Hyundai Ioniq 5 vs Deepal S07

What's the difference?

The Hyundai Ioniq 5 Epiq N-Line AWD leverages an electric powertrain’s best attributes brilliantly well.

It’s ultra smooth and comfortable with ample performance and great dynamics thanks in part to this car’s N Line spec.

Its price tag pits it against formidable competition from the German Big Three, Tesla and others. But it has what it takes in terms of quality and value to fight that battle. It’s an impressive machine.

The Deepal S07 has the makings of a great family friendly EV, but with some quirks that really need to be ironed out.

Is this a big hatchback or a mid-size SUV? I’m on team hatchback, while Hyundai defines the Ioniq 5 as an SUV.

But who cares? They’re just words and the fact is even after close to three years in market this five-seater looks fresh and contemporary thanks to its confident, chiselled lines and wide stance.  

For car-spotters the N Line exterior treatment consists of flat aluminium badging, specific bumpers front and rear, with a deeper nose spoiler incorporating larger vents to cool the front brakes.

There’s also body-coloured cladding and side skirts, gloss black mirror caps, unique 20-inch alloy rims and a ‘hidden’ lighting signature across the top of the front bumper.

Inside there are Alcantara- and leather-appointed seats, an N Line-exclusive partially-perforated leather steering wheel, red contrast stitching and accents, and brushed metal covers on the pedals.

Add in the twin 12.3-inch screens display and this understated, super-cool interior comes to life with a sporty twist. 

The Ioniq 5 scores points for a manual dial for audio control and an Ioniq 5 update earlier this year included a row of simple-to-use buttons for the ventilation system and another on the centre console for seat comfort settings and more. A sensible blend of physical and digital controls.

If you’re left a little underwhelmed from the bland same-sameness of so many new SUVs, I reckon you’d like the Deepal S07 in the metal. Because boring it ain’t.

It’s sharp and purposeful and full of lovely creases and angles, and it stands out on the road — especially in this 'Sunset Orange' colour.

Deepal says it was designed in Turin, Italy, but I'm not sure that matters much. I mean, being in Italy doesn’t guarantee design success – just look to the modern Lancia range for proof – but I guess it’s something for a newish Chinese brand to hang its hat on.

Inside, the design is lovely, too. I like the materials used, the extended dash and the size of the central screen (though it tilting towards you or the passenger is probably overkill). And the flat-bottom wheel is a nice touch.

I'd like to know where the air con was designed, though. It feels massively underwhelming on a piping hot Sydney day. The main outlet is at the bottom of the dash, which is perfectly positioned to chill absolutely nothing, and you can’t really change the direction of the vents, either. Or, at least, I couldn't figure out how to.

At just over 4.6m long, a little under 1.9m wide and a fraction more than 1.6m tall the Ioniq 5 comfortably fits the medium SUV profile.

But arguably its most significant dimension is a 3.0m wheelbase which is huge for a car of this size as evidenced by the wheels pushed out to the corners.

What that means is plenty of space inside, but before you can even get in the capacitive touch power door handles may look cool and help aero performance with their flush fit design but I’m not a fan. They’re hard to grip most of the time and don’t work well from an ergonomic point-of-view.

That said, once inside the front seats are adjustable six ways to Sunday and at 183cm tall I have plenty of head space and breathing room in general.

In terms of storage there are big pockets in the doors with room for bottles and thanks to the ‘shift-by-wire’ gear controller located on the steering column there’s room between the seats for a substantial console including a pair of cupholders, a slot for devices and a lidded tray (which doubles as a centre armrest) with that whole rear section able to swing up to allow access to a large lower shelf underneath.

In fact, the entire console unit easily slides fore and aft to liberate more legroom for the centre rear position. There’s also an oddments cubby in the lower part of the dash and a decent glove box.

Then, for connectivity and power there are three USB-C sockets (one in the dash switchable to streaming), a wireless device charging pad and a 12-volt outlet.

In the back that long wheelbase comes into its own. Sitting behind the driver’s seat set for my position I have loads of foot, leg and headroom.

Storage runs to door pockets with room for bottles, a fold-down centre armrest with a pair of cupholders, there are netted map pockets on the front seat backs and pull-up sun shades on the rear windows.

There are controls for the front passenger seat on the inner edge of the front passenger seat backrest which allows rear seaters to adjust its position. Thoughtful.

For power there’s a pair of USB-C sockets and individual ventilation controls in the back of the B-pillars is welcome. 

Then, not only is the electrically-adjustable rear seat split 60/40 in the backrest, it’s in the cushion, as well, which adds extra flexibility in terms of a balance between rear passenger space and room in the boot.

The boot is generous at 527 litres (VDA) with the rear seat upright and 1587L when it’s folded down.

