Category: Hyundai

2024 Hyundai Ioniq 5 Review: Still at the top of its game

James Riswick

James Riswick

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Pros: Futuristic styling with utilitarian design; lengthy range; rapid charging; surprisingly fun to drive; excellent infotainment

Cons: Base model is less appealing; less useful cargo space than rival EVs; no federal tax credit

The electric car market is expanding and evolving rapidly, but the 2024 Hyundai Ioniq 5 continues to hover high above much of the field despite its nameplate being three years old. It still wows with its digitalized retro looks and hatchback shape that disguise the fact that it’s actually quite big. That size grants it a degree of practicality and comfort that make it a great family vehicle, while Hyundai has tuned it to be surprisingly fun to drive.

The Ioniq 5 checks plenty of other key boxes, especially for the typical EV buyers. Electric range is above average and its 800-volt architecture makes it one of the fastest-charging EVs, period. Performance is quite strong, too, especially with the dual-motor model. Infotainment tech is top-notch – it looks cool and is easy to use. Safety tech is even better – it’s one of the most extensive and best-executed driver assistance suites on the market.

As much as we love the Ioniq 5, checking out the mechanically related Kia EV6 and Hyundai Ioniq 6 sedan is a must, as is the new Chevrolet Blazer EV (although its availability is limited in the coming year). One also can’t ignore the low prices and superior charging network offered by the Tesla Model 3 and Model Y. We’re not sure any of them are quite as cool as the Ioniq 5, though.

Note that the refreshed 2025 Hyundai Ioniq 5 is coming soon, and the hi-po 2025 Hyundai Ioniq 5 N is available now. We're not totally sure what's in store for the rest of the next model year, but we've driven the 2025 Hyundai Ioniq 5 N (it's incredibly fun), and have included it in this buying guide.

Interior & Technology    |   Passenger & Cargo Space    |   Performance & Fuel Economy

What it's like to drive    |   Pricing & Trim Levels    |   Crash Ratings & Safety Features

What's new for 2024?

There are a slew of added standard features that weren’t available at all last year. This includes rear seat side airbags, rear outboard seatbelt pretensioners, steering wheel haptic feedback added to the lane-keeping and blind-spot warning systems, and in-car Wi-Fi capability (subscription required). A digital rearview mirror is also now standard on the Limited.

And finally, in case you’re wondering about the wild, high-performance Ioniq 5 N, it’s here as a 2025 model year. You can read our Hyundai Ioniq 5 N review here.

What are the Ioniq 5 interior and in-car technology like?

The Ioniq 5’s cabin is big, bright and airy, with a minimalist design aesthetic that doesn’t lose sight of functionality. Everything isn’t controlled and displayed on one screen, and there are still conventional buttons and switches for things like the windows and climate controls where you expect them to be. Even the touch-sensitive buttons and electronic shifter, which can typically be a source of frustration, are well-executed.

In the Limited trim, the center console is moveable, sliding forward and backward. That console is home to a pair of cupholders, a large cargo tray, a slot for a phone — with an available wireless charging pad — and a pair of USB ports. It’s a clean and calming space that’s surprisingly spacious and airy. The color palette is limited: black monotone and two-tone gray with a two-tone green sadly only available with the Digital Teal or Shooting Star exterior Limited trim levels.

Every Ioniq 5 features dual 12.3-inch displays, with one serving as the instrument panel, the other as an infotainment touchscreen. It’s one of the better infotainment systems on the market (it's also likely to be replaced with Hyundai's updated one, as the Ioniq 5 N has, and we don't like it as much). The menus make sense, simple tasks like changing a radio station are easy, responses are quick, and it looks good. We also like the 60/40-split screen functionality that lets you look at audio and navigation, for instance, at the same time. Unfortunately, wireless Apple CarPlay and Android Auto are not available, which obviously means you have to plug in your phone to use them. Worse, the data USB port is under the dash down by your shin (below right), meaning your phone will end up stranded down there, too. The non-data USB ports and the available wireless charger are located in the center console (below).

