Hyundai Ioniq 5 vs Kia Niro

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 Kia Niro S Electric is a solid little SUV that has decent space inside and some nice specs, but it's more expensive than its nearest rivals. The EV powertrain can take a little getting used to and I would have liked a smoother ride, but the 460km driving range is good.

For first-time EV owners, this wouldn’t be a bad option if you wanted to dip your toes in the water but it will suit urban dwellers and smaller families, like mine, best. This gets a 7.5/10 from me.

My son wasn’t in love with this one. Not enough buttons for him to press and he did comment on how bumpy the ride was in the back. He gives it a 6.0/10.

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.

It’s a compact SUV with a footprint that's 4420mm long, 1825mm wide and 1570mm tall. But while small, I wouldn’t call it cute. It’s boxier than its sibling and without any of the swoopy design elements that make the EV6 look cool. 

I do like the way the two-tone body panelling, which is seen most prominently on the C-pillar, breaks up the ‘blocky-ness’ and creates areas of interest. As do the high-mounted rear LED lights. 

Speaking of lights, the base model makes do with halogen headlights, which unfortunately stand out against the LED daytime-running lights. You’ll notice the dimmer light at night, too.

The 17-inch alloy wheels are thick for better aerodynamics but the clever two-tone colouring stops them from looking unfashionable.

The interior has a lot style cred with the curvature of the door panelling blending in almost seamlessly with the dashboard.

The gently sloping panelling that houses the multimedia systems and switchable touchscreen interface for the controls creates a very pleasing cabin space.

There are some harder plastics mixed in here but enough soft touchpoints that you won’t be bothered by them. 

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.

It’s surprisingly roomy inside and all passengers will enjoy decent leg and headroom, but taller passengers will find the backseat cosier than the front.

As such, two child seats will fit best but you do have ISOFIX child seat mounts on the outboard positions and three top-tether points, if you need them.

The synthetic leather/cloth seat trim cleans well and is nice to touch. The seats themselves, front and rear, are well-padded and super comfortable.

The backs of the front seats can double as coat hangers and have hardened kickplates, which are always practical for little feet.

The front row gets the most amenities and tech. The 8.0-inch touchscreen multimedia system has clear graphics but is different to other Kia’s I’ve sampled recently. It seems to have been simplified but you’ll get used to it quickly.

There are plenty of charging options available, too, with a USB-A and C port, plus a 12-volt socket. Not needing a cable for the wireless Apple CarPlay is a bonus, too!

The front row also has the most storage space with two retractable cupholders, dedicated phone tray, glove box, middle console and skinny drink bottle holders in each door.

Back seat passengers enjoy two USB-C ports, reading lights, drink bottle holders in each door plus an armrest with two cupholders. As well as, a standard three-pin socket in case you need to run electrical gear or charge anything up on the go.

The windows are wide and offer good visibility but I really like the 150mm ground clearance. It was super easy for my six-year old to climb in and out, plus he got a good view this week!

The boot is good for this size SUV with 475L of capacity available. It does look more like a hatchback, because while you can readjust the floor to sit lower, the back still slopes up.

However, it was fine for my weekly grocery and school run. The 'frunk' storage is small at 20L, which is just big enough for a charging cable.

You don’t get a spare wheel but you do get a puncture repair kit. And being the base model, it’s not a powered tailgate but it’s not heavy to close.

There are two variants for the Niro, our base model, the S, and the range-topper GT-Line.

Despite being the base model, the Niro S will still set you back $65,300, before on-road costs. Which makes it about $5K dearer than the equivalent Kona Electric, and $20K more expensive than the ZS EV.

There is a hybrid Niro (also available in two grades), if you’re not quite ready to commit to a full EV life. The price isn’t as eye-watering, either, being just $44,380, before on-road costs.

The Niro is well-specified, though, and the driver will enjoy an electric seat with adjustable lumbar support while the passenger side remains manual.

The regenerative braking is customisable (levels 0-3), there’s an 'iPedal' function, a dual-zone climate system, reversing camera and the backs of the front seats even double as coat hangers.

The tech is also good, with an 8.0-inch touchscreen multimedia system, 10.25-inch digital instrument panel plus wireless Apple CarPlay and wired Android Auto all coming as standard equipment. More on the tech below.