There’s also a handy 24L ‘frunk’ under the bonnet, a decent portion of which is devoted to the (included) charging cable.

Interestingly, the Ioniq 5 AWD is rated to tow a 1600kg braked trailer with a trailer pre-wiring package standard. 

There’s a repair/inflator rather than a spare tyre, which is never a good thing, but there is a ‘smart’ power tailgate and a ‘Vehicle-to-Load’ function that allows you to power and/or charge three-pin appliances from the car. Handy.

At just over 4.7m long and 1.9m wide, with a 2.9m wheelbase, the Deepal is a sizeable proposition, which means good passenger room and decent luggage space.

Starting at the boot, you’ll find 445 litres with the rear seats in place, but with the seats folded flat that number grows to 1385 litres. There’s a frunk up front, too, that holds another 125 litres.

In the back, the room is ample for full-size adults. When sitting behind my own 175cm driving position, I had more than enough knee and headroom to sit comfortably. 

There’s also a heavy pulldown divider that’s home to twin cupholders, and there are two more up front, and USB connection points galore. Bonus points for the back seat riders being able to adjust their own air temps, too.

It’s easy picking in the Deepal range, given there’s one model with just the one trim level, simply called the S07.

It’s currently $58,521 drive-away in NSW, or $53,900 before on-road costs. And that’s probably about right. You can get an entry-level Kia EV5 for $56,770, though with less range and kit, or the XPeng G6 Standard Range for $54,800, though that’s before on-road costs. The new Model Y is a bit of a jump, at $63,400 on the road.

For that you get 19-inch alloys, a fixed sunroof with a sun shade, LED lighting all around and a powered boot. 

Inside, there’s a giant 15.6-inch touchscreen that can swivel towards the driver or the passenger, wireless Apple CarPlay and Android Auto, a 14-speaker Sony stereo and wireless device charging.

There’s dual-zone air con, the seats (heated and ventilated up front) are trimmed in synthetic leather and there’s an interior camera with gesture control, so you can use a kind of sign language to take a photo, control the stereo or answer or hang up the phone. It's weird and makes you look like a turkey, which is why I used it once and once only, but you might like it.

The Ioniq 5 Epiq AWD is powered by a permanent magnet synchronous electric motor on each axle, both powerful, but the rear unit packs a bigger punch.

And combined peak outputs of 239kW and 605Nm are substantial with especially the latter delivering eye-widening acceleration.

Drive goes to all four wheels via a single-speed, reduction gear auto transmission on both axles. And a ‘Disconnector Actuator System’ is able to disengage the front wheels to reduce drag losses from the front motor and improve energy efficiency.

The S07 is powered by a single 160kW/320Nm rear-mounted electric motor and it's rear-wheel drive. That’s enough output, says Deepal, to push the S07 to 100km/h in 7.9 seconds — not bad for a two-tonne-plus SUV.

The Ioniq 5 Epiq AWD is powered by an 84kWh liquid-cooled lithium-ion battery, borrowed from the high-performance Ioniq 5 N.

Thanks to 800-volt compatibility it can accept a 350kW DC charge which translates to an up to 80 per cent charge time of around 18 minutes, which expands to just over an hour using a more typical 50kW charger.

Connect to AC at the Ioniq 5’s maximum 10.5kW capacity and quoted charge time is just over six hours.

Official energy consumption on the combined (urban/extra-urban) cycle is 19kWh/100km and claimed range is a useful 495km.

Over a mix of urban, suburban and freeway running on test we saw a real-world average of 16.8kWh/100km, which is impressive for a car with this much performance potential.

The 79.97kWh ternary lithium battery delivers a claimed driving range of 475km. It is, however, set up for just 92kW DC fast charging, which means going from 30 to 80 per cent will take just over half an hour. That’s at an appropriate DC fast charger, of course. Your 7.0kW AC home wallbox will take 11 hours, or eight hours if you can draw 11kW.

In terms of straight line performance we’re talking 0-100km/h in a tick over 5.0 seconds and I see anything in the five-second bracket as properly quick.

With more than 600Nm of peak pulling power at your disposal there’s always plenty of pulling power for efficient in-traffic moves and safe highway overtaking.

The shift-by-wire gear selector on the steering column takes some getting used to but once you’re in tune with it, it’s surprisingly convenient, especially during slow speed parking or turning manoeuvres. 

There are multiple modes - ‘Eco’, ‘Normal’, ‘Sport’ and ‘Snow’. Sport mode spices things up a bit with more urgent responses and the ‘HTrac’ AWD system uses multiple sensors to manage potential wheelspin and optimise drive in wet conditions or on loose dirt surfaces.

Suspension is by struts at the front and multi-links and the rear and the Ioniq 5 in this configuration is ultra-smooth and comfortable.

