Hard as it may be to believe, it’s now been 45 years since the long defunct American Motors Corporation introduced the Eagle, and it was another 14 years before Subaru launched its first Outback model. These two were the precursors of a trend that has now become almost ubiquitous across the auto industry. Take a regular car, lift the suspension an inch or two, put on some taller tires, slap on some wheel arch extensions and suddenly you have a pseudo-off-roader. Hyundai is among the latest brands to enter this burgeoning sub-segment with XRT variants of many of its models and the latest variant is 2025 Ioniq 5 XRT.
The Ioniq 5 debuted in 2021 as a 2022 model and has proven to be quite popular for Hyundai with over 340,000 units sold globally and 101,000 in the U.S. The Korean automaker calls it an SUV, but let’s be honest with ourselves: Just as with most of what gets called an SUV or crossover today, it’s a car that perhaps just happens to have a slightly higher seating position. A standard Ioniq 5 isn’t going anywhere more challenging than a dirt road.
Unfortunately, marketers just can’t seem to figure out how to sell cars to consumers anymore, so everything is an SUV.
Enter the Ioniq 5 XRT. Like most automakers, Hyundai created this “extreme rugged terrain” designation for vehicles with “enhanced” off-road capabilities. Nissan has Rock Creek, Honda has Trailsport, Toyota has Woodland and even Subaru has Wilderness trims. Over the last couple of years, Hyundai has added XRT versions of the Tucson, Palisade, Santa Cruz and Santa Fe. Like the aforementioned Eagles and Outbacks, these off-road editions typically involve a mild suspension lift of an inch or two, some more rugged styling including wheel arch and rocker panel cladding, and light all-terrain tires.
The Ioniq 5 XRT follows this pattern perfectly, but actually executes certain elements in more interesting ways than the other XRT models. All of the plastic bits including front and rear fascia, wheel arches and rocker panels are unique on the XRT while sheet metal is unchanged. Most of the time, the plastic cladding on vehicles just has a smooth finish that looks kind of cheap and boring.
But Hyundai designers have extended the pixel design theme that debuted on the Ioniq 5 to the fascias and arches. The front has a band of raised squares that wraps around the bumper, giving it an almost off-road tire kind of appearance. For the rest of the surface, the pixelated digital camouflage look typical of modern military uniforms has been molded in with a 3-dimensional texture that captures the light, giving the XRT a particularly distinctive appearance, especially in the sun.
The rocker panels lack the camo-look and also have a more rugged looking molded block appearance that is claimed to provide some extra side protection. The lower portion of the front and rear fascias is also recontoured to combine with the suspension lift for increased approach and departure angles of 19.8 and 30 degrees, respectively. Those are increases of 2.4 and 5 degrees. [Ed Note These aren’t terrible angles, though it’s the height of that front chin and also that belly I’d be most concerned about. -DT].
The 1-inch suspension lift comes courtesy of revised and re-tuned springs, dampers, stabilizer bars and tires but otherwise there are no changes in the geometry. The XRT gets a smaller 18×7.5-inch alloy wheel than the 19s and 20s on the other three trims and with a unique design. The pixel theme shows up here as well, with 10 square pockets as part of a design that is claimed to be both lighter and stronger than the other wheels in the range. The 235-mm width of the Continental Cross Contact tires is the same as the all-season rubber on the SE and SEL, but the 60-aspect ratio provides for about a half-inch more sidewall and corresponding compliance over rough terrain like the San Andreas fault or a typical Michigan road.
What you generally don’t find on most of these modern soft-roaders is additional underbody armor. If you go for something with a more serious off-road configuration like a Toyota TRD Off-Road or Ford Tremor, they typically have skid plates to protect oil pans, fuel tanks and other sensitive bits from sharp rocks. On a soft-roader like a Nissan Rock Creek model, or a Chevy Activ, the lower front fascia might be molded and painted to look like a skid plate, but there is generally no real extra protection.
The Ioniq 5 XRT also has no added protection. But as an EV, the most sensitive underbody component is the battery, and this already has a very beefy bottom plate to provide protection from random road debris. Thus adding more armor to a car with only 7-inches of ground clearance and no more wheel travel than a standard model is only likely to add unneeded weight without any benefit. In most cases, the XRT won’t even be able to clear the types of rocks you need the protection from.
