Two new electric cars will compete with veteran hero Tesla. Whether it's the hyundai Ioniq 5 or the Polestar 2 that's the next big name for electric cars
overview
Electric cars are no longer Tesla's only area. Traditional car brands are launching some really good products, with brands such as Polestar and Hyundai at the forefront of Australia's re-introduction of electric vehicles.
Polestar may be a wake-up call for some Australians, but not in its new form. Volvo's performance division has been transformed into its own all-electric standalone brand, and the first production car for our market is now available in the form of the 2022 Polestar 2.
Hyundai's take on electric vehicles is the 2022 Ioniq 5, which combines a compelling design with a new E-GMP platform designed specifically for the group's upcoming electric vehicles. Obviously, this is not far from the modern era as we know it. You only have to look at its retro, angular shape to appreciate this. Under the skin, the Ioniq 5 also features a modular interior with spacious interiors and forward-looking design and technology.
We put these two newcomers together to figure out which one is better able to take the reins from segment leader Tesla.
introduce
Modern Ionic 5
To be fair, of all the cars launched in 2021, the Hyundai Ioniq 5 is one of the most hyped models. I've been longing for it to come, you've been reading it, and its first 240 Australian configurations sold out immediately.
So why does Hyundai's latest electric car gameplay cause such a sensation? The South Korean manufacturer hasn't reinvented the wheel, and its previous electric car lineup hasn't received as much attention.
As a backdrop, the 2022 Hyundai Ioiq 5 is hyundai's new generation electric car that exists in the only five-door mid-size SUV body style.
But it's different — that's for sure. You only have to look at its retro, angular shape to appreciate this. Under the skin, the Ioniq 5 also features a modular interior with spacious interiors and forward-looking design and technology.
Many people see the Ioniq 5 as a hatchback in their photos, but when you stand next to it, reality paints a different picture. This low-slung mid-size "SUV" is closer to what you'd expect in terms of size than its combustion-powered Tucson stabilizer.
So while pricing elevates the Ioniq 5 to the top of the modern model tree, you can think of the Ioniq 5 as an electric version of Hyundai Tucson, at least in size.
Due to semiconductor supply issues, the initial operation of the modern Ioniq 5s was obtained with 400 units. Another 160 vehicles are on the road after the New Year, but so far, all of them have been sold out through the modern online ordering portal.
Having so many willing buyers is a promising sign because Ioniq 5 isn't cheap. Ioniq 5 is sold through a fixed-price, agency-based strategy and is available in two variants in Australia. The more affordable of the two is simply named the Ioniq 5 2WD (rear-wheel drive) for $71,900 (excluding road costs) and the top-of-the-line spec is the Ioniq 5 AWD for $75,900 (excluding ORC).
The rear-wheel-drive Ioniq 5 has a test score of 160kW/350Nm on the rear axle, while both are served by a modern dedicated E-GMP electric architecture that offers 400 volts and 800 volt charging capabilities, which translates to the use of a 350kW DC fast charger with a charging time of 17 minutes and 10-80%.
Fortunately, both variants of the drivetrain will come with the same equipment specifications. Headlines include two 12.3-inch displays located inside the dashboard, 20-inch dual-tone alloy wheels, heated power adjustable seats (front ventilation), panoramic roof, Bose sound system, colourful ambient lighting, power starter and eco-friendly leather trim.
The exterior of our cars is painted in Galaxy Grey, while the interior is in two-tone pigeon grey/dark blue-green leather. Most color combinations come at no extra cost, but the special matte gravity Gold color costs an additional $1,000 – the only extra option for the modern Ioniq 5.
In terms of charging, Hyundai offers a standard AC 1 charger with the car. You'll need an additional $495 for a Type 2 to Type 2 charging cable (for some public charging stations), and Hyundai also helps install the $2454.10 Wallbox Pulsar Plus via Jet Charge.
Now that an introduction to Ioniq 5 is enough, let's dive into what it can actually be used for.
Polaris 2
If you haven't heard of polestar yet, you're likely to hear more in the next few years. Volvo's performance division has been transformed into its own all-electric standalone brand, and the first production car for our market is now available in the form of the Polestar 2.
The three models include the 2022 Polestar 2 Series, with standard series single motor, remote single motor and remote dual motor starting at $59,900, $64,900 and $69,900 respectively (excluding on-road costs).