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 Niro is a full EV and has a front-wheel drive drivetrain with a maximum output of 150kW/255Nm. It’s not as powerful as its stablemate and only has the single-motor which is powered by a 64.8kWh lithium-ion battery but going from 0-100km/h can still be achieved in 7.8 seconds. With specs like those, this is most suited for an urban setting.

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.

Such is the EV life but you can’t escape the charging.

The onboard DC charger has up to 85kW of capacity and that means on a 50kW fast charger station, you can get from 10 to 80 per cent in 65 minutes.

However, if plugged into a 350kW ultra-fast charger, you’ll only save 22 minutes because it can’t accept that faster speed.

On a 7.5kW system, you’ll go from 10 to 80 per cent in approximately nine hours, 25 minutes. On an 11kW, you’ll see that figure drop to six hours, 20 minutes.

The charging port is a Type 2 (CCS Combo2) and the car comes with an emergency charging cable that can plug into a standard three-pin domestic socket, if needed.

However, it’s slow going and you’re looking at a wait time of up to 27 hours, 30 minutes to get to a full charge. All other cables cost extra.

The official kWh/100km consumption is 16.2kWh and my average on-test figure was 14.3kWh after a mix of urban and open-road driving.

However, I did see figures getting closer to 20kWh on longer trips. Still, I would consider my average to be efficient.

The Niro S has a driving range of up to 460km (WLTP).

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.

This is a pretty simple car to drive but it doesn’t feel as fun as some other EVs I’ve driven. It can even feel sluggish when you accelerate from a full stop and that makes it feel laggy in stop/start traffic.

Once you’re on your way, the acceleration is fairly responsive. You feel confident overtaking on the open road, too.

The car feels connected to the road with minimal shuddering through the steering wheel. The car responds in a timely manner when you have to make sudden moves, which I like.

Sometimes, the lane keeping aids make it feel jerky and I turned it off in some situations.

The regen braking delivers a big physical presence like the EV6 but isn’t as refined and can feel almost ‘bunny hoppy’ at times.

You can customise it up to four levels, zero being low regen and four being the iPedal. I’m not overly fond of the iPedal, so didn’t use it that much this week and kept it at level 3.

You do have to change up how you drive an EV, so this wasn’t that surprising and something I’m sure you’d get used to.

The ride comfort is pretty mixed. Around town, it’s good but there’s quite a bit of passenger movement in this. You kinda feel like you’re bobbing along sometimes, which is jolting.

You also feel the road but the seats are so comfortable, they stop it from feeling too rough. 

Surprisingly, the cabin gets very loud with wind and road noise. You can still chat but you won’t forget that it’s there, which is a shame.

I didn’t notice much difference between the drive modes, so it was kept on 'Normal', too. 

This is very easy to park! It’s a good size for even a tight car park with a 10.6m turning circle and the reversing camera is super clear, which is great. 

However, I would have liked to have seen front parking sensors, as well as the rear sensors. You can get them on the GT-line though.

The Niro EV S has a good list of safety features, with the following being standard: LED daytime running lights, lane departure alert, lane keeping aid, blind-spot monitoring, rear cross-traffic alert, a reversing camera (with dynamic guidelines), rear parking sensors, driver fatigue alert, check rear occupant alert and adaptive cruise control (with stop/go function).

It has auto emergency braking with car, pedestrian and cyclist detection as well as junction turning assist, which is operational from 5.0-85km/h. 

The Niro was recently awarded a maximum five-star ANCAP safety rating in 2022. It has eight airbags and that does include the newer front centre airbag.

There are ISOFIX child seat mounts on the rear outboard seats and three top tethers, but two seats will fit best. And while there will be room for a 0-4 rearward facing child seat, it will encroach on front passenger comfort.

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 ongoing costs are great on the Niro. It comes with Kia’s ‘better-than-average-for-the-market’ seven-year/150,000km warranty, which also covers the battery.

You get a seven-year capped-price servicing plan and services average $250 per year, which is good.

Servicing intervals are more in line with a petrol car at every 12 months or 15,000km. It’s usual to see those intervals doubled on an EV but it’s still reasonable.