The Limited trim gets a head-up display with integrated augmented reality. In addition to the usual HUD duties, it can also project images to highlight the car ahead of you, give alerts about lane safety and help indicate where and when to make the next turn on your route. If that sounds like a lot of visual information, it is, but you can tailor the content shown in your HUD through menu selections. This is the type of cutting-edge tech you can only find in upper-crust vehicles like the  Mercedes-Benz S-Class.

How big is the Ioniq 5?

It’s way bigger than it looks. While it looks like a hatchback in photos, seeing it in person, you can better understand why the Ioniq 5 is better classified as a midsize  crossover SUV. Its wheelbase is about 3 inches longer than that of the three-row  Hyundai Palisade. As such, the Ioniq 5 is fabulously roomy inside. Back seat legroom is vast, but then that’s pretty much an EV given at this point. The front row is especially spacious and open, however. The available sliding center console opens that lounge-like space up even more, and if you really want to lounge, the Limited includes a driver seat footrest to use while parked/charging (both pictured above). 

As for the cargo area, the footprint is big, but the aggressively raked rear window means taller items could impede the closure of the liftgate. The rear seats can slide forward to allow a little more luggage space, at the expense of second-row passenger space. The Ioniq 5 claims 27.2 cubic feet behind the second row, which is lower than the  Ford Mustang Mach-E’s 29.7  and  the Volkswagen ID.4’s 30.3. Its on-paper volume is  greater than that of its  Kia EV6 cousin,  but in our  Ioniq 5 Luggage Test, we found that the shape/slope of the hatchback impedes loading, shrinks usable size and ultimately makes the cargo less spacious than the  EV6  and the other electric  crossovers. There’s no front trunk (or “frunk,” if you prefer) under the hood apart from a small space (0.85 cubic feet) only big enough to stash the mobile charging cable or other small items. That’s at least better than needing to store them in the cargo area, and at this point, few EVs have useful frunks.

What are the Ioniq 5 fuel economy and range specs?

There are three drivetrain configurations for the Ioniq 5. The base standard-range version has a 58-kilowatt-hour battery good for 220 miles of driving. It is only available as a single-motor, rear-wheel-drive model with 168 horsepower and 258 pound-feet of torque. Its efficiency is rated at 110 miles-per-gallon-equivelent combined

Then there are two versions with the 77.4-kWh long-range battery. The single-motor rear-wheel-drive version provides 225 hp and 258 lb-ft of torque. That’s good enough for a sprint from 0-60 mph in around 7 seconds, which would be an average time for a midsize SUV. With a driving range of 303 miles, it’s rated at 110 mpg-e combined.

The all-wheel-drive version adds a second motor that powers the front wheels. The resulting total jumps significantly to 320 hp and 446 lb-ft of torque, which is why there’s a larger price premium for all-wheel drive than you’d see in gas-powered cars, plus the Toyota bZ4X and Chevrolet Blazer EV. All that extra juice motivates the Ioniq 5 from a stop to 60 mph in about 5 seconds, but range drops to a still useful 260 miles. It’s rated at 99 mpg-e combined.

On the charging front, the Ioniq 5’s 800-volt battery architecture means it can take advantage of 150- and 350-kW DC fast chargers, the latter able to take the battery from 10% up to 80% in just 18 minutes. It’s one of the fastest-charging EVs, period.

The 2025 Hyundai Ioniq 5 N gets dual-motor all-wheel drive good for 601 hp and 545 lb-ft of torque, or 641 hp and 568 lb-ft for 10 seconds at a time with the "N Grin Boost" function engaged. It'll do 0-60 in a claimed 3.25 seconds. Its 84-kWh battery has a range of 221 miles, and gets 72 mpg-e.

Zac Palmer

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What's the Ioniq 5 like to drive?

