Hyundai Ioniq 5 vs Tesla Model Y

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.

Completely putting aside the Elon Musk factor, there’s no question the Model Y was in need of an update to keep it fresh and attractive to buyers. On a purely automotive level, the changes they’ve made have been almost universally positive.

Tesla has had to adopt the traditional car company plan, which is out of character, but the new look and tweaks to the ride and specifications make it feel fresh, new and better - which is exactly what the brand needs to continue to grow its market and win back those who have started to look elsewhere.

Whether that’s enough in the face of both the Musk element, slowing EV market and increased rivals - especially those from China - remains to be seen. But if Tesla sales remain in decline, at least it won’t be for a lack of trying to make the Model Y better.

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.

Tesla’s original game plan was to focus on software updates to keep its cars fresh and appealing, rather than the traditional facelifts and specification tweaks that other car companies use. But, in what should probably not be a surprise, it turns out the rest of the car industry hasn’t been doing mid-cycle facelifts and updates for every other car for no reason - it did them because they worked.

To that end, this ‘new’ Model Y isn’t all-new, but rather the existing platform with refreshed styling. It takes Tesla’s latest design cues taken from the Cybertruck and Cybercab concept, with a new-look front end that is dominated by this LED lighting that runs across the entire width and wraps around the corners into the headlights.

There’s a new, flatter bumper, which takes styling inspiration from the Cybertruck but the company claims it’s also more aerodynamic. While at the rear there’s been an equally extensive redesign, with new lighting and tailgate. Tesla claims the new rear light bar that runs the width of the car is one of the longest of its kind in the industry.

I’ll leave it to each individual reader to decide whether they like the look of the 2025 Model Y, but objectively speaking it certainly looks different enough from its predecessor that it could entice existing owners to upgrade or attract new buyers.

Inside the changes are less noticeable, with some subtle but significant tweaks. Visually the biggest change is a new wrap-around ambient light strip that runs from door to door across the front of the dashboard.

But the rest of the layout is largely what was there before, with one notable exception. Tesla has taken its ‘minimalist’ design to the next level and removed the gear selector stalk on the right-hand side of the steering column. Instead you need to use the central touchscreen to get the Model Y moving.

To be candid, I don’t like this, it makes for a less convenient, less tactile and less initiative way to change gears, while also making the central screen even busier. Aesthetically, with the left-hand indicator stalk still there, it makes an asymmetrical design element in an otherwise symmetrical cabin. Which is where it starts to feel less like a design choice and more like a cost saving decision.

In fact, despite the good quality materials used throughout the cabin and good build quality, personally I find this almost-buttonless, so-called minimalist cabin just looks and feels cheap with so little in the way of details and design flourishes. Especially against the wave of incoming similar-sized and sometimes cheaper Chinese electric SUV rivals, that either look very similar (Deepal S07) or have similar technology and add some more design flair (BYD Sealion 7).

One design element of note is the lack of any Tesla badging on the front. There’s no ‘Tesla’ or even a ‘T’ badge, which is in keeping with the Cybertruck design but is another meaningful change from the previous Model Y.

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.

From a space perspective, the Model Y offers good room front and rear for an SUV of this size. The addition of the rear heated seats and small touchscreen that can support two Bluetooth headphones is very nice. 

There’s plenty of small item storage thanks to a large centre console between the front seats, with space for two wireless smartphone charging pads, two cups or bottles and a pair of large lidded storage spaces (albeit with only a single USB-C input).

In terms of luggage space, the Model Y does a nice job, thanks to its 117L front boot (or frunk), while at the rear the boot has a claimed 854L of cargo space with underfloor storage. However, that big boot comes at the expense of any sort of spare tyre or even a puncture repair kit. Instead, Tesla offers roadside assistance and brings you a spare wheel and tyre or takes you to a tyre store. Which is fine if you have a flat in an urban area and a Tesla service vehicle can drop off a spare in short order, but if you’re in a regional spot you may be waiting a while for a job that some people can do in 15 minutes or less.

As for the in-car technology, there’s no question that Tesla has created a good infotainment system and it runs quickly on the big, hi-resolution screen. However, once again Tesla’s desire to be different and not conform to the industry norms rears its head.

There’s no Apple CarPlay or Android Auto compatibility, because Tesla wants to only run its system and not deal with third parties. And, yes, you can still pair your phone and get very similar functionality, but it is not the same functionality and seems like a compromise for customers.

The Model Y still has plenty of the ‘Easter eggs’ that are a much-talked about part of Tesla lore. And honestly, they’re fine, a nice little bonus, but the truth is, like so many other car ‘surprise and delight’ features, they don’t add any meaningful long-term value to the ownership or user experience. I used to get excited by them when I first drove Teslas, but within a few days you tend to forget about them.

On a positive note, the Tesla App is a great feature, allowing you to keep in contact with your car, and access cameras and other features remotely, while also using your phone as a key. Which is good, because otherwise you have to use a key card, which allows keyless entry but the card has to be pulled out of your pocket and placed on the wireless phone charging pads in order for the car to start, which just seems unnecessarily complex.

Of course, one of the most important elements for any car’s sales success is its price and the value it offers customers. That’s why this is one of the (non-political) automotive reasons behind Tesla’s sales decline. Put simply, the American brand has more rivals now, particularly those from China that are undercutting it.

The list of cheaper electric SUVs now includes the BYD Atto 3 and Sealion 7, Deepal S07, Kia EV3 and EV5, Geely EX5, Leapmotor C10, XPeng X6 and Zeekr X. With customers having more choice and overall demand for EVs starting to plateau, Tesla will need to fight harder for each and every sale.

Tesla repeatedly cut the cost of the old Model Y, reaching as low as $55,900, but this new version starts at $58,900 for the RWD variant and $68,900 for the Long Range AWD we drove.

