2026 Hyundai Ioniq 5 XRT: Built for the rail trail?
The EV that’s definitely worth a look otherwise gets a faux off-road guise, which is mostly black plastic and a bit of lift. And yet the tires seem unprepared for wet roads.
2026 Hyundai Ioniq 5 AWD XRT: Off-road electric?
Price: $57,085. Floor mats added $210.
Conventional wisdom: Motor Trend likes that the Ioniq 5 XRT offers “proper fun in mild dirt,” that it’s “great as an everyday do-it-all crossover,” with “built-in NACS convenience.” But they lament the “off-road gear brings on-road compromises, using Tesla Superchargers not yet optimal,” and the “price close to high-end Ioniq 5 Limited trim.”
Marketer’s pitch: “Our fast-charging electric SUV that goes the distance.”
Reality: The off-road accoutrements are so limited, you might as well get one with more range.
Catching up: Last week, we tested a Chevrolet Equinox EV, which seemed like a real bargain until we started digging deeper.
This week we blow another $20,000 and see what we have to show for it.
What’s new: The Ioniq 5 received a refreshed appearance for 2025. It adds the NACS charging port, allowing easy access to Tesla superchargers, and boosts the size of the batteries across all models.
The new XRT model is marketed as a more rugged version, slightly lifted and with all manner of cladding and black.
Unfortunately it still has the Ioniq 5 look, which I find hearkens back to 1980s econohatches, specifically the Mitsubishi-made Dodge Colt/Plymouth Champ.
Competition: In addition to last week’s Chevrolet Equinox, there are the Ford Mustang Mach-E, Honda Prologue, Kia EV6, Mini Countryman EV, Subaru Solterra, and Tesla Model Y.
Up to speed: The Ioniq 5 gets to 60 mph as fast as any EV. It reaches the magic number in just 4.5 seconds, according to Motor Trend. Unlike last week’s stripped-down Equinox, the Ioniq 5 offers power aplenty throughout the range of driving, as well as through the range of models.
Shiftless: I’ve been singing the praises of the Hyundai twisty-stalk gear selector, and that will continue.
On the road: The Ioniq 5 handled nicely on highways and wasn’t too bouncy for its squared-off shape. Country roads were quite fun, especially in Sport mode.
The Ioniq 5 did have more than its share of rattles, though, from either the hatchback door or the rear cargo area; the squarish shape of the vehicle is probably a factor here.
In the rain: EV makers put low-resistance tires on to help with range. I can’t specifically recall having any other EV in the rain, but the Ioniq 5 with its 235/60/R18 all-terrain tires designed for off-ish roading seemed like it would slide on wet roads. Test drive in the rain, if you can.
Steady speed: The Smart Cruise Control with curve control feature in the Ioniq 5 felt dumber than advertised. I’ve noticed many test vehicles from all brands slowing on curves while the cruise is set, and it’s a welcome feature, but more than a few times I found myself shouting at the dashboard as the Ioniq 5 suddenly started to slow dramatically from my set speed. The cruise was still engaged, too, so it required me taking complete control and starting from scratch.
This can all be controlled through the various settings, but I never found one that I thought worked as well as other manufacturers’ offerings.
Driver’s Seat: The leather-covered seat was geared for comfort but still supportive. It held me in place while not getting fresh. The lumbar bolster was just fine and the seat bottom stretched to my knees, something often lacking at this vehicle size.
The seat heater operation and some other functions are in a row of silver buttons (yay!) on the console that will help you in yoga class, requiring a sharp contortion just to reach them (boo!).
Friends and stuff: Sturgis Kid 4.0 blessed the rear seat as comfortable and roomy on a trip to the Sweetest Place on Earth. The flat floor means middle seat occupants won’t feel too bad.
Cargo space is 26.3 cubic feet behind the rear seats and 58.5 when it’s folded.
Play some tunes: Sound from the system is pretty good, about an A-, maybe a B+.
The 12.3-inch touchscreen makes playing tunes and getting to other functions easy enough, and buttons and dials underneath offer a real assist. The home screen has large icons that make navigation swift.
Keeping warm and cool: I was at first pleased at the HVAC’s use of real buttons underneath the infotainment display. But things were not exactly as they appeared; those were just faux buttons of the highly sensitive touch pad variety. Every time my hand got close, I seemed to adjust three things I didn’t intend to. So the driver’s attention is still stolen away from the driving portion of our adventure and is instead trying to fix things that have been changed by accident.
Range: The Ioniq 5’s advertised range of 258 miles was about spot on, as determined by our trip to the AACA (Antique Automobile Club of America) museum in Hershey. We used up about 200 miles of range in 180 miles or so of travel — about half of them keeping up with turnpike traffic; those high speeds suck down the juice. (I could slow down, and yet, I don’t.)
A less expensive SE model would get you beyond 310 miles on a charge. Recharging from 10% to 80% takes as little as 20 minutes.
Where it’s built: Ellabell, Ga. This was the site of an ICE raid in September. It remains to be seen how long the Ioniq 5 will actually come from there, also considering recent trends in EV sales. Stay tuned.
The U.S. and Canada supply 29% of the parts; South Korea another 29%; and Hungary, 33%.
How it’s built: Consumer Reports predicts the reliability to be a 2 out of 5.
In the end: The Ioniq 5 has always been tied with the Kia EV6 on my list of EV champs; the Kia looks a little less stupid, so I’d probably go that direction. But the Equinox is a strong challenger and is worth a look.
A lower price and more range makes any of them more attractive.
Next week: How does the Volkswagen ID.4 compare?