Both the all-wheel-drive and RWD versions of the Ioniq 5 are an absolute delight, but the dual-motor AWD model is the one that'll get your heart pumping. With all the headline-generating, eye-popping 0-60 times of ultra EVs like the  Tesla Model S  Plaid, it's easy to forget that a 5-second 0-60 time is still awfully quick (and honestly, the long-range RWD model is far from slow at 7 seconds). The Ioniq 5's instant torque is enough to snap you back into your seat as you rocket onto the freeway. With Sport mode engaged, the AWD Ioniq 5 will treat you to a light but delectable serving of the rear wheels breaking traction to let the rear end peek out. It’s an addictive pleasure, and one that is sure to induce an endless supply of giggles.

That said, the Ioniq 5 can also be incredibly well behaved. Its long wheelbase makes for a calming sense of stability at highway speeds, while you’re quietly and comfortably whisked away to your destination. Hyundai’s Highway Driving Assist system includes adaptive cruise control (with machine learning to adapt to your driving style) and a very adept lane centering feature. The Highway Driving Assist II feature on the SEL and Limited trims gets semi-automated lane changes and integration with the augmented reality head-up display. There are also driving modes — Normal, Eco, Sport and Snow — to fit your mood or situation, and you can also dial in different amounts of regenerative braking force using the paddles on the back of the steering wheel. The highest level allows for one-pedal driving.

We have yet to test the single motor standard battery version, but its combination of range, performance and price make the Ioniq 5 less competitive.

As for the 2025 Ioniq 5 N, it's wild with tons of power and the ability to mimic engine noises and an eight-speed transmission. With N E-Shift, the Ioniq 5 doesn’t drive like an EV. The electric motors initially delay response to give the feeling of turbo lag. The power peaks and surges like the turbo engines in Hyundai’s other N cars. You can rev high in each gear and the Ioniq 5 will lurch and cut power while your fake tach needle bangs off the fake rev limiter. The experience is legitimately uncanny. And it’s fun. Like, a ton of fun. Masterful suspension tuning and powertrain trickery, plus an e-LSD at the rear, contribute to a car that happily flings itself amongst narrow, technical, back-and-forth esses. It feels big, but definitely not as big as its dimensions would suggest. The brake feel is firm and trusty by EV standards, but still not as sensitive on track as top ICE models. In a nod to committed left-foot brakers, the Hyundai allows a simultaneous two-step on the brake pedal and accelerator without cutting power.

What other Hyundai Ioniq 5 reviews can I read?

10 thoughts about the future-classic Hyundai Ioniq 5 N

Wildly fun and dripping with character, the high-powered N will be remembered.

Hyundai Ioniq 5 N First Drive Review: Mega fun everywhere, not just 0-60

We drive the U.S.-spec N. Every part of the EV SUV is retuned, from suspension and battery to seats and screens.

Comparison Test: Hyundai Ioniq 5 vs Ford Mustang Mach-E

Both are great, but which is better? We decide in this comparison test.

Hyundai Ioniq 5 Luggage Test: How much cargo space?

The electric hatchback/crossover has a weirdly shaped cargo area, but a handy sliding back seat.

Hyundai Ioniq 5 vs Kia EV6 Interior Comparison | Mellow modernism vs. supreme sportiness

Having trouble deciding between the Ioniq 5 or EV6? Our interior comparison could provide you the answer.

Hyundai Ioniq 5 Cupholder Mega Test

We check the cupholders and door pockets of the 2023 Hyundai Ioniq 5 to see if it will fit our favored but oversized water bottle.

2022 Hyundai Ioniq 5 First Drive Review | The electric hits keep coming

This is our first crack at the Ioniq 5, and we drive the top trim level with all-wheel drive in the city, on the highway and through some winding mountain roads. Let’s just say we’re in love.

What is the 2024 Hyundai Ioniq 5 price and where is it built?

The Ioniq 5 is built in South Korea, so it is ineligible for federal tax credits when purchasing the car. It may qualify for state credits, though, depending on your income level.