There are also some areas out there that need to be dissected, depending on which model best suits your needs and driving expectations. Logical competition includes the newly launched Hyundai Ioniq 5 and standards-setter Tesla Model 3. It can be said that given the quality of the other options currently available, the battle for sales will be very fierce. Still, Polestar has a history and pedigree behind Volvo Engineering, so you could say the brand is a solid foundation, if not a leading start.
While dual screens, LED lights and heated front seats are standard on all models, while parent company Volvo has been hanging its Swedish-style hard hat on safety for decades, all three models have the option of some advanced safety equipment. We think it has nothing to do with whether Polestar 2 is missing devices – it's more about competitors having device standards. Expectations for that segment were then set.
Polestar is undoubtedly stylish, with the crisp, clean exterior design we would expect from a Swedish brand. The advantages of an elegant appearance are unmatched by many electric vehicles. The standard 19-inch wheels, somewhat unique hatch and SUV design, and the aforementioned LED headlights mean that no matter which way you look at it, the Polestar 2 excels on the street.
We'll cover the powertrain in more detail below, but here's the basics. The Standard Range Single Motor is equipped with a 69kWh battery (rated at 67kWh) and a 170kW/330Nm motor to drive the front wheels, claiming a range of 470km in the WLTP cycle.
The Long Range Single Motor variant can be upgraded to a 78kWh battery (or 75kWh available), claims a range of 540km, and uses the same 170kW/330Nm single motor. The long-range dual motors are located at the top of the series, using 150kW/330Nm motors on each axle, with combined outputs of 300kW and 660Nm and a cruising range of 480km.
Obviously, the Polestar 2 Long Range Dual Motor is much faster than two single-motor variants, and we'll take a look at these numbers below. For those focused on thorough performance, this is an option.
There's no doubt that the battlefield for electric cars is heating up – and the fact that we now actually have three fighters in the same segment proves that, although Hyundai will tell you that its Ioniq 5 is an SUV. However, the tsunami has really begun, and Polestar 2 is in trouble.
inside
One of the first things that impressed you when riding the Ioniq 5 for the first time was the sheer amount of space inside. Modern products now have some of the most spacious cabins, but the Ioniq 5's interior is on another level.
Even better, the space is also very configurable. The center console slides back and forth, the two rows of seats slide electrically, and when you're not moving, the two benches in the front row can even be twisted into a flat orientation – the dentist's chair.
The atmosphere in the cabin is very light and airy, and the light-colored material absorbs all the light provided by the panoramic glass roof through the length of the roof. I thought the cabin might get too hot on a warm day, but Hyundai has installed a nice shutter to curb that.
The entire material felt good quality, silver switchgear, soft leather-covered door cards, dashboard and steering wheel, and hard-wearing plastic that felt good enough. You wouldn't call it genesis's level of quality, but it's as fit and finished as the best in modern times.
One thing I couldn't understand was the strange red piping and stitching on the door card and seat cushions — which seemed like a strange pairing of the color palette used in Ioniq 5.
The first time you jump in, you'll feel like this space is more like a lounge than a carriage. The feeling is hard to describe, but it's best to experience in the first row, like you're sitting in a chair instead of a car seat.
So, the driver's position is really a bit comical for people who like to sit close to the steering wheel. That said, this position does provide a good view of the road ahead and when you look backwards.
The seats are very comfortable and come in a fitted shape that provides good support. The leg rest also extends to the driver and front seat passengers. I'm a little confused by the empty space between the two front seats – the space feels like a missed opportunity that could have been used as extra storage space or something like that. That said, sliding the center console back and forth is a brilliant trick.
As a result, there is still a lot of storage space throughout the cabin – even if some of it is strange. The glove box is a strange slide-out pallet system with low trays between seats and slots under the dashboard far apart. Elsewhere, the Ioniq has a large center console, wireless charging, double cup holders, and key card for water bottles, among others.
Speaking of doors, I like the door handles on both sides: the large internal handles are not to be missed, and the doors pop out quickly and intuitively and accurately from the outside – whenever you walk in front of the car to unlock it.
In the back row, the space is equally spacious. I was taller than most and never wanted more legroom or footroom, even though my head was about to hit the canopy. There is a map pocket, a small room behind the center console, and a key card storage to store the items inside.
There's not a lot of boot space, although you do get a live boot release and a 12-volt port to power items from the boot. Underneath the floor is a tire repair kit instead of a spare tire, and its total space is 593 litres. That's better than Hyundai Tucson, Toyota RAV4 and Skoda Carolk.
The rear-wheel-drive Ioniq 5 also has a small 57-litre bathtub under its bonnet, which reduces the total cargo capacity of all seats to 1644 litres.
