Making sense of Hyundai’s Ioniq 5 electric vehicle (EV) lineup has never been easier.
The Korean brand’s established electric SUV has entered 2026 with just four variants, all powered by the same 84kWh battery, dropping the old range-opening 63kWh option and raising the base price by $6400 in the process.
That followed range-wide price increases of $2300 in 2025, and led to the introduction of a handful of new variants. The second-cheapest variant is now called the Elite RWD rather than the Dynamiq, and it’s no longer available as an all-wheel drive grade.
The Epiq has been replaced by the 2026 Hyundai Ioniq 5 N Line Premium on test here, which is now all-wheel drive exclusively and gets the previously optional N Line pack as standard.
Is the new sporty variant worth its hefty price tag, or do the cheaper, rear-drive options still make more sense?
How much does the Hyundai Ioniq 5 cost?
The N Line Premium is the most expensive non-performance Ioniq 5 variant (without a full-strength N badge) currently on sale, priced at $91,700 before on-roads.
| Model | Price before on-road costs |
|---|---|
| 2026 Hyundai Ioniq 5 RWD | $76,200 |
| 2026 Hyundai Ioniq 5 Elite RWD | $81,200 |
| 2026 Hyundai Ioniq 5 N Line Premium AWD | $91,700 |
| 2026 Hyundai Ioniq 5 N AWD | $115,000 |
The cohort of mid-size electric SUVs in Australia seems to be growing constantly, so we’ll narrow the rivals down to a few key contenders.
One is the related Kia EV6 which, in equivalent GT-Line AWD trim, costs $87,660 before on-roads.
Another is the BYD Sealion 7, which is available for $63,990 before on-roads in all-wheel drive Performance guise. The segment leader, however, remains the Tesla Model Y, priced at $68,900 before on-roads in Premium Long Range trim.
A key point is that both the BYD and Tesla offer considerably more power, even if they aren’t quite the premium offerings that Hyundai’s Ioniq 5 can be.
To see how the Hyundai Ioniq 5 stacks up against the competition, use our comparison tool
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What is the Hyundai Ioniq 5 like on the inside?
Luxuriously appointed, and way more spacious than you might expect.
That’s consistent with the Ioniq 5 exterior that looks bigger in the metal than it does in images, which make it appear quite small by family SUV standards, thanks in part to its hatchback-like proportions.
But in the real world it looks like a hatchback that’s been magnified two or three times, so it comes across as somewhat bloated when you’re standing next to it. We’ll detail the on-road effects of that later, but the benefit is that it translates into a large, open cabin.
The perception of space is aided by the ‘floating’ centre console, which creates a flat floor with no divider between the footwells on either side. As a driver, I don’t love this setup – it almost gives you the impression of sitting on a bus, rather than being nestled into a sporty electric car.
Still, everything looks and feels lovely, and the general vibe is premium with sporty undertones. That’s exactly what Hyundai’s N Line range is supposed to be, making it noticeably different to the garden-variety Ioniq 5s and the full-fat N-car.
The nicest appointments are arguably the steering wheel and the seats. The former is wrapped in a mix of smooth and perforated leather, and despite being huge in both thickness and diameter, it’s comfortable to hold thanks to sensible sculpting.
Its buttons are all solid and finished in durable, dull plastic. There’s also a heating function and a sprinkling of edgier red accents, for the stitching and the drive mode button. It all comes across as fairly tasteful, apart from the huge ‘N’ logo on the horn pad of this non-N variant.
Likewise, the seats are upholstered in a mix of leather and suede, and the ‘N’ branding is a bit try-hard here too, but the front pews do offer strong bolstering and they feel sporty yet comfortable.
Power front-seat adjustment is standard, and the driver can even adjust the passenger seat position via a set of satellite buttons. The N Line also gets heating and ventilation functions up front, which are toggled via an array of switches on the centre console.
Front and centre is a 12.3-inch touchscreen infotainment system complete with wireless Apple CarPlay and Android Auto connectivity. It shares its housing with the digital driver’s instrument display, which means it sits on somewhat of a shelf on the dashboard.
This is a neater integration than plonking the upright screen on top of the dash, and it all looks quite tidy. The system itself is graphically sharp and shows no major input lag, while offering connected services that include a suite of useful apps, such as weather.
On its right is the 12.3-inch instrument display. This is also as graphically clean as Hyundai screens tend to be, with plenty of information available at the press of a button. Its colours and visual theme also change depending on the drive mode.
Our only minor gripe is that square instrument clusters never quite work behind round steering wheels, as demonstrated by the way the Ioniq 5’s tiller obstructs the display’s upper corners.
As tactile as most of the interior is, we still find the climate system a little finicky. It’s a touch-sensitive digital arrangement situated on a piano-black panel, and while it’s easy enough to figure out on the fly, it can’t hold a candle to real buttons.