If an XRT driver does manage to get their ride stuck somewhere, getting it extracted will be easier thanks to two bright red recovery points mounted on the front fascia. One of the Hyundai PR reps acknowledged that when they went to check out the course before media arrived, he did manage to high center the XRT in some extra deep sand, and they pulled him out with a more capable recovery vehicle and a tow strap.
On the inside, the XRT gets the same modest enhancements as other 2025 Ioniq 5s. The most notable change is the center console which now has a larger island at the top. The two cup holders have been moved over to right with one behind the other, leaving room on the left for a wireless charging pad. Behind these is a row of physical buttons for the seat and steering wheel heaters, parking assist and manual camera toggle. These were previously in the touch screen interface.
The infotainment system retains the same functional and relatively straightforward interface that Hyundai has had for several years, but now has a more powerful CPU driving it for better performance. The USB ports are all now Type-C, and wireless smartphone projection for Apple Carplay and Android Auto is included.
Aside from the XRT logos molded into the seats and door panes, the one other functional addition to the interior is the new terrain mode button on the bottom spoke of the steering wheel. This allows toggling between snow, mud and sand modes, adjusting the accelerator pedal response and slip thresholds from traction and stability control. When any of these are selected, it also locks in a 50/50 front to rear torque split, emulating a locked center differential.
It’s Fun Off-Road, And Capable Enough For Most
After our morning drive through the San Jacinto mountains in an Ioniq 5 Limited, we arrived at Metate Ranch in the San Andreas fault zone outside of Palm Springs. The terrain is rugged and quite alien looking. A local company offers guided Jeep tours through the fault zone, but those venture into areas way beyond the capabilities of an XRT.
Nonetheless, Hyundai set up a surprisingly challenging course. Even with an improved approach angle, with only 7-inches of ground clearance, the XRT isn’t going to climb over any of the boulders that fill this region of tectonic activity. However, the trail from our staging area through the fault zone had a good mix of smaller rocks (up to several inches in diameter), hard packed dirt and loose sand and it was far from even with plenty of dips and surprisingly tight curves.
Traversing this trail, maximum speeds ranged from about 10 mph up to 35 mph or more on some of the straighter stretches with less loose rock. The trail took us to a course made up of mostly loose and in some sections, quite deep sand. Several of the corners afforded the opportunity to even incite a bit of drift action for those brave enough to carry some speed in.
The combination of the taller sidewalls and a slightly softer suspension setup than other Ioniq 5s means that even over this uneven terrain, the XRT still felt surprisingly comfortable and there was little head tossing. The instant torque delivery of electric motors allowed for kicking up some decent rooster tails when you get on the right pedal with some verve. In the terrain modes, the regen is dialed back to its lowest level so you don’t just grind to stop if you lift too quickly in the sand.
The changes in behavior between sand, mud and snow modes weren’t dramatic, but sand mode definitely lets the XRT get a bit looser. During our on-road drive through the San Jacinto mountains in the Limited, the Ioniq 5 delivered surprisingly good steering feel — definitely much better than the Dodge Charger Daytona that I drove recently. We didn’t get a chance to drive the XRT on road, and when bouncing around in loose sand, it’s hard to judge the feedback. However, since the suspension geometry is unchanged, I wouldn’t expect it to be much different on road apart from a bit more squishiness resulting from the all-terrain tires.
A couple of years ago when Hyundai was launching the refreshed Palisade, the off-road experience was literally little more than a dirt road and not at all challenging. What we experienced at Metate Ranch was at least a bit challenging although not terribly technical. But I suspect running through the woods to a cabin in the XRT could actually be quite fun.
New Batteries, 259 Miles Of Range
For 2025, all Ioniq 5s get updated cell chemistry in the battery pack that increases the total energy storage capacity. The standard range SE goes from 58 to 63 kWh, with a range bump from 220 to 245 miles. The extended range battery pack goes from 77.4-kWh to 84-kWh, with range running from 269 miles with the 20-inch wheels and AWD to 318 miles for a RWD model with 19-inch wheels. The extra ride height and less efficient tires of the XRT earns it a range rating 259 miles.
Among the most important elements of the 2025 model year refresh for all Ioniq 5 variants except the N is the adoption of a native SAE J3400 (aka NACS) charging port. That means the XRT and its siblings can all charge at Tesla Superchargers and destination chargers without an adapter. As with other non-Tesla EVs, this only applies to V3 and newer Superchargers. Older V2 Superchargers are still restricted to only Tesla vehicles. Other charge point operators will start adding these J3400 charging cables in the coming months as well.