The cabin of polestar 2 is a highlight, not only because of its quality and comfort, but also because of its stylish and minimalist design. I hate using the word "very Swedish", but it really is, and certainly so it is during its execution. At first it looks like a high-quality cabin, and once you're in the driver's seat and the doors are closed, it resonates.
All the touchpoints were engaging and very nicely executed with attention to detail. The blend of fabrics used, including colours, creates a premium and elegant cabin environment. With useful storage space, including cleverly hidden holes located below the top of the centre console, Polestar offers a place to store your daily routine.
I don't like the optional panoramic glass roof just because it doesn't have shadows. Australia can be a nasty place in the depths of the summer, and glass roofs don't handle some things well. Therefore, I always choose retractable shadows whenever possible. Please note that the roof of the Polaris is beautiful at night or on less hot days.
Interestingly, the Polestar's wheelbase is 140mm shorter than the Model 3, which is pretty compact in itself, so it's not a second-row luxury sedan. That said, the window line means that passengers have plenty of light and good visibility, and there's plenty of room for adults to feel comfortable around town. However, the rear seat base is not as carved as the front seat, and tall adults will notice that the head space is eaten by the sharp curves of the roof.
The 405L's trunk is not large, but it's convenient enough for that segment, and there's a small storage area under the front trunk that's perfect for charging cables and adapters. The tailgate opens as wide as it does, making loading and unloading easy.
Infotainment and connectivity
The Ioniq 5 is most proud of the two 12.3-inch screens that house the car's infotainment system and dashboard. The system doesn't function and look as wild as the rest of the car, but what you get is an intuitive layout and easy access to key vehicle features.
The relevant information is clearly displayed on the digital dashboard, including the vehicle's charging status, mileage, consumption, etc., but I like the way it's not overly complicated in terms of various screens or settings. All of this should be handled by the infotainment display on the left.
Infotainment screens handle both Apple CarPlay and Android Auto, but the modern proprietary system is good on its own, and I don't think there's a need to plug in a phone for smartphone mirroring. The map is bright and clear, the settings are clear at a glance, and the media information is clearly displayed.
One of the things I've always annoyed about in a car is the lack of a hard home button that takes you back to the main menu. This will sometimes only pop up at the top of the modern screen, but shortcuts next to all the other buttons will be appreciated.
One feature I know the Hyundai Ioniq 5 has but hasn't had the opportunity to test is the vehicle-to-load technology of the car. By plugging the adapter into your car's charging port, it essentially turns the car into a giant portable battery, which provides a standard Australian power outlet for you to plug in your electronic devices. God knows how long it'll be used (think camping), but it's a really cool feature.
Each Ioniq 5 is equipped with an eight-speaker Bose stereo system that delivers high-definition sound to replace creepy engine noise.
For me, infotainment was a big step for Tesla to grab the established automaker, but spend some time on the Polestar 2's flat screen and you realize that's about to change. The screen itself is big and clear, and perfectly positioned, making the most of it, whether you're a driver or a passenger.
The portrait screen orientation isn't the direction that every manufacturer seems keen to turn, but it starts to make more sense when you consider how much time we spend looking at the phone in that direction. It is intuitive in any case, and if the screen is large enough, it will not lose any effective usability like a satellite navigation system.
It's an 11.1-inch unit, and in our tests, it was impeccable in all lighting conditions, and it responded quickly to input. Once you have mastered how much you can control through it, it will not hinder the use of it even in motion.
We find it easy to familiarize and understand. Its party trick is that it uses the relatively new Google Android car operating system, so Google Maps performs very well as a standard navigation system at all times. When you first got into Polestar 2, the Google system took a second or two to load, but once it was running, we didn't experience any glitches. Even if you're a tragic iPhone, Google's operating system is easy to get started with.
Of course, if you prefer, you can sync the system to your Google Account and personalize a series of settings and controls. Currently, you can also connect to Android Auto (Apple CarPlay will be updated early next year) to access your smartphone connection. This will be a good thing for many buyers who would rather use their phones to control their daily affairs.
As you would no doubt expect, there are also plenty of connectivity services available – which we'll look into in more detail as we do longer tests – and a clever way to set up a smartphone as key. One less thing to bargain for. In short, despite the complexity of electric vehicles and the various systems that control them, polestar has chosen a system that is intuitive, responsive, and reliable.