Otherwise, the front of the cabin is fairly functional. Wireless smartphone mirroring means you can leave your phone charging on the wireless charger on the tray table-like centre console. You can also plug it into the USB-C ports under the dash, but they feel impossibly far away.
There are multiple generous storage options in the middle, including a bin below those USB ports, and a pair of large cupholders plus a phone-sized slot higher up. You also get decently sized bottle holders in the door cards and a regular passenger-side glovebox.
The second row is similarly spacious, though the position of the battery pack means the floor seems relatively high, and toe room is tight. Legroom and headroom aren’t compromised though, and most people should have no issues fitting in the back.
Interestingly, there’s power sliding adjustment for the rear bench, which seems a little unnecessary. At least the rear floor is completely flat, which makes it easy for passengers to slide across if need be, and allows for enough space to fit three people across in relative comfort.
Storage options include a small cubby on the back of the centre console, which sits below two USB-C ports. There are also map pockets on the front seatbacks, bottle holders in the doors, and a fold-down centre armrest with cupholders.
The Ioniq 5’s boot is very spacious with a practical square floor. The sloped rear window allows for plenty of vertical space to lean in while loading up, and the power tailgate makes everything a little bit easier.
That said, there’s only a little extra space under the floor, which means you only get a tyre repair kit. And under-bonnet storage is limited to a small, shallow tray.
| Dimensions | Hyundai Ioniq 5 N Line Premium AWD |
|---|---|
| Length | 4655mm |
| Width | 1890mm |
| Height | 1605mm |
| Wheelbase | 3000mm |
| Cargo capacity | 520L (rear seats up) 1580L (rear seats folded) |
To see how the Hyundai Ioniq 5 stacks up against the competition, use our comparison tool
What’s under the bonnet?
The Ioniq 5 N Line Premium is fitted with an electric motor on each axle, delivering peak outputs of 239kW of power and 605Nm of torque, and providing for all-wheel drive as standard.
| Specifications | Hyundai Ioniq 5 N Line Premium AWD |
|---|---|
| Drivetrain | Dual-motor electric |
| Battery | 84kWh li-ion |
| Peak power | 239kW |
| Peak torque | 605Nm |
| Drive type | All-wheel drive |
| Tare mass | 2190kg |
| Energy consumption (claimed) | 18.1kWh/100km |
| Energy consumption (as tested) | 16.4kWh/100km |
| Claimed range (WLTP) | 495km |
| Max AC charge rate | 10.5kW |
| Max DC charge rate | 350kW (10-80% 18 mins) |
Our week with the car involved a fair chunk of highway commuting, offset somewhat by running errands in the suburbs and pushing the car on twisty roads. The result was observed energy consumption noticeably lower than Hyundai’s claim.
To see how the Hyundai Ioniq 5 stacks up against the competition, use our comparison tool
How does the Hyundai Ioniq 5 drive?
The Ioniq 5 is a car that wows initially, but we found ourselves enjoying it less as the week went on.
On first impressions, the cabin’s layout and higher-end feel make it seem quite premium, and you’ll immediately notice that everything feels substantial once you start moving. Power delivery is smooth, and it’s fairly quiet inside thanks to decent sound insulation.
We also enjoyed the configurability of the driving systems, as with other Hyundai EVs. The main drawcard is multiple distinct regenerative braking strengths, ranging from nothing to full one-pedal driving capability.
This can be operated on a whim using the steering wheel paddle ‘shifters’. Similarly, it’s easy enough to enable or disable any of the car’s safety settings via the infotainment touchscreen, and you can also program a shortcut button for them on the steering wheel.
Thankfully, the Ioniq 5 features Hyundai’s mute shortcut for the speed-limit warning, allowing you to silence the infernal overspeed warning by holding down the volume scroll wheel for a few seconds. It isn’t perfect, and you’ll have to do it every time you get in, but it’s something.
Our main issue with the Ioniq 5’s on-road behaviour is perceived weight. It feels incredibly heavy, which is surprising given its 2.2-tonne tare mass isn’t all that excessive by EV standards.
In the simplest terms, it feels like the suspension is overworked in its efforts to keep body roll in check, judging by the way it either bucks over bumps or ploughs through them.
This is partly why we say it feels somewhat bloated. Any expectation of a hatch-like driving experience is quickly banished on a winding road thanks to its weighty feel and physical size.
The compromise is non-adaptive suspension that’s set up more stiffly than we’d like, even for an N Line model, yet still struggles to deliver solid road holding. It remains comfortable enough on typically poor Australian roads, but you can certainly feel every sharp edge in the surface.
Gritting your teeth and anchoring yourself in the driver’s seat allows you to carry decent speed through bends, because the Ioniq 5 handles relatively well despite its heft, as evidenced by the next-level dynamic capability of the mighty Ioniq 5 N.