Some of the key specification highlights for this updated Model Y include new heated and ventilated front seats, improved heated rear seats, an 8.0-inch infotainment screen in the rear, ambient lighting, acoustic glass, pixel-by-pixel headlights and a new hands-free tailgate that can open on approach.

The elephant in the room is re-sale value, with Tesla's repeated price cuts impacting the used car market and therefore the value it offers you. Tesla Australia has indicated that the multiple price cuts that impacted the previous model in its later years are a thing of the past, but a discount or sale is always a helpful way to drive sales in troubled times.

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.

For all the difficulties Tesla has been suffering lately, and amid all the new challengers, one area where the brand remains in a strong position is its powertrains and battery technology. It is still among the best in the business, and should be the reason you buy a Model Y more than its ‘Easter eggs’ or buttonless interior.

Tesla is notoriously cagey when it comes to its power and torque figures, but all indications are the motors haven’t been changed. That means the RWD makes 220kW/420Nm, while the Long Range we’re in has a theoretical 331kW/559Nm.

What Tesla has confirmed is the new Model Y is faster, thanks to a software update, with the RWD a full one second faster from 0-100km/h - now taking 5.9 seconds - and the Long Range is two-tenths quicker at 4.8 seconds.

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.

While it may not be more powerful, Tesla has extended the range on both the RWD and Long Range.

The RWD has been stretched to 466km, an improvement of 11km, and the Long Range lives up to its name with a 551km range - an 18km increase over the old model.

In the real-world though, we noticed quite a dramatic decrease in battery percentage on relatively limited urban driving, so much so we’d need a longer evaluation period to confirm whether you could consistently get more than 500km from a single charge. Even working from home, and driving a second car during the week we had the Model Y, I was on course to have to recharge within a seven-day period.

When you do need to recharge, Tesla operates its own Supercharging network, so in addition to being able to use the growing number of public chargers, you can probably find one of Tesla’s 110 Superchargers near you.

Charging is nice and easy too. You can upload your credit card to the car so you only need to plug in and it will automatically start replenishing the batteries.

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.

One of the most significant mechanical changes for this new Model Y is retuned suspension. The previous Model Y was criticised for its uncomfortable ride, especially in the rears, and Tesla has acted to change that. 

The ride is more comfortable but still on the firm side as it needs to control the weight of all the batteries. Overall the changes have brought a positive impact and helped improve one of the weak points of the Model Y.

Tesla has also added lower rolling resistance tyres and acoustic glass, both of which help refinement and make for a quieter cabin. That was an early problem with the Model S, the amount of road noise and mechanical groans and squeaks that were audible without an engine to mask them. Tesla has worked hard over the years to make a much more refined and quieter electric vehicle.

From a driving perspective, the Model Y is nice without offering anything class-leading or particularly stand-out. Tesla claims the new tyres help improve handling, but there's no real evidence of that from behind the wheel.

In fact, the Model Y doesn't really have any element of the driving experience that stands out amongst its newer rivals. The motors offer good, effortless performance, but the driving character - the steering, the chassis handling - just lacks any above-average quality.

One area where Tesla has caught up to some of its EV rivals is adding a different level of regenrative braking, with a relaxed setting that allows for a more conventional two-pedal driving experience than the standard regen, which is quite strong.

Still, it's hard to give Tesla any more points for its Driving score because it simply feels very much average for the current class of EV SUVs.

Safety is another area where Tesla has some standout features. As this is an updated, rather than an all-new model, it has the same crash structure as the 2022 Model Y ANCAP tested and awarded five stars.

It gets all the basics you expect, such as seven airbags for full occupant protection, autonomous emergency braking (AEB), lane departure warning and so on. But there’s some extra elements worth mentioning.

And we need to start with Tesla’s much talked about ‘Autopilot’ - which isn’t the Full Self Driving System that’s offered in America. Instead, it’s a very fancy sounding name for the same sort of adaptive cruise control and lane keeping assist most brands offer. We had some significant issues with this system during our week of testing, with the car repeatedly slowing dramatically when the Autopilot was engaged, despite no obvious reason to do so.

Another issue with the Autopilot is the specific ‘Autosteer’ function, which is clearly listed as in ‘Beta’ form, which means it’s not in its final, production-ready form. I don’t believe customers should be beta testing anything for carmakers, either it’s ready for us to use or it isn’t. Tesla is the only car I’ve ever driven that openly admits it is offering a not-fully-tested system and it simply doesn’t make sense to me that they get away with it.

But, as is a theme here, for every questionable Tesla element there is a counter element that’s positive. In terms of safety it’s the Sentry Mode, which is a great system that allows you to record movement near the car in case of threat of theft or damage by automatically turning on the external cameras if someone approaches the car. You can check in real-time from the Tesla app too, so it adds a layer of functionality and peace-of-mind that few others can match.

Similarly, another handy safety feature is the in-built dashcam, that uses the forward facing safety camera to record video. It can be programmed to activate on a specific command, such as beeping the horn, so you can capture any incident and get evidence to help with an insurance or dangerous driving incident.

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.

Tesla has a relatively short warranty for the Model Y, at least by modern standard, at just four years and 80,000km. However the battery and drive units are covered for eight years, so you do get more peace of mind that any battery issues will be resolved.

However, there are different mileages for the RWD and Long Range models, and Tesla says the batteries only need to retain 70 per cent of their performance to be within their limits.

Servicing is another non-traditional area for Tesla. The company doesn't offer fixed-service intervals, but rather the car will alert you when it needs a service. BMW and Mini also do this.

Naturally, there are less lubricants and other consumables to maintain as you’d find on a petrol-powered SUV, but there are still parts like brake fluids and air filters that need to be looked at by a technician.