Hyundai Ioniq 5 vs Toyota GR Yaris

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.

You already could have argued the GR Yaris was the best car Toyota made even before its update.

The GR Yaris’ refreshed interior and its slight bump in performance are the result of plenty of feedback from owners and even racing drivers that Toyota took on board, and the result is an even better sports car.

It helps that it’s not prohibitively expensive in the grand scheme of the new-car market these days.

Now, I reckon even fans of the rear-drive Toyota GR86 might start to doubt their preferences after a stint behind the wheel.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

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.

The GR Yaris isn’t just a regular Yaris with sports bits stuck on, and because of that it looks fantastic. 

It’s properly aggressive, sculpted to look more like a rally car than other Yarises (I’m not calling them ‘Yarii’), even down to the fact it’s a two-door design.

A carbon-fibre roof, aluminium bonnet, doors and tailgate, plus a series of functional aerodynamic and cooling features prove the Yaris doesn’t just look like this for show, though.

The redesigned front bumper directs air to more radiators for extra cooling but also through to the front wheel arches to cool the brakes.

Another change is the tail-light bar, which spans the rear and does away with the light integrated into the rear spoiler, which is now also body coloured. Down below that, larger exhaust tips reflect a more powerful engine.

There’s also significant change inside. The repositioning of some elements for better ergonomics make the GR Yaris a much more driver-oriented space inside, and despite some soft-touch materials it has a race car vibe to it.

The interior centre stack no longer looks like a standard Toyota interior, and the fact Toyota went to the effort and cost to do this purely because of driver feedback shows how serious it is about its GR division’s future.

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.

The changes to the GR Yaris interior come down to useability as a sports car.

Thanks to the update, some pre-update complaints about ergonomics like the driver’s seat being too high or impeded visibility have been addressed.

The seat is now 25mm lower and feels much more natural in terms of eye-level and body positioning, but also allows more space above to fit a helmet on your bonce.

The pedals have also moved for easier heel-toeing, while the steering column angle has been adjusted to feel more natural. 

Additionally, the dash panel is now tilted towards the driver by 15 degrees more and there’s better visibility between the dash and rear-view mirror with the multimedia screen now integrated into the centre stack.

Essentially, the Yaris has undergone a generation-level update in the interior and is much better for it.

Everything falls to hand without the driver needing to move their shoulders, but at the same time it doesn’t feel cramped.

While the second row is near unusable for adults - plus only seating two - the 174-litre boot is only 39L less than the GR Corolla. It’s not much space at all, really, but fold the seats down and there’s space for track day gear, maybe even a spare tyre or two. Not that there’s a standard space-saver spare with the car. Just a repair kit.

The GR Yaris comes in two grades, now called GT and GTS, and they're both available with either a six-speed manual or eight-speed automatic transmission.

The ‘entry’ GT comes in at $55,490 plus on-road costs for the manual or $57,990 for the automatic, and has plenty of kit for a performance-focused light hatchback including heated suede and leather-accented sports bucket seats, a leather heated steering wheel and leather-wrapped gearshift, aluminium pedals and park brake lever.

On the tech front you get an 8.0-inch multimedia touchscreen and 12.3-inch digital instrument cluster, USB-C and 12V power sockets, an eight-speaker JBL audio system, wireless Apple CarPlay and Android Auto and digital radio.

The GTS comes in at $60,490 or $62,990 for the manual and auto respectively, and add some performance extras like a set of 18-inch BBS forged alloy wheels wrapped in Michelin Pilot Sports 4S tyres, red GR brake calipers and upgraded GR sports seats.

The GTS also gains a Torsen limited-slip differential, upgraded GR suspension, a sub-radiator for better cooling as well as intercooler spray.

At this price point, the GR Yaris is wanting for proper rivals. Similarly-priced cars like the Hyundai i30 N and VW Golf GTI are bigger, front-drive and less focused, while similarly-sized cars are either less powerful or less capable, like the Abarth 695 or Hyundai i20 N.

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 GR Yaris now makes 221kW (at 6500rpm) and 400Nm (between 3250 and 4600rpm) from its 1.6-litre three-cylinder turbocharged petrol engine, dubbed G16E-GTS in Toyota code.

Outputs are up 21kW and 30Nm from before, and both the six-speed manual and eight-speed torque converter automatic have matching figures.

Normal, Track and Gravel modes for the AWD system can distribute torque either 60:40 (front/rear) in Normal, 53:47 in Gravel or variably as needed in Track.

Toyota says, weirdly, both versions can hit 100km/h in 5.1 seconds and max out at 230km/h. We expect you’d need to be fairly handy to match the auto’s acceleration in a manual.

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.

Toyota claims the GR Yaris sips 8.2L/100km of fuel (which needs to be 98 RON by the way) in manual, or 9.1L/100km as an auto.

Its 50-litre tank means you should be able to get more than 500km out of a tank of fuel if driving frugally, but let’s be honest, are you going to do that in a tiny all-wheel-drive hot hatch with a 0-100kmh time that would embarrass a great number of Aussie V8s?

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.

To get straight to the point, the GR Yaris might be the best car Toyota builds if you’re a keen driver.

Most who’ve driven it in the past will know it’s extremely fun with a manual gearbox, but after the update it’s impressive how capable the new auto makes it, too.

For a start, while its GR Corolla sibling feels as it is - a hot hatch based on the Corolla - the GR Yaris feels bespoke.

From behind the wheel, as a performance car, there isn’t really anything that jumps out as a red flag.

Now that it’s got more power and torque, it’s also an even more convincing choice in Toyota’s hot hatch duo in terms of power-to-weight ratio.

Of course, it still holds up well as a car for day-to-day duties, if looking a little brash while doing so. In Normal drive mode with the diff set to front-bias, the GR Yaris feels ready to take on the suburbs.

But knock it into Sport and set the diff to Track, and you’ll find the rear wheels working harder out of corners as the Yaris sends torque backwards to avoid the front wheels spinning.

The Yaris’ suspension is definitely on the stiffer side of things, but it’s compliant considering the focused nature of the GR, and even sharp bumps you might expect to rattle the car don’t feel harsh.

At the same time, the GR doesn’t feel like it’s dulling any useful feedback from the suspension or steering, the latter being very direct but not too heavy.

It’s altogether very confidence-inspiring, and combined with the fact the GR Yaris is actually very capable, it makes for a rather quick car point-to-point. It means even if you make a small mistake, say coming into a corner on track, you don’t feel as punished on the way out because there’s a mix of power and composure to get you out of it.

Some of the best things about the Yaris though, are the things that speak to your heart a little more than your head. The sound of the exhaust itself but also the turbo flutter when you lift off after boost - even just the way it looks inside and out.

The GR Yaris isn’t the same as its non-GR cousins, and therefore the five-star rating ANCAP gave the Yaris a few years back doesn’t apply here.

Still, Toyota takes safety pretty seriously and the GR comes with the kit to back that up. Six airbags for a start, plus a decent reversing camera, auto emergency braking (AEB), a blind spot monitor, safe-exit assist, anti-skid brakes with brake assist and plenty of traction help.

There’s also a slew of features that fall under the ‘Toyota Safety Sense’ suite including a pre-collision system, intersection collision avoidance in daylight, emergency steering assist, adaptive cruise control, lane trace and steering assist with lane centring, lane departure alert, road sign assist for speed signs and auto high beam.

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.

Toyota’s five-year/unlimited kilometre warranty covers the GR Yaris, with an extra two-year warranty on the engine and driveline.

Toyota also offers a capped price of $310 on the first six services, though intervals of six months or 10,000km (whichever comes first) mean that capped price will only get you through three years of ownership.