Steering feel is generous and communicative enough to give you a good understanding of what the front tyres are doing beneath the car. There are drastic differences available via the drive modes, too.
In Normal or Eco, the steering is appropriately light without feeling flimsy, striking a good balance between feedback and daily drivability. In Sport mode, a fair amount of artificial weight is piled on, but it still feels intuitive and makes nuanced inputs a little more precise.
The same applies to the powertrain. It’s fairly docile outside of Sport mode, only winding up properly if you lay into the ‘throttle’ – perfect if you need to make an overtake or shoot into a gap in traffic.
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Flicking into Sport mode, however, sharpens things up nicely. It reveals the car has plenty of power, and the more potent throttle response makes for a far more engaging driving experience when the intensity picks up.
This makes it an enjoyable car to drive, and one that’s easy enough to live with thanks to its impressive cabin refinement and a decent audio system.
Unfortunately, our long-standing gripes with Hyundai’s safety tech detract from the experience. We’ve mentioned the speed limit warning, but there’s a more intrusive problem that’ll make itself known.
The car will occasionally attempt to steer itself away from the side of the road for no apparent reason, aggressively grabbing the steering wheel without warning.
It’s at its worst on roads with broken or no lane markings, or when driving over sharp crests with a slight bend. The sudden jerk of the wheel can be unsettling, and it always feels like an emergency measure rather than a considered evasive manoeuvre.
As with the audible speed limit warning, however, you can disable the lane-keeping system at the press of a button on the steering wheel, but it’s still unnecessarily annoying.
Countering that are other driver aids that are fairly well calibrated. The adaptive cruise control and lane-centring functions, for instance, are reliable and adapt well to surrounding traffic, while confidently keeping the vehicle in its lane.
Overall, the Ioniq 5 N Line Premium is a solid EV, but sometimes seems a little unsure whether it’s trying to be a sporting SUV or a slightly posher version of a docile commuter.
To see how the Hyundai Ioniq 5 stacks up against the competition, use our comparison tool
What do you get?
The Hyundai Ioniq 5 is now available in four trim levels in Australia.
2026 Hyundai Ioniq 5 equipment highlights:
- Heat pump
- Battery conditioning
- Vehicle-to-Load outlet (inside)
- Remote Smart Parking Assist 2
- Eco, Normal, Sport, Snow drive modes
- One-pedal drive mode
- 19-inch alloy wheels (new design)
- Tyre repair kit
- Automatic projector LED headlights
- Automatic high-beam
- Acoustic laminated windscreen, side door glass
- Heated, power-folding exterior mirrors
- Rain-sensing wipers
- Liquid Silver body cladding
- Satin chrome exterior trim
- Proximity entry with push-button start
- 12.3-inch digital instrument cluster
- 12.3-inch touchscreen infotainment system
- Wireless Apple CarPlay and Android Auto
- Wireless phone charger
- 6-speaker sound system
- 4 x USB-C outlets
- 2 x 12V outlets
- Dual-zone climate control
- 10-way power driver’s seat with 2-way lumbar
- Sliding, 60:40 split/fold rear seats
- Wool yarn/eco-processed leather upholstery
- Cloth knit headliner
- Leather-wrapped steering wheel
- Ambient interior lighting
- Alloy scuff plates
- Power windows with auto up/down for all windows
Ioniq 5 Elite adds:
- 20-inch alloy wheels
- 255/45 Michelin Pilot Sport EV tyres
- Rear privacy glass
- Hands-free power tailgate
- Head-up display
- 8-speaker Bose sound system
- Sliding centre console
- ‘Eco-processed’ leather-appointed upholstery
- Heated front seats
- 10-way power passenger seat with 2-way lumbar
- Alloy pedals
- Luggage net
Ioniq 5 N Line Premium adds:
- Vision Roof (fixed glass roof with power sunshade)
- Projector LED headlights with Intelligent Front Lighting System
- N Line-exclusive front and rear bumper, lighting signatures, badging
- Body-colour cladding
- 20-inch N Line alloy wheels
- Suede and leather upholstery
- Front ‘relaxation’ seats
- Ventilated front seats
- Heated rear seats
- Memory for all seats
- 2-way power rear seats
- Heated steering wheel
- Rear door sunshades
- Red stitching
- N Line steering wheel with red stitching
Ioniq 5 N adds:
- 21-inch forged alloy wheels
- 275/35 R21 Pirelli P-Zero HN tyres
- Adaptive suspension
- N e-shift
- N Active Sound+
- N Launch Control
- N Drift Optimiser Pro
- N Torque Distribution
- N Battery pre-conditioning
- N Race mode
- Electronic limited-slip differential
- 400mm ventilated front brake rotors
- 360mm ventilated rear brake rotors
- Alcantara and leather upholstery
- N light sports seats (without power adjustment)
To see how the Hyundai Ioniq 5 stacks up against the competition, use our comparison tool
Is the Hyundai Ioniq 5 safe?