We stopped at a Supercharger with a Limited on the way back to the hotel. For now, the Ioniq 5 still doesn’t have Plug&Charge enabled, but that should arrive in the coming months. In the meantime, since Tesla chargers have no displays or card readers, you have to use the Tesla app to enable and stop charging sessions, but once connected, the Ioniq 5 was charging at over 126 kW even with the state of charge at over 50%. According to Hyundai, the 84-kWh battery will charge from 10-80% in about 30 minutes on current V3 Superchargers. On a 350-kW CCS charger, it will do the same 10-80% charge in about 20 minutes. That’s about 2 minutes longer than before due to the larger battery capacity.
The 2025 Ioniq 5 is shipping with a free J3400 to CCS adapter to enable charging from CCS locations. Before the end of March, Hyundai will be making complimentary adapters available to owners of all CCS-equipped Hyundai EVs including the original Ioniq Electric hatchback from 2017.
For 2025, Hyundai is no longer offering the 3 years of unlimited 30 minute Electrify America charging sessions. Instead, customers get the choice of either a ChargePoint level 2 home charger or $400 in charging credits at ChargePoint stations.
So Who Is This $57,000 Car For?
The reality is that any soft-roader like a Hyundai XRT is not designed to tackle something like the Rubicon Trail or the more challenging obstacles of Moab, Utah. Most owners aren’t going to use it for anything much more challenging than a two-track trail out to a summer cabin. But for those interested in driving an EV in all weather conditions or where the roads are more pockmarked, this may well be one of the best options out there.
It can handle some surprisingly challenging terrain with aplomb. Arguably, the most direct competitor would be the Subaru Solterra. The Solterra does have an advantage in ground clearance at 8.3-inches so it might do better in deep snow, but it doesn’t come from the factory with all-terrain rubber. The Subaru also has significantly less range at just 222 miles for the AWD variant and its charging capability is pretty mediocre with a maximum rate of just 100-kW although the charging curve has been improved for 2025 with a claimed 10-80% capability in 35 minutes.
The Subaru also has only 215-hp compared to the 320-hp for the XRT. However, the Subaru is now significantly cheaper than the Ioniq 5 XRT with a new lower starting price of $40,390 delivered and a maximum price of $47,885 for the loaded Touring Onyx edition. The Ioniq 5 XRT weighs in at a hefty $56,875 delivered.
The 2025 Ioniq 5 is now being assembled at Hyundai’s new Metaplant near Savannah, Georgia and in theory when the battery supply transitions to the US in the next few months, it would be eligible for a $7,500 federal tax credit. However, the current administration may put an end EV incentives, so those savings might be short lived. Either way, the Ioniq 5 is the most fun XRT I’ve tried yet. Now when are we going to get an Ioniq 5 XRT N!?
All Images by author
I’ll tell you who it’s for – someone who really digs those wheels. I’d be tempted to get the N but swap in those wheels (if they clear the brakes) and put some sticky on-road rubber on them.
At 67 years old and owning a Honda with less than 62K on the clock, I’m not sure I will ever have to buy another vehicle.
The price tags on a lot of the vehicles I read about here are just stunning.
I’ve bought a few cars new, (including the Honda) but I’m not sure I’d want to anymore. The closest I came to running one into the ground was my ’01 Jetta. But it was still doing fine with 165K when I sold it.
When I leased my Ioniq 5 (2024) in July they said the Tesla adapters were coming by November. We’re past that date now. I’m not holding my breath.
Now that I think of it, I don’t really want the Tesla app anyway. Can we roll back the mass adoption of the Tesla plug?
The Ioniq 5 is not aging well. It was fresh and cool initially but is dating itself quickly.
The unpainted bumpers are doing it zero favors in that regard…
Also, I know the LEDs in the steering wheel light up but a plain plastic panel with no logo is really off-putting and cheap looking.
259 miles is not enough in 2025 for a $60k product you’re expected to take out on remote dirt roads.
I don’t really think it’s an off-road excursion vehicle. It’s just like the Outback version of the Legacy. It’ll get you to your cabin (with electricity) that may be down a rutted dirt road or logging road while eliminating a little worry about ground clearance.
