, cracking open the world of public and fast charging for those buyers.

Screen size is often the de facto measure of tech advancements in a car. The Ioniq 5’s touchscreen infotainment system and digital instrument cluster have not changed in size or appearance for the new model year–we still see a pair of 12.3-inch screens attractively presented in a single slick glass display–but Hyundai promises improved functionality with faster processing speeds thanks to behind-the-scenes software updates. GPS accuracy is also reportedly improved. Wireless Apple CarPlay and Android Auto are new and standard–the 2024 model did have smartphone connectivity, but only in wired form.

Availability of the Bose Premium Audio system was previously limited to the Limited trim, but the new Ioniq 5 XRT also benefits from that more advanced stereo. The SE and SEL trim levels get a generic six-speaker sound system, but all enjoy standard navigation, dynamic voice recognition, bluetooth connectivity that can support two devices at once, and five total USB-C ports–three up front and two in the back. We love that the Ioniq 5 comes with Hyundai’s clever USB feature which lets you choose the functionality for the central USB-C port: It can be set for either charging only or charging and data transmitting, depending on your needs in the moment. Further tech features include a head-up display, which comes only on the Limited trim, and the aforementioned wireless charging pad, which starts at the SEL trim level.

We gave the 2022 Ioniq 5 our highest possible safety rating when the model was new. So did the Insurance Institute for Highway Safety (IIHS): The Ioniq 5 has earned a Top Safety Pick+ award every year since its debut, and the 2025 model looks to be on track for that highest honor as well. It has already secured five stars out of five from the National Highway Traffic Safety Administration (NHTSA). Some competitors have caught up on the safety tech in the years since 2022, rendering Hyundai’s suite of offerings perhaps a tad less impressive, but it is still comprehensive, and it’s grown for 2025. New standard safety and driver-assistance features include an enhanced driver attention system, which now incorporates haptic steering wheel feedback and hands-on detection as well as forward attention warning. Hyundai has also added reverse and forward parking-distance warning. The Ioniq 5 XRT gets the surround-view monitor and blind-spot view monitor also included on the Limited trim. It looks as though blind-spot collision-avoidance assist has been removed from the base trim for this latest model year, though–the Ioniq 5 SE now appears to only offer blind-spot collision warning, without the interventional capability.

As was true last year, both Highway Driving Assist 1 and Highway Driving Assist 2 are available on the Ioniq 5 lineup. HDA 1, equipped on the base trim, combines the standard adaptive cruise control and lane-keep assist functions into a system that can stop and go, maintain a safe distance from the vehicle ahead, and keep you within the lines that define a lane. HDA 2, an upgrade that comes with the SEL, XRT, and Limited trims, adds lane-changing capability and features machine learning, so it should be able to better approximate your own driving style with time.

Like many EV manufacturers, Hyundai provides early-journey charging support with the purchase of each new Ioniq 5. Buyers can choose between at-home or public charging with either a complimentary ChargePoint charger installation or $400 in charging credit. This is an especially sweet deal if the 2025 Ioniq 5 will be your second or third electric vehicle, you already have a charge port at home, and you can take advantage of longer but cheaper overnight charge times.

The RWD-only SE SR trim has a starting MSRP of $43,975 after the mandatory $1,475 destination fee. The range tops out at $59,575 for the Limited AWD, and the new Ioniq 5 XRT clocks in at $56,875. AWD adds $3,500 to the price of an Ioniq 5 SE or SEL, while the Limited commands $3,900 to make the change. It’s also worth factoring in Hyundai’s excellent five-year/60,000-mile new-car warranty.

The Ioniq 5 shares a platform with the Kia EV6 and the Genesis GV60, both of which have equally distinct looks and personalities. The 2025 EV6 starts at a near-identical $42,900, although it is eligible for the Federal Tax Credit, which can reduce the price to $35,400. The Genesis, meanwhile, starts at $53,800 and can easily cross the $70k mark, reflecting its position as a luxury brand. The Mustang Mach-E undercuts them all, starting at $38,490, though it must be said that its stiff ride is not for everyone. Other potential electric SUV contenders include the Audi Q4 e-tron ($49,800), the Subaru Solterra ($38,495), the Tesla Model Y ($37,490 after the Federal Tax Credit), the Toyota BZ4X ($37,070), and the Volkswagen ID.4 ($45,095).

For those to whom the Ioniq 5’s strong styling appeals (or those whom it doesn’t offend), this well-equipped crossover represents a sweet spot in the market. It’s no wonder Hyundai opted for a light touch refreshing a vehicle that does so much so well.