The 12.3-inch digital dashboard is also a high-quality product that allows you to customize the display to suit your preferences. Just like the main infotainment system, there's some work to be done here, but it quickly becomes intuitive. Crucially, when you're on the go for a quick tour, the main things you want to refer to, such as a digital speedometer, are easy to find.
Security & Technology
Ioniq 5 was recently awarded a full five-star safety rating by ANCAP in October 2021. The car has a total of seven airbags throughout the cabin, one of which is located in the center.
The modern and extensive SmartSense suite of safety features is available in the Ioniq 5, including Blind Spot Collision Avoidance Assist, Advanced Automatic Emergency Braking, Driver Attention Warning, Lane Following Assist, Rear Intersection Alert, Safety Exit Warning and Adaptive Cruise Control.
The surround view monitor is good quality for low-speed operation, but the Ioniq 5 also comes with a neat side-view camera that activates inside the cluster when indicated to show what's in the blind spot.
Another ingenious technique involves three levels of brake regeneration. The car can also be single-pedaled via the i-Pedal.
Although it has not yet been officially tested by Australian crash testing agency ANCAP and received a five-star Euro NCAP rating, there is no doubt that Polestar 2 is safe.
It has a wide range of standard safety equipment. However, we'd like to see some optional security features become standard, not only to match competitors, but also to strengthen Polestar's value proposition.
Polestar would argue that having an optional safety package means vehicles can dive in at starting prices below the EV threshold in NSW and Victoria, so there are some ways to do it. After all, Polestar is a sub-brand of Volvo, and the parent company's focus on safety for decades feels like a philosophical mismatch.
If you want to add adaptive cruise control, blind spot monitoring, rear traffic alerts, and semi-autonomous driving to your Polestar 2, you'll need to pay $5,000 for the Pilot Pack, which also includes a 360-degree camera, Pixel LED headlights with active cornering, and auto-dimming rearview mirrors.
Standard safety equipment includes eight airbags, automatic emergency braking of the vehicle, pedestrian and cyclist detection, lane keeping assist, off-road mitigation, driver attention monitoring, rear collision warning, tire pressure monitoring and traffic sign recognition.
Worth
After you leave the dealership in your brand new Hyundai Ioniq 5, you will be covered with a five-year warranty with no kilometer distance regulations. Hyundai also offers an eight-year warranty on the vehicle's 72.6kWh battery.
From the date of delivery, a full 12 months of roadside assistance is included, but every time you repair the Ioniq 5 at the Modern Service Center, it is extended by 12 months – up to 9 years after purchase.
Maintenance intervals occur every 12 months or 15,000 kilometres, whichever comes first. The first three services cost $220 each, but you'll pay $1684 after five services.
The Ioniq 5 is equipped with an 800-volt charging architecture, which was previously only found in cars such as the Porsche Taycan. Ultra-fast chargers should charge Ioniq's batteries 10% to 80% in about 18 minutes.
A more user-friendly solution is to install the Type 2 high output AC (AC) wall box system in your home, which can charge the Ioniq 5 in about 6 hours.
Hyundai claims that the Ioniq 5 2WD will use 17.9kWh/100km in a combined loop, and our test car actually beat it after returning a 16.4kWh/100km reading. It's pretty much the same as other electric cars I've driven, like the Nissan Leaf.
Given the significant difference in the prices we all pay for electricity, it is currently difficult to calculate the value equation with electric vehicles. Some of you can recharge for free at work, or recharge for free at a shopping mall, while others can't. Similarly, if you have a large number of solar panels, you may not have to pay electricity at all (or pay very little), so the actual operating costs will vary greatly depending on how and when you charge your electric car.
One of the things we've always advocated for car owners to do is install a home charging case with smart features so you can monitor how much power is being used and when the vehicle is charging, thereby best reducing the cost of doing so. Similarly, it's always a good habit to access free charging when it's available and meaningful.
In terms of pricing, the Polestar 2 is on the battlefield of electric vehicles, regardless of brand, in addition to the more expensive high-end option. Tesla buyers have a hard time prying it off from Tesla, but I think it's fair to assume that other mid-market EV buyers will take a closer look at the Polestar 2's spec sheet. To the middle market, I don't include expensive products like the Porsche Taycan and more affordable electric cars like the MG ZS EV.
Another positive factor for Polestar is the five-year/unlimited kilometer vehicle warranty, which increases the warranty period with free roadside assistance over the same period. In addition to that, Polestar 2 buyers can also get a free service for the same five years. This is a real saving for the buyer's hip pocket, so it's a factor to consider.