It’s definitely not an off-grid adventure machine.
I love my Ioniq 6…and really like the 5. But the value proposition of a $250/mo lease works a hell of a lot better than a $57K(!) sales price.
5 is nice enough, but the interior materials don’t come close to matching that pricetag.
Lots of meaningful changes to the earlier model years like mine. I crave a rear wiper in particular, but the additional hard buttons and changed ones would definitely be nice to have.
Bought my ’22 SEL used for half MSRP at 30k miles and it’s a peach. New non-oem tires and off I go. I actually prefer the CCS charger for now because of the speed capability vs. NACS…assuming the public charger works. 99% of my charging is done at home and the CarScanner app shows my battery has excellent SOH. No issues with the 12v battery shitting itself yet, or the “pop” beneath the rear seats for a backordered ICCU forcing the car off to a dealership for repairs. Does family duty for 4 plus dog very well.
The position of the buttons looks odd unless you can slide that console significantly forward.
Bad photos, methinks. Assuming the middle armrest and storage are at the same spot, those buttons should be easy to access by normal standards.
It looks like they’re about 6″ in front of the arm rest. Unless you have very short forearms you’re going to have to do some contorting to touch them and probably a full twist to the center to see them well enough if you can’t work them by touch.
Seat heaters aren’t really buried that deep in menus. There’s already a button on the climate control panel that brings up those controls.
The console goes way forward and I haven’t found any weird ergonomics pertaining to the buttons. They are easy to access and way better than any digital interface would allow for.
Glad to hear the console slides. From the pictures it looks like they got rid of the ‘warmer’ button on the hvac controls in 2025. I have the button in my 2024.
Having spent only 3 weeks of winter in my XRT, I have no idea why Hyundai could have thought a rear wiper was not needed. The rear glass gets coated in snow and muck.
This is our first winter with a wiper-less 2024. They maybe could get away without a wiper if the rear glass were more vertical, but the angled glass really collects visually obstructive material.
I kinda dig it. It seems like this could be really fun in some of the sand washes out in Ocotillo Wells, CA, or maybe even in the sand dunes at Pismo or Glamis.
Some others have hinted at it, but I think someone should do the following:
Or if someone could do all of this through photoshop or whatever AI tool, that would be great.
I’ve looked into getting a real “Integrale” logo from Ebay and sticking it on the right rear where they would have gone. But then I thought I’d rather not take a real emblem off the market for someone who needs one, so I may go the decal route. The red is awesome – I wish the dealer had them when I was looking, but I got the first or second one off the truck.
It’s so funny to see these articles come out today. I have an XRT that I leased a few weeks ago. I live in CO and was toying with the idea of getting an EV for daily driving purposes when I saw the XRT version of the standard Ioniq 5. It was a total no-brainer for me. I LOVE the silly, lightheartedness of the design. It’s fun and not some stupid jellybean of a car. The steely looking 18″ alloy wheels with extra all-terrain sidewall and a 1″ lift are perfect for the trash roads we have during the winter. I can crush a pothole no problem. The regular Hi5 is sketchy in that regard with its 19/20″ wheel options and low rolling resistance tires.
To me, the design looks like a cross between a Lancia Delta Integrale and a Mk 2 Golf Country and for that I love it. I was daily-driving a stage-2 modified 958 Porsche Cayenne Diesel before I got the XRT and the fascinating thing is the Horsepower and torque specs on the two cars are nearly identical. And shockingly, the Hi5 is about 90 lbs lighter than the Cayenne Diesel.
So far the car is an excellent city commuter. In sport mode the speed is immense. Steering feel and weight is better than the last Audi I owned. The interior materials are kind of trash but it’s a Hyundai after all. Leasing is the way to go. I’d never pay $57k MSRP, but for $300 a month it’s totally worth it.
I just fundamentally struggle with this across the board. Yes, I know it’s cool to “hate on” the faux-offroad trends, but some of them are putting some decent effort into the idea (Pilot Trailsport might be the best example).
First, Hyundai introduces an electric hot hatch. It’s amazing.
Next, they call it an SUV. It’s okay, guys, I get it — marketing.
But then, they lean even further into the fake SUV moniker by doing this?
Hyundai has a great rally heritage among all the newer brands. Why isn’t this thing painted blue with some white OZ wheels and sold like that? Same lift and cladding, but at least make it interesting and semi-relevant to your brand.
