“Lucky me,” I thought as I navigated the 2025 Hyundai Ioniq 5 into the last spot of a Tesla Supercharging station in Palm Springs.
The EV didn’t really need any juice. But this refreshed compact all-electric SUV comes equipped with Tesla’s North American Charging Standard port; it was time to test out how well Hyundai would match up with the Tesla Supercharging network.
The experience exposed a gap — in the literal sense. And while Hyundai shouldn’t shoulder all the blame, it did illustrate how a seemingly good idea doesn’t always translate in the real world.
For example, I reversed into the parking spot, opened the charge port on the passenger-rear quarter panel, and grabbed the charging cord, nestled in the cabinet sitting all the way over on the driver’s side of the car.
Uh, Hyundai, we have a problem. It didn’t reach.
I could wait for another Tesla to vacate its space and use that charging cable, essentially taking up two spaces, or I could use the in-car navigation to find a CCS-equipped charging station and use the adapter that comes with the car.
I chose to toddle on with my day as I had plenty of battery, but others might not be so lucky.
CCS, or Combined Charging System, was the standard in North America and used by every automaker except for Tesla, which developed its own port and charging station called the North American Charging Standard, or NACS.
Automakers began to shift to NACS in May 2023 after Ford reached an agreement that would give owners of its EV access to more than 12,000 Tesla Superchargers across the U.S. and Canada. GM followed and within six months nearly every automaker had struck a similar deal with Tesla. Access would initially be accomplished with a Tesla adapter, but most of these automakers — Hyundai and Kia included — also agreed to integrate the NACS charging tech into their future EVs.
The 2025 Hyundai Ioniq 5 is one of these.
Of course, not all of this is Hyundai’s fault. The Ioniq 5 has always had its charging port on the rear passenger side, and moving it would be a spendy proposition. And Tesla says the problem should be solved with the rollout of its V4 charging stations with longer cables, although its website says, “we encourage all vehicle manufacturers to standardize charge port locations to the rear driver side or front passenger side.”
Buyers of the 2025 Hyundai Ioniq 5 will have better luck finding a CCS station and using the adapter. Hyundai says the Ioniq 5 can go from 10% to 80% of charge in about 20 minutes at a CCS charger. The same fill-up will cost you up to 30 minutes at an NACS charger.
Hyundai makes it a bit easier with your choice of a $400 charging credit or a free ChargePoint home charger with the purchase of an Ioniq 5 and those with an older Hyundai EV with a native CCS port can get a free NACS adapter through the MyHyundai owner portal starting in March.
Hyundai owners will also have access to the planned Ionna charging network. The Ionna network, which is expected to have 30,000 NACS and CCS charging points by 2030, is a collaboration between BMW, General Motors, Honda, Hyundai, Mercedes-Benz, Kia, Stellantis, and Toyota.
2025 Hyundai Ioniq 5: Bigger batteries, more range, new trim
The 2025 Ioniq 5, which will come in SE, SEL, XRT, and Limited trims in rear- or all-wheel drive, may look like its previous model years. But there are some key differences, starting with the battery size.
The standard range battery ratchets up 5 kWh to 63 kWh, while the extended range sits at 84 kWh, an increase of 6.6 kWh. Depending on the combination of drivetrain, battery, and trim, expect to see 245 miles of range on the low end and up to 318 miles of range for a rear-wheel-drive Ioniq 5 with the larger battery.
Power output varies, too, starting with 168 horsepower and 258 pound-feet of torque, growing to 225 ponies in the extended range battery. The most powerful setup settles in at 320 horsepower and 446 pound-feet of torque for all-wheel-drive cars with the bigger battery.
Tech upgrades
The 2025 Ioniq 5 has some new parlor tricks too.
The digital key function now works with your phone inside a pocket or purse, a nice upgrade for when you’re juggling kids, groceries, and a drink.
Apple CarPlay and Android Auto are now wireless and all models have over-the-air updates.
Additionally, Hyundai Pay allows owners to add their credit card to the infotainment system to pay for reserved off-street parking automatically. Drivers also get updated blind-spot collision avoidance and parking assistance.
Let’s get dirty
For those wanting a bit more adventure with their electric SUV, the Ioniq 5 now comes in the XRT trim.
This model is designed for venturing off the path just a bit thanks to a one-inch lift and 29-inch Continental CrossContact ATR tires for better performance in the dirt and over gravel. This model also gets a Terrain button on the steering wheel that offers up modes for Snow, Mud, and Sand.
Hyundai let me loose on a fun dirt loop and I found that the car has enough playfulness in it to induce a grin. Sand mode doesn’t turn the traction control all the way off — you have to manually push the traction control button to do that. It does adjust the brake regen properties so the vehicle doesn’t automatically start to slow down when you lift. It also splits the torque 50/50 for optimal traction.
It’s fun to toss it into corners and get a little slidey, but the ABS system — while great on pavement — can interfere with traction and off-road stopping distances by not allowing any dirt to build up in front of the tire.
It would be great if the drive modes also tweaked this system. Still, the instant electric torque means it’s easy to get on the throttle and power out of a turn and scream toward the next one, slinging dirt rooster tails in the process.
The XRT is not some kind of rock crawler. The total ground clearance is only seven inches — that’s two inches less than a Subaru Forester Wilderness. The off-road geometry, while better than the Toyota RAV4 Woodland Edition, is meant more for small obstacles and undulations.
I found the limit of the 19.8-degree approach angle on my drive and returned with part of the XRT-exclusive front fascia tworked just a bit. There isn’t any special underbody protection for the battery in the XRT, but the departure angle is a healthy 30 degrees and the car comes equipped with two front tow hooks.
Where the 2025 Hyundai Ioniq 5 shines
On the pavement, the Ioniq 5 is just as enjoyable as it ever was, with zippy acceleration, well-balanced handling, and a comfortable ride.
Part of my first drive took me to higher elevations where the all-season tires were put to the slushy snow test. The car never lost grip, inspiring confidence in this desert dweller.
The 2025 Hyundai Ioniq 5 starts at $43,975, including the destination fee for a base SE model in rear-wheel drive with the standard battery. The off-roady XRT can be had for $56,875 while a top Limited trim in all-wheel drive will set you back $59,575.
You can get a Ford Mustang Mach-E at a lower starting price and comparable range, and all Mach-E cars are standard equipped with the hands-free/eyes-up BlueCruise highway driving assist. You’ll pay a subscription fee to use the technology, but Hyundai doesn’t offer anything like it.
If you’re into futuristic looks, the Kia EV6 is a worthy competitor, especially if you’re looking for performance. The GT AWD trim nets 576 ponies and 545 pound-feet of torque. Yowza.
It’s tough to find fault with the 2025 Hyundai Ioniq 5. This refreshed Ioniq 5 maintains its pavement poise and adds a bit of adventure thrills with the new XRT trim. But owners may find themselves avoiding Tesla Superchargers despite that integrated NACS port.
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