The battery is warranted for 8 years or 160,000 km, 70 percent of the state of health; however, Polestar says it expects the battery to last until the life of the vehicle.
The Standard Range Single Motor claims that its 67kWh battery pack has a power of 17.1kWh/100km and a WLTP cycle of 470km. Given the compactness of the transmitter driver, testing is always difficult in real-world use cases, but we see real-time usage up to 30kWh/100km and as low as 13kWh/100km. The average we tested hovered around 19-21kWh/100km.
That's around 300 kilometers of actual mileage, but we hope that this will improve once we can more accurately reflect the regular city driving that most buyers would do. Once we have a Polestar 2 through the Drive Garage, we'll delve further into consumption.
We don't have a chance to discharge the battery in any car to the point where it needs to be lifted at launch, but you can read our charging data pricing and spec guide. We will also monitor this more closely on longer drive loops.
drive
Discreet EV adopters will be pleased to learn that the Hyundai Ioniq 5 doesn't require the big learning curve you'd expect from an ELECTRIC car. You enter with a normal key, open it with the normal button, insert it into the drive, and leave. The gear selector itself is the most prominent part of the experience and can be found where you traditionally insert the key.
Shifting gears, spinning up the drive, spinning down and reversing, doesn't feel particularly intuitive compared to other cars, but you'll get used to it quickly.
The Ioniq 5 2WD is powered by a single electric motor that generates 160 kW/350 Nm of power and sends it to the rear wheels. The claimed 72.6kWh battery pack has a range of 451km, farther than its more powerful alternative, the Ioniq 5 AWD (430km range).
While this isn't the full pushback acceleration that electric cars are known for, the Ioniq 5 2WD's output is enough for its application and provides it with a powerful, fast acceleration. You never want more pokes when overtaking, and you don't feel underpowered.
It does feel a bit sluggish when turning and crossing the crossroads of town. The weight of the 2020 kg weight is undisguised, and when you're driving on a speed bump, it's still very comfortable despite road flaws and various bumps. The cabin is well insulated from excessive road noise on various surfaces.
For a car that doesn't go through the Modern Australia Road Adjustment Program, it's perfect for our local – and sometimes unsatisfactory – road network. It can handle this seemingly massive body almost effortlessly, and makes it as easy as possible to make it through the narrow city streets.
Crawling through traffic is not the easiest thing to do. Acceleration is on or off, and it is difficult to scroll to a slow stop. It was a small thing, but I noticed something as I sat on the bumper-to-bumper.
Despite only providing instantaneous torque to the rear wheels, the Michelin Pilot Sport EV rubber grips well in most situations, allowing drivers to move forward with confidence regardless of the weather. I didn't use the Ioniq 5 for back road burning – that's not the car's intention – but if I find myself in that environment, I wouldn't be surprised because it made me smile.
The base model output of 170kW and 330Nm is hardly stingy for this segment, so the most affordable Polestar still performs well on the road. Our actual spending was not far from the claim, and we did a brief highway drive as well as part of the test. We do find opportunities to make mistakes in the firm side, but this is a factor that is prevalent in cars and electric vehicles in Europe due to weight.
Although it is front-wheel drive compared to the all-wheel drive of the two-motor, this model is still very prominent. There is no delay at all when pedaling the accelerator, which means the Polestar 2 moves fast enough to outpace most regular cars. In this model, the claimed 0-100 km/h acceleration takes 7.4 seconds and feels sharp enough that you won't drag it around.
This performance is also provided continuously as you accelerate, with enough reserves to easily overtake, such as from 60 km/h or 80 km/h to 110 km/h to perform a highway merge or darts into the clearance.
However, you have to assume that the model is primarily concerned with efficiency and the efficient use of available power, so it is not a rocket spacecraft. You'll do feel secure on rough, potholed roads, but the Polestar 2 always feels sturdy and well-combined.
conclusion
For all the attention these vehicles get online and in person, this is certainly well deserved. Both are excellent new generation products that electric vehicles should be – futuristic, breakthrough and technological content.
The Polestar 2 is a great battery electric car debut model that is top-notch in terms of style, driving experience, manufacturing quality and premium display. Regrettably, the brand appeals to you at a low price, but then makes you spend a lot of money on the choice of products that should be standard, such as safety technology.
In fact, the hyundai Ioniq 5 showcases a better battery EV enclosure. Its interior is more spacious, more device-rich, and it's better to drive, especially when it comes to driving control.
Both are great alternatives to Tesla's electric car status quo, but the Ioniq 5 is a more comprehensive offering at value for money.