Hyundai Ioniq 5 vs Kia EV9

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.

Whether you think the EV9 GT is an over-priced mistake or the logical next step for a brand looking to move up in the world will depend on your point-of-view.

Kia has certainly extended the appeal of the EV9 range, but possibly in the wrong direction. Certainly the wrong direction if the goal is to add significantly more sales.

A cheaper alternative to the $97,000 EV9 Air would likely be a more popular choice from the point-of-view of Australian families considering replacing their diesel-powered SUVs with something that doesn’t rely on the chaotic fuel market. 

But that’s not really who the EV9 GT will appeal to. Instead, from the point-of-view of someone looking at a more expensive European option, whether it be an Audi Q8 e-tron, BMW iX or something else, the EV9 GT may be appealing in a very different way - assuming that they aren't driven by what badge is on the front.

Kia has certainly evolved beyond its ‘cheap and cheerful’ image or buying primarily for its long warranty. These days Kia is a mainstream brand, but whether it has enhanced its reputation enough to attract buyers willing to spend more than $130,000 will be decided in the showroom.

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.

Surprisingly, given the price premium and flagship nature of the GT, there isn’t a lot to separate it from the slightly less expensive GT-Line.

It’s only when you look closer you notice subtle touches, like the ‘digital grille’, an illuminated section of the front of the car that extends the lighting signature when you start the car. The other obvious difference is the unique and huge set of 21-inch alloy wheels at each corner. The black design is offset by bright green brake calipers, which is a unique colour for the GT.

This signature fluro green colour is also on the seat trim, including contrasting stitching, as well as the GT badge on the (three-spoke) steering wheel that engages the most potent version of the electric motors.

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.

In terms of practicality, space and usability, the EV9 GT does a lot to justify its price tag, with a cabin the equal of anything the luxury brands offer, at least in terms of the level of equipment available.

The sporty seats have adjustable side bolsters to either hug you tight for dynamic driving or open up and let you get comfortable for relaxed commutes. The front seats are heated and ventilated and also include a two-way power adjustable leg rest, for even greater support.

Those in the second row are treated to two 'captains' chairs with heating and ventilation as well, plus a massage function and the leg rest, which creates a ‘business class’ vibe for the lucky passengers.

The second-row occupants also get sun blinds (albeit manual), separate air-conditioning controls and access to USB-C charging ports in the backs of the front seats.

Accommodation in the third row is a little tight, but if the second row compromises legroom slightly you’re able to fit six occupants in relative comfort.

Those in the front get their own sunroof but there’s a second, larger sunroof to bring light into the passenger section.

In terms of the multimedia system, it’s run through the twin 12.3-inch digital screens, which are housed in a single panel to create the impression it is one large display. This is the usual Kia system, which is very easy to navigate and has both Apple CarPlay and Android Auto integration, if you prefer. 

As a major plus, there are physical buttons for the climate control and a power/volume scroll wheel for the sound system. There’s also an on/off button for the car, which is a small feature but another welcome, user-friendly touch.

As for the boot, well, with all six seats in use there’s only 333 litres of space, which isn’t massive, but that’s why Kia sells the Carnival. For an SUV with seven occupants, 333L is alright.

If you only need five seats you can liberate a more generous 828L, which is really good. It’s a nice, roomy and open cargo space.

If you really need to carry a lot of stuff and not many people, you have 2393L with the second and third row seats stowed.

On top of this, there’s a small 52L frunk, which isn’t very big but it’s a good spot to stash the charging cable. Which oddly is not where Kia actually stores it, instead there is a small bag/box which is just velcroed to the boot floor.

Given the EV9 is a purpose-built electric vehicle, why is the charging cable not stored in a more integrated manner? It’s only a small detail, and Kia isn’t alone in doing this, but I still find it odd that carmakers haven’t found a better way to deal with the EV cable yet, especially when the frunk makes so much sense as a permanent storage spot.

Starting at $129,250 before on-road costs, the EV9 GT is the most expensive model Kia has ever offered in Australia.

Whether by accident or design it takes Kia into uncharted territory and legitimately has the brand competing with European alternatives. For example, the Volvo EX90 (from $124,990) is cheaper, as is a Polestar 3 (from $118,420) while the Audi Q8 e-tron (from $140,090) and BMW iX (from $142,900) are within $15,000.

That means that, perhaps for the first time ever, Kia will be cross-shopped against Europe's finest. Does it live up to that expectation?

Well, to help justify the price, the EV9 GT gets a more powerful motor, electronically controlled suspension and is loaded with technology and creature comforts inside.

This includes a standard six-seat layout, a 14-speaker Meridian Premium sound system, Kia Connect Telematics, in-built satellite navigation with 10 years of live traffic information and map updates, wireless phone charging and ambient mood lighting. But there is much, much more, as we’ll detail throughout the review.

So if you’re looking for an affordable EV to help take some financial pressure off, unless you’re stepping down from something European and very expensive, this won’t likely help.

