Launched in 2021, the 2025 Hyundai Ioniq 5 brings some updates, mainly inherited from the sportier Ioniq 5 N (read here our test drive). These changes are primarily technical and related to the chassis, making this electric vehicle an even more interesting choice.
Hyundai Ioniq 5 2025: our tops&flops
I’ve never hidden my appreciation for this model, ever since I first tested it in Spain in 2021 at its launch. But the Hyundai Ioniq 5 2025 improves further, with a few minor aesthetic tweaks, even more comfortable and well-thought-out interiors, always centered around space, and a new battery. Thanks to the 84 kWh battery “borrowed” from the Ioniq 5 N, the standard Ioniq 5 now reaches up to 570 km of WLTP range with a single motor. This brings it closer to the more aerodynamic and efficient Ioniq 6, which we took on a round trip from Copenhagen—though the Ioniq 5 certainly has a bit more style. Beyond the range, the car still benefits from its 800V architecture, which enables ultra-fast charging times—a game-changer for me and many others.
What we like:
- Improved soundproofing
- Smarter interior design
- The 800V system is always a plus
What we don’t like:
- Annoying ADAS notifications
- Suspension setup could be better
- Turning radius needs improvement
Prices in Scandinavia
- Denmark: from 289,995 DKK (314,995 DKK for the tested version)
- Sweden: n/a
- Norway: from 435,900 NOK (510,900 NOK for the tested version)
Find your best price on Carzilla.dk!
2025 Hyundai Ioniq 5: how it drives
Let’s start with handling and road performance. The car improved various aspects, even those that were already good. Hyundai has reinforced the chassis and introduced completely new shock absorbers that better support both the vehicle’s weight and driving comfort.
A key upgrade is at the rear, where both the structure and rear wheels have been reinforced, improving stability and reducing noise. The first thing I noticed was the improved soundproofing—it’s significantly better than before, even compared to the Ioniq 6. Having previously driven the Ioniq 6 from Copenhagen to Milan and back to test real-world speed and range, I can tell that the new chassis now absorbs aerodynamic noise much better. Hyundai has also worked to make the electric motor quieter, reducing the usual whine and artificial low-speed sounds. For example, the reverse warning sound is now gone.
These updates make long journeys more enjoyable—not just because of the reduced noise, but also because of fewer vibrations in the steering wheel, which now feels more stable. The new shock absorbers improve ride comfort, though the car’s weight is still noticeable, especially over potholes, where the impacts feel sharp. Braking distance has slightly increased, requiring a bit more attention.
The turning radius has also been revised, reducing the number of maneuvers needed, but there’s still room for improvement. This is partly because the car has grown by 20 mm in length, meaning tight spaces require more caution.
Hyundai has worked extensively on the battery, adopting technology from the Ioniq 6. The main upgrade is its capacity, now reaching 84 kWh compared to the previous 77.4 kWh. This translates to a WLTP range of 570 km—the highest ever for an Ioniq 5.
And here’s my take: the single-motor 228 HP version I tested is, in my opinion, the one to buy. While it’s not the most efficient EV in its category, its improved design delivers mixed city consumption of around 16-17 kWh/100 km.
On the highway at 115 km/h, consumption is about 19-20 kWh/100 km, while heavy highway usage settles around 21.4-22 kWh/100 km. It’s not a champion of efficiency, but the extended range is noticeable.
Charging is another strong point: with 800V technology, it supports over 300 kW charging power, allowing a 10-80% charge in just 18 minutes under optimal conditions. Even in less favorable scenarios, charging times remain excellent and above average.
Design and interior updates
Aesthetically, the changes are subtle. The front bumper now has a “V” shape with a satin aluminum effect, while the redesigned rear bumper contributes to the 20 mm length increase.
A new iridescent paint color blends gray, blue, and green, changing depending on lighting and perspective. The wheels also feature a new aerodynamic 19” design optimized for efficiency.
Inside, the central tunnel is no longer movable but has been redesigned for better storage. USB-C ports are now more conveniently placed (previously, they were low and hard to reach), and rear passengers get even more space, climate controls, and additional USB-C ports.
The standard household plug under the rear seat remains, allowing you to power devices on the go. The steering wheel has a new three-spoke design, adding a sportier touch.
The infotainment system has been improved—it’s now smoother and more responsive, with wireless Apple CarPlay and a matte screen that reduces glare. The interface is well-organized and easier to use. Physical buttons remain for key functions like climate control, heated steering wheel, and heated seats. The paddle shifters behind the wheel for adjusting regenerative braking are still present, a feature I’ve always appreciated.