(see, this is why I can’t use that marketing degree anymore because nothing matters)
To be fair, these are far more Crossover like than hot hatch in person. I was quite disappointed by that.
It’s an old formula and they’ve done what others have done before. Outback was a slightly lifted Legacy with plastic fender trim. VW did the same thing with the alltrac, Audi and Volvo did it too.
I don’t know that any of these really became offroad vehicles in the transformation. It adds some clearance for snow or rutted dirt roads but nobody’s taking these things rock crawling.
I would just like to compliment Mr. Abuelsamid for excluding any “as an engineer,” statements, despite his decades of automotive engineering experience.
One place you generally won’t see the “as an engineer” qualifier is among engineers
Eh, I say it if I know my audience doesn’t necessarily know I’m an engineer and it’s relevant. Or when I’m putting my foot down about something safety/ethics related.
I have a leased Ioniq 5 and really like it. For all the questions about “who is this car for?” Me. The answer is me.
Everything I dislike about my current car is fixed in this version. I live on a dirt road at 9k feet in the CO mountains, so while the AWD SEL I currently drive is usually fine it turns into a snowplow when there’s a decent amount of pow on the roads. Another inch or so of clearance would be perfect. A little more squish in the suspension would be lovely to smooth out the washboard road in and out of my neighborhood. The side rails for the roof mean I can load skis / etc on the roof rack instead of having to drop the rear seat and load drippy mucky stuff inside.
Of course all the other 2025 improvements to the Ioniq5 would help as well, especially the rear wiper. It’s February and I don’t think I’ve seen out my back window since October.
As for the price? Eh. I have no doubt that Hyundai will be discounting the begeezus out of this thing in 6 months time, so we’ll see what the actual transaction price ends up being later this year when I’m ready to pull the trigger.
I expect to see the XRT all over my part of Colorado, as it does, as you say, fix some of the biggest challenges the regular Ioniq 5 has with living in the region.
Ha ha! Fellow Coloradan here. Yes, I leased this exactly for your reasons above. Hyundai isn’t marking these up at all, at least in Denver – you get the same discounts as the other trims (SEL/Limited) and it slots in between those two in terms of pricing. Plus you get CO incentives on top of that. These are great leases.
The XRT adds some nice equipment that the 2025 SEL lacks – namely, the camera blind spot monitor and surround view cameras. I wish it had ambient lighting but you have to go limited for that. And it deletes the sunroof.
I think this is just a way to make an Ioniq 5 with more mainstream looks.
With off road appearing trim levels doing well (Subaru Wilderness), Hyundai figured they could get an Ioniq to blend better in the REI parking lot without changing any sheet metal.
It’s interesting that you can get an Ioniq 5 in both an off-roady flavor and a track-capable one.
I’m just not sure who this is for. The range penalty for all the off road-ey bits is substantial and I’m sure it’s even worse in the real world. It costs nearly $60,000, which puts it within spitting distance for the Ioniq 5 N…which dealerships are already discounting pretty heavily so I doubt the price delta is that significant when all is said and done, although here’s a friendly reminder that you should be leasing this and not buying it.
Anyway, back to my initial question. Who’s going to buy this? It’s not enthusiasts because the N is about the same price and the Mach E Rally is a more serious piece of kit than this. I feel like this must be targeted at the Subaru Wilderness crowd, who are probably just going to stick with Subaru now that they offer hybrids or lease the Solterra if they’re EV curious.
Do they think they can win some buyers from the Bronco/Wrangler/4Runner crowd? I’d imagine the slice of that demographic that’s interested in an EV is either saving for a Rivian or already has a deposit down for a Scout. There’s also the new Passport for folks who want that vibe but don’t want to deal with the negatives of a body on frame truck. Don’t get me wrong-this seems like a perfectly decent car and with the soft roader hysteria we’re currently seeing I see why they’d do this on the surface level.
…but in reality I genuinely don’t know who would buy one, especially at this ludicrous price.
You can already get one in AWD with black plastic side trim (not ‘pixelated’ but whatever). Wrap the front and rear bumpers (may look better just doing the lower sections) with black vinyl and you’re more than half way to the off-road looks of this version.