Pricing starts at $42,985, including the $1,395 destination charge, but that’s for the short-range, small-motor, rear-wheel-drive version. The bigger battery and more powerful rear motor start with the SE at $47,035. We think that’s the best place to start, and from there, the Ioniq 5’s trim levels are the usual ladder-type structure where each gets extra equipment plus additional style options.

All prices below include the $1,335 destination charge. And note that the atypically high all-wheel-drive price premium is the result of the dual-motor model adding significant performance in addition to all-weather traction.

  • SE Standard-Range RWD: $43,195
  • SE RWD: $47,245
  • SE AWD: $50,745
  • SEL RWD: $48,795
  • SEL AWD: $52,295
  • Limited RWD: $54,895
  • Limited AWD: $58,795
  • D100 Platinum Edition (Disney-themed): $61,795

The 2025 Hyundai Ioniq 5 N comes in a single trim with all-wheel drive, and costs $67,495, including the $1,395 destination charge.

What are the Ioniq 5 safety ratings and driver assistance features?

Every Ioniq 5 comes standard with forward automatic emergency braking with pedestrian and cyclist detection, lane-keeping assist, blind-spot and rear cross-traffic warning, Safe Exit Assist (uses the last two items to warn you against opening doors into cars or bicycles), a driver inattention warning system, rear occupant alert, rear parking sensors and adaptive cruise control with stop-and-go functionality and lane-centering steering assist. Rear side airbags are also standard, which is rare. Also available are surround-view parking camera, blind spot view monitor, front parking sensors, as well as the added functionality of Highway Driving Assist II (automated lane changes, and improved logic for adaptive cruise control to better adjust to cars cutting in front of you or encroaching on your lane). Besides simply having all these driver assistance features, it’s important to note how well-executed they are.

The 2024 Hyundai Ioniq 5 received an IIHS Top Safety Pick+ award, scoring the highest marks in every crash test  category. Its base headlights scored an "Acceptable" rating, but the upgrade lights for the SEL and Limited scored the highest "Good" rating. The  NHTSA  gave the Ioniq 5 five out of five stars for overall, side and rollover crash protection. It got four stars for frontal crash protection.

Hyundai Santa Fe Calligraphy Interior Review: More functional than fancy

The new Hyundai Santa Fe boasts a controversial design on the outside that definitely won't be for everyone (I'm all for it, but can see how the Minecraft Ford Flex aesthetic is a bit weird). The interior is less polarizing. The design is certainly on the blocky side itself, and doesn't have the more organic and luxury-adjacent vibe of the Palisade, but its technology, switchgear and overall materials quality all speak to a premium environment. I don't think it's as luxe as the Palisade Calligraphy with its quilted leather and silver switchgear, but it certainly has the luxury feature content to back it up. I'll be touching on those features a bit in this interior review, but I'll mostly be focusing on this interior's impressive functionality, much of which is common throughout the Santa Fe lineup.

Let's talk about storage, as the Santa Fe has a lot of it. There is the typical drop-down glovebox, but just above that is a little shelf to put whatever. I'd say a phone, but the center console has your passenger covered for that (more on that in a moment).  

Above, you'll see there is a second glovebox hidden behind the pleather-covered trim panel. Apparently, as this is a Calligraphy, it has a UV Sanitizer inside meant to kill germs on whatever you put in there. I sadly did not have a petri dish on hand to see how effective it is. I guess this is a good thing? At the very least, it's something I've never come across before.

Speaking of which, I don't remember coming across a double-opening center armrest bin like this. Lots flip left or right, but this one has access buttons on both ends. Why do you want it to open the other way?

So those in the back can get access, that's why. They also have a handy pull out bin. 

Moving back up front, there is a now-common under console storage area. It has a rubberized floor to prevent whatever from sliding around.

Here's another novelty. Though not strictly unique, having two wireless charge pads in a car is exceedingly rare. These are right-smack in the middle of the center console and you can see they feature little platforms that let the outer edges of your phone have access to air rather than suffocating against rubber. 