Even hitting pretty aggressive speed bumps and ruts in the road and the car soaks them up without fuss. You’re used to EVs being a little harsh in terms of ride compliance thanks to their relative weight, but that’s not the case here.

As part of a model upgrade introduced earlier this year Hyundai says it undertook a “comprehensive revision to the suspension tune”, which includes high-performance dampers on this N Line. And despite low-ish profile (255/45) Michelin Pilot Sport EV tyres on the 20-inch rims it remains comfortable and quiet.

The upgrade also included body reinforcements in the B- and C-pillar, door surrounds and under the body for a stiffer platform overall.

That pays off in the dynamics. Despite its 2.1-tonne weight the Ioniq 5’s steering is accurate and nicely weighted. It doesn’t feel lumbering or ponderous despite its relative heft.

The physical brakes are ventilated discs front and rear with regenerative available through four levels, the most aggressive setting being ‘i-Pedal’ which allows single-pedal driving.

It will slow the car to a full stop, harvesting the most energy possible in the process, although you might need a dab on the brake pedal if things are tight.

Miscellaneous observations include a 12m turning circle, so be ready for three-point turns where you didn’t think you’d have to.

Hyundai's (and Kia’s) default over-speed warning is present in full-force taking clicks through multiple screens to switch off and avoid its incessant audible alarm saying you've exceed what the car believes is the posted limit (every time you restart the car).

The recently released Tucson Hybrid features a short-cut function to do away with this issue and it would be welcome here.

The CPU underpinning the multimedia system is more powerful and response is speedy without a hint of lag.

And the camera based ‘mirrors’ take some getting used to. For many, they’re the answer to a question no one was asking. I mean, conventional mirrors work pretty well and any aero benefit from the smaller camera units has to be modest. But once you’re in tune with them the hi-def screens are excellent.

A flip of the switch on the interior rear view mirror allows you to side-step tall heads or loads in the back of the car but minimal depth of field is also (visually) awkward at first.

Binging, bonging safety systems aside, the Deepal S07's drive experience is relatively peaceful.

It can feel heavy, and isn't dynamically perfect through tighter bends, and even in the city the suspension - which does a good job ironing out most road imperfections - can clang over sharper, bigger stuff, especially if you're too enthusiastic with a speed bump.

But provided you're not asking too much of it on some twisting pass, and you're gentle enough over really big bumps, the S07 behaves much as you'd expect a big, wafty electric SUV might.

That is, with a smooth flow of power, steering that isn't overly direct, but not overly sharp either and with comfort the order of the day.

There are some annoying quirks, though, that would seem easy enough to iron out. The safety systems are often intrusive – and other Chinese brands can get them to be far less annoying – but I also found the tech and user interface annoying and fiddly, which again would be easy enough to fix.

Handing out a low score for a five-star ANCAP car seems harsh, but bear with me.

All the major bases are covered, the standard spec including auto emergency braking (AEB) with car-to-car and 'vulnerable road user' (pedestrian, backover, cyclist, motorcycle) detection, blind-spot monitoring, lane-departure warning, lane keeping assist and more. And there are front, front side (chest), side curtain and front centre airbags.

But the single biggest drawback of the Deepal experience has to be the most annoying, infuriating active (crash-avoidance) safety systems I’ve ever come across. Honestly, it has to be experienced to be believed.

For one, whenever I wear sunglasses it gives me an “occlusion” warning, which I genuinely had to Google, but that’s nothing compared to the driver attention monitor, which seems rigged to go off if you so much as blink, sending chimes binging and bonging throughout the cabin, increasing in number like a bomb about to go off.

And if you have to turn them off every time you get in, you have to wonder if they have any business being there at all.

So yes, it wears a maximum five-star ANCAP rating from assessment in January this year, but it’s a tree falling in the forest, kind of vibe, like if a car has every active safety system known to man, and you want to switch them off every time you get in, is it any safer than a car that doesn’t have any systems at all?

Hyundai covers the Ioniq 5 with a five-year/unlimited-km warranty, which is the mainstream market norm, with a separate eight-year/160,000km warranty for the drive battery; also an expected term.

Roadside assistance and sat-nav updates are renewed annually if the vehicle is serviced at an authorised Hyundai dealer.

Service interval is two years/30,000km which is appropriate for an EV given its relative mechanical simplicity and a ‘Lifetime Service Plan’ locks in scheduled maintenance costs for the life of the vehicle.

Service cost for the first five years is $1220, with each of the two services required in that time coming in at $610. Competitive for an EV in this part of the market.

The S07 is covered for seven years or 160,000km, while the battery is covered for eight years or 240,000km.

Servicing is required every 12 months or 10,000km, and the brand’s capped-price servicing program covers the first seven services (or eight, if you include the initial 5000km check-in, which is free), for a total $2981.43 (or an average of $426 per paid workshop visit).