But, if you’re looking for an upgrade in that $130k-$150k price range, and are ‘badge agnostic’ for that price, then maybe the EV9 GT is right for you. 

But no matter which way you look at it, this is an expensive Kia and it will be a real test for how far it has come if it can find buyers willing to spend this much on the brand once famous for cars $100,000 cheaper.

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.

What’s under the bonnet, well technically underneath the front and back of the SUV, is what really separates the GT from the rest of the EV9 range.

The GT gets more powerful motors, boosting performance to 374kW of power and 740Nm of torque, which is a 92kW and 40Nm upgrade over the EV9 GT-Line.

Kia claims the GT can sprint 0-100km/h in just 4.5 seconds, nearly a full second faster than the GT-Line, and will keep going all the way to 220km/h. That’s really fast for such a big SUV, some might even say unnecessarily fast for a family-focused SUV, but given the asking price, adding extra performance is a logical move.

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 GT gets the same 99.8kWh battery as the GT-Line, but Kia claims the new flagship has a slightly longer driving range, but only 510km compared to 505km.

In the real world, the car’s own trip computer read around 480km when we collected it, but suggested with maximum efficiency (air-con off, driven in Eco mode, etc) we could reach more than 500km.

Energy consumption is rated 21.7kWh, but the EV9 GT was showing 24.2kWh on the trip computer. 

According to Kia, it can take up to 350kW of DC fast charging, which means a theoretical charging time from 10-80 per cent of just 24 minutes. Using a 50kW charger will extend that time to 83 minutes.

Again, in the real-world, using an Evie public charger we were able to add 42.1kWh in just under 34 minutes on a 75kW charger, taking the battery from 40 to 77 per cent.

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.

On paper the EV9 GT sounds great if you’re into performance - 374kW and 740Nm is a lot for any type of car, even a big SUV. There’s no questioning that the EV9 GT is very, very fast, with that near-instant surge forward when you squeeze the accelerator in ‘GT’ mode.

But it is probably worth questioning the value of such a powerful and fast electric SUV, given the EV9 is clearly focused on being family friendly rather than a track weapon. To be perfectly candid, I rarely used the ‘GT’ mode because it just doesn’t suit the vast majority of driving conditions you’ll find yourself in driving an electric SUV.

I mean, you’ll never have an excuse for dropping the kids off at school late, but you’ll also likely rarely find yourself in a situation where you need to launch 0-100km/h in 4.5 seconds too. Obviously the performance is nice to have and helps to justify the asking price, but in day-to-day driving it doesn’t really make a significant difference to the EV9 experience.

Because, when you don’t unleash all that performance, you find yourself in a very quiet and refined SUV. The cabin is well insulated from the outside world, so you do get a sense of luxury, which is a major positive.

The electronically controlled suspension does a nice job of providing a comfortable and relaxed ride even on the big 21-inch alloys. It also does a good job, most of the time, of hiding the weight of such a big, electric SUV, so the chassis and suspension development team have done a great job.

The digital mirrors were also helpful during this test. The first time I tested an EV9 with them I found them a bit odd to use, as the angle you’re looking at on the screen isn’t the actual perspective of the situation. But this time around I quickly adapted to them and can see the merits of such technology.

The EV9 GT has everything Kia can include from a safety perspective. That includes airbag coverage for all three rows (including a centre airbag between the front passengers), ISOFIX and top tethers for all four rear seats and Matrix LED intelligent front lights. 

There’s also all the usual active safety systems, including autonomous emergency braking, lane keeping assist, safe exit warning, intelligent speed limit assist, driver attention warning, blind spot monitoring and 'Highway Drive Assist 2 with Lane Change Assist'.

That latter system, the ‘Drive Assist’ is good in theory, but Kia, like parent company Hyundai, still has some work to do on better calibrating and integrating some of these active safety elements. Yes, it’s great they have added the ability to mute the annoying speed limit sign recognition chime, but the Highway Drive Assist is still too jerky and adds a lot of unnatural weighting to the steering that makes freeway driving require more attention at times, rather than relieving the pressure on the driver.

This isn’t something specific to the EV9 either, it’s pretty typical across both the Kia and Hyundai range. While these systems are difficult to get right, it can be done, so a bit more work is needed to make it feel more seamless.

But overall, the EV9 GT comes loaded with all the safety equipment, both passive and active, that you should demand from a family-focused SUV, so credit to Kia for that.

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 EV9 is covered by the usual seven-year, unlimited kilometre warranty, albeit with the battery only covered for seven years/150,000km.

Service internals are 12 months or 15,000km, whichever comes first, and Kia offers pre-paid servicing plans from three to seven years. The three year plan will set you back $723, five years $1379 and seven years $2038.

That means the average cost actually increases the longer you’re covered, but even over seven years your yearly average is only $291 in maintenance.

One major positive for the brand’s owners is Kia has grown to 147 dealers nationally, with coverage across both metro and urban areas, with all service centres able to work on EVs. That means you’ll get the same ease-of-service whether you buy a petrol, diesel or electric Kia.