You can also see the primary cupholders here, which were big enough to hold my wine-bottle-sized water bottle. 

Moving into the back, there are additional cupholders in the doors. I'm a big fan of this feature, mostly because I can put my son's daily water bottle for school right next to him where I can't possibly miss it when getting him out of the car. 

The hourglass shape allows for two cups or bottles, but is also intended to keep a phone on its side somewhat secure. 

In this photo, you can also see that the Calligraphy has heated second-row seats. So does the Limited. 

The front seat backs have little hooks and some Minecrafty embossments to spruce up what would otherwise be hard plastic. And before you complain about that hard plastic, I'd offer this is better to meet a kid's dirty shoes than leather/pleather.

As shown in the Santa Fe Luggage Test, there is some underfloor storage behind the third row, but it's indeed more "storage" than an expansion of the cargo area.

Let's talk about the seats. These are exclusive to the Calligraphy: the "Relaxation Comfort" seat first seen in the Hyundai Ioniq 5 Limited. I like them because of how high you can arch up the front of the seat bottom and dive the back of it -- I'm 6-foot-3, and sitting like this lets me sit closer to the wheel while providing under-thigh support and taking pressure off my lower back. A fellow editor once dubbed this "the birthing position." Porsche seats can often do this, as could BMW seats in the 2000s. 

For everyone else, putting this feature in the Santa Fe feels more like a "hey, why not?" feature. The Ioniq 5 has it, apparently, for relaxing while your car charges. You don't have to do that with the Santa Fe. Waiting for the kids to come out of school, maybe? Whatever, let's just go with "good for tall people."

The second-row captain's chairs in the Calligraphy are partially power-operated. They still slide fore-aft by pulling up on a bar and then moving the seat the old-fashioned way, or by pressing the quick-release button that slides it forward for third-row access. 

Recline and seat-bottom tilt are then handled with electric motors. This is great for comfort, but impedes third-row access by making it ... really ... slow ... to ... put ... the seatback ... back. A common issue with power-operated second-row seats. 

You can lower the second-row seatbacks with these buttons in the cargo area.

This is the third row. The seat is obviously quite flat, and it's quite close to the floor. You will be more comfortable in a Palisade, regardless of how big you are. That said, scooting the second row up to free up some extra space for those in the third row still leaves plenty of space for those sitting in the second (even with a tall driver up front). Also note how much headroom there is thanks to that boxy roofline, which also contributes to big, square quarter windows that makes it feel airier and more spacious than is typical. 

Speaking of airy, the Limited and Calligraphy have a dual-pane sunroof.

Back to the third row, which has air vents, hourglass double cupholders and a USB-C port on each side, plus a rear A/C fan control. The right side also has the 115-volt house-style electrical outlet that's more of a cargo feature.

The second row has sunshades in the Calligraphy. I think these should be standard in every family vehicle. 

Now let's move up front and talk about technology and controls.

This has basically the same shifter design as the Ioniq 5 and 6. Twist forward for drive, backward for reverse and press the button on the end of it for park. 

I have a tendency to want to do the opposite as the shifter's monostable functionality is generally similar to center console electronic shifters that do forward for reverse and back for drive (see BMW). 

There are different gauge layouts available, tied to drive mode if you'd like, but I just stuck with these. They are clean, easily read and go with the rest of the interior.

The Santa Fe has the same row of infotainment shortcuts as the Ioniq 5 N (which has removed the old Radio shortcut button for Search, booooooo), but it has more climate controls. Specifically, "buttons" for heated seats, ventilated seats and heated steering wheel. You don't have to wait for the infotainment system to clear a lawyer screen, press a general seat/wheel button and then do something on the screen. That's annoying. This isn't.

Also note that the mechanically related Kia Sorento has these rows of infotainment and climate controls integrated into a common housing and flips back and forth between them. This is better than that.