Have you ever visited a high or very high cost of living area? Among many younger couples making $30-50k/mo, luxury brands aren’t so popular, but a lifestyle Hyundai EV is pretty palatable. An extra $300/mo over a competitor isn’t really the issue there
I mean I live in DC in a neighborhood that’s primarily older folks who’ve been there for ages or young professionals. I wouldn’t categorize it as the 30-50k a month set but it’s definitely upper middle class. I’ll agree that luxury cars are definitely not popular. In fact it’s mainly a sea of the “lifestyle vehicles” you describe. Subarus, more Subarus, a Bronco Sport or two, Wranglers, Pilots, etc.
I guess a lot of us would be open to one of these. It’s certainly not where I’d spend my money, but point taken.
This appeals to almost all of the Subaru set – not just the “Wilderness crowd.” It’s not particularly aggressive in any way but it gets the job done. It has enough range and interior space for dogs or camping or whatever and enough clearance for getting to work when there’s a few inches of snow on the ground.
As a Crosstrek owner, I’d consider one if I wasn’t waiting on the Rivian R3.
I would have gotten an N but they are very hard to come by and aren’t discounted much. Plus the seats are a little to racy for me. Otherwise, yeah the N is the way to go.
The N buckets are horrendous for daily driving. It’s one of the reasons I went Kona N over Elantra N. I was in physical pain after I drove the EN and I’m a pretty normal sized dude.
Respectfully, bumping k-love during an off-road review is hilarious to me.
I like the Ionic 5. It would be on my short list if I was in the market for an EV. I however have never seen the Ionic 5 as a SUV, it’s clearly a hatchback. This trim level seems entirely pointless to me.
If you actually look at the size of one, it’s clearly an CUV. The styling is fantastic and really hides the fact well. But park it next to something like CRV, RAV4 of any other commonly expected CUV, and it’s roughly the same size.
It may be roughly the same size but it has no ground clearance (basically the same as a Camry). Which, if I understand the CUV craze, is the difference between a hatchback and a CUV. These things are hatchbacks 100%.
It has 6.1″ of ground clearance.
Mercedes GLC = 5.9″-6.2″
Buick Encore = 6.2″
Cadillac XT6 = 6.6″
It’s not exactly without company.
And the Ford Mustang also has 6” of ground clearance….
We can argue this all day. I get that it’s classed as an “SUV” by the government but come on, it’s a hatchback. It looks like one and drives like one. I’m willing to bet that if you polled 100 random people on the street, 90 of them would not call it an SUV.
I’m sure Hyundai will make big bucks on this “off-road” trim. I just don’t get it personally and certainly wouldn’t pony up the cost delta for it.
Well, the Subaru Impreza was a hatchback until it mutated into a Crosstrek–and those pointless things are selling like mad.
Never discount a lot of insecure people thinking they will somehow need to drive offroad somewhere between stops at the daycare, their office and the grocery store. Something something fire roads and trail heads is usually the response.
I’m all for people having what they want because it’s fun or cool, but I’ll never really understand the faux-offroad vibe. It’s like wearing workboots made out of vinyl to an office job. Similar to when people took a Fiero and slapped a Ferrari body kit on it.
I consider mine a hatchback.
Actual recovery points in the front. What a world we live in! Tow truck drivers pulling these out of snowy ditches will be happy.
Question is are they even tied into a strong recovery point? And not just faux recovery points that would not support the weight or force of being tugged out of stock?
Author answered this question in the article – the vehicle got stuck high-centered in sand, had to be tugged out using these points.
Derp what I get for not reading well enough haha
Shocked this wasn’t compared to the Mach-E Rally.
Ditto. My hunch is that it lacks in capability and in fun compared to the Mach-E Rally, maybe Hyundai is saving the N model for that.
Test drive a Genesis GV60 Performance model if you want a taste of what this would be like. That vehicle, and this one, share the same platform.
My wife has a GV60 Performance. It is equal parts her Girl Boss car and when you push the BOOST button, insane.
How does she/you like it compared to the Ioniq 5? I’m totally interested in swapping some worthwhile parts from the GV60 into mine down the road. Interior looks much much better.
We really like it. Handling is fantastic, performance is great, it’s a beautiful looking car and it’s been very reliable. We have an L2 charger at home which makes a big difference.
The Ioniq 5 didn’t really work for her. She was looking for something more upscale and liked the Genesis design package better than the pixel-based Hyundai.
If those parts transfer into your Ioniq5, you’re going to have a fantastic time.