The Hyundai Ioniq 5 has a five-star ANCAP safety rating, based on testing conducted by Euro NCAP in 2021.
| Category | Hyundai Ioniq 5 |
|---|---|
| Adult occupant protection | 88 per cent |
| Child occupant protection | 87 per cent |
| Vulnerable road user protection | 63 per cent |
| Safety assist | 89 per cent |
Standard safety equipment includes:
- 7 airbags, incl:
-
- Front
- Front centre
- Side
- Side curtain
- Adaptive cruise control with stop/go
- Autonomous emergency braking
-
- Pedestrian, cyclist and vehicle detection
- Junction turning and crossing assist
- Lane change oncoming and side assist
- Evasive steering assist
- Blind-spot assist
- Blind-Spot View Monitor
- Driver attention warning
- Front and rear parking sensors
- Highway Driving Assist 2
- Intelligent Speed Limit Assist
- Lane Following Assist (lane centring)
- Lane-keep assist
- Leading vehicle departure alert
- Rear cross-traffic assist
- Rear occupant alert
- Safe exit assist
- Surround-view camera
- Tyre pressure monitoring
To see how the Hyundai Ioniq 5 stacks up against the competition, use our comparison tool
How much does the Hyundai Ioniq 5 cost to run?
Hyundai Australia backs its model range with a seven-year, unlimited-kilometre warranty (if you service on time at a Hyundai dealer), and its EV batteries with an eight-year, 160,000km warranty.
| Servicing and Warranty | Hyundai Ioniq 5 |
|---|---|
| Vehicle warranty |
7 years, unlimited kilometres |
|
High-voltage battery warranty |
8 years, 160,000km |
| Roadside assistance |
12 months (service-activated) |
| Service intervals |
24 months or 30,000km |
| Capped-price servicing |
16 years |
| Average service cost |
$869 |
| Total capped-price service cost |
$6952 |
Hyundai Australia’s individual service costs are detailed below:
|
Service |
Price |
|---|---|
|
24 months, 30,000km |
$667 |
|
48 months, 60,000km |
$689 |
|
72 months, 90,000km |
$667 |
|
96 months, 120,000km |
$689 |
|
120 months, 150,000km |
$1313 |
|
144 months, 180,000km |
$983 |
|
168 months, 210,000km |
$961 |
|
192 months, 240,000km |
$983 |
Hyundai’s two-year service intervals are fairly uncommon, even by EV standards. We’ll therefore look at eight years of servicing for comparison’s sake, which works out to a total of $2712.
That’s understandably slightly more than the seven-year plan Kia offers for its related EV6, which costs $2319 for non-GT variants.
Interestingly, eight years of Ioniq 5 servicing costs less than eight years of BYD Sealion 7 servicing ($3184).
To see how the Hyundai Ioniq 5 stacks up against the competition, use our comparison tool
Daily Sparkz’s Take on the Hyundai Ioniq 5 N Line Premium AWD
The Ioniq 5 is a great EV, but the N Line Premium gets lost in the fray.
The mainstream Ioniq 5 variants are clear in their brief: offer decent driving dynamics with a stylish interior and an electric driving range that doesn’t render it completely irrelevant. The Ioniq 5 N, meanwhile, is intended to be the benchmark for high-performance EVs.
The N Line, though, brings sportier styling but lacks much of the substance required to back that up. It still feels heavy, its driving range is shorter than the rear-drive Ioniq 5s, and the sporty interior bits seem a little too try-hard.
And it’s uncomfortably expensive. I’d rather own the equivalent EV6, which feels far more mature in both its presentation and driving experience. Hell, I’d even prefer the rear-drive EV6 GT-Line, given it’s more affordable and feels lighter on its feet.
Of course, it’s also impossible to ignore the value now presented by several Chinese rivals, particularly the Sealion 7, even if it isn’t supposed to be as premium as the Ioniq 5.
There are plenty of positives about the Ioniq 5, though. Its interior is comfortable and exudes undeniably high material and build quality, and most of its appointments – including the sportier seats and steering wheel – are actually nice to live with if you’re not bothered by the misleading ‘N’ branding.
The cabin is also practical and the boot spacious, which should be more than enough to keep all manner of occupants and cargo satisfied.
And the performance on offer here isn’t bad at all, delivering noticeably more poke than lesser Ioniq 5 grades. At the end of the day, the Ioniq 5 still feels more like a car than a spaceship, but is all that enough to warrant spending more for the N Line? We don’t think so.
If you’re in the market for a solid mid-size electric SUV, the Hyundai Ioniq 5 N Line is well worth looking at. But unless you really want an N-flavoured example (for far less than N money), you’ll be better off with a cheaper version.
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