You can also see the big Drive Mode toggle here. Can't say I was inspired to press that in a Hyundai Santa Fe. 

Oh, you can also see the little button for killing the gunk on your phone with UV-C.

The Limited and Calligraphy have multi-color ambient lighting. There are 10 preferred choices with snazzy names, or you can go beyond that with a larger color wheel. My son demanded pink per usual.

And finally, the infotainment system, because it pisses me off. This is Hyundai/Kia's newest system and I don't like what they've done. I DO like that it no longer defaults onto a nothing page with some scenery on it every time you turn the car on, and the shortcuts along the bottom are fine. 

I listen to satellite radio, though, and what they've done to its interface is nonsensical. Since Sirius and XM debuted in cars nearly 20 years ago, a defining feature has been being able to see what song is playing. Furthermore, you've usually been able to see that information at the same time as your favorites list. That functionality is increasingly going away and I do not understand it. The Hyundai/Kia system is yet another culprit after previously doing Sirius XM controls totally normal and very well. 

Look above left. The currently selected station, Alt Nation, is indicated in three different places: highlighted in the channel list, shown as a thumbnail at the right, and in the lower right hand corner with its station number, SXM 36. The only thing indicating what song is playing is the tiny thumbnail of album art, as if anyone is supposed to know what the hell that is. This is barely better than the plain-old radio face plate in my 25-year-old BMW that just says "FM 106.7."

To find out what son is playing, you have to press that tiny thumbnail of album art. This takes over the entire damn screen (above right), and although you can now see the song info, it's in small font in the lower right hand corner. VW and BMW now do this full-screen takeover, and I don't get it. It makes you got back and forth, back and forth ...

Oh, but can't you use the split-screen functionality to show song info, you know, exactly where that Alt Nation logo is in the above left photo?

NO! I can't fathom why Hyundai/Kia got rid of the option for seeing entertainment info in the split screen view. This is particularly helpful when using the native navigation system, or as some cars let you do, with Apple CarPlay.

In the new Hyundai/Kia system, split screen content lets you see a map on top of a map, the weather forecast, or my personal favorite, extremely detailed geographic coordinates just in case you need to call in a missile strike on yourself. 

This obviously drives me bonkers. Why, Hyundai, why???

At this point, I can already hear people saying "Whatever, I just use Apple CarPlay." Well then, here, it has it, and the shortcut buttons make it easy to escape. 

Hyundai/Kia has also maintained the little star button, which is customizable for access any number of options. I set it for phone projection, granting quick access to Apple CarPlay at the push of a button. Again, I can no longer press a Radio button to easily get back to that screwy radio screen, but don't worry, I have easy access to Search for something. What, I don't know. "Hey Hyundai, why is your radio UI terrible now?"

So, obviously, I'm no fan of the infotainment system changes, but everything else about the Santa Fe's interior functionality is very impressive. 

We drive the 2025 Porsche 911 T-Hybrid, updated Miata and Lamborghini Urus | Autoblog Podcast #841

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Continue reading We drive the 2025 Porsche 911 T-Hybrid, updated Miata and Lamborghini Urus | Autoblog Podcast #841

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10 thoughts about the future-classic Hyundai Ioniq 5 N

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Driving the Toyota Land Cruiser, Lexus GX and Hyundai Ioniq 5 N | Autoblog Podcast #840

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Plus Mazda CX-50 hybrid debut, electric Porsche news, a helicopter-derived Caterham and more

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Lawsuit accuses Hyundai of faking US sales data for electric cars

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Used cars to avoid, ranked by Consumer Reports

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Ford SuperTruck wins Pikes Peak in a strong year for automakers

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Best midsize SUVs of 2024, reviewed by experts

In the beginning, buying an SUV almost certainly meant you were going to be buying a midsize SUV. Early models like the Explorer, Blazer, Grand Cherokee, Pathfinder and 4Runner are the reason a niche, off-roading vehicle segment morphed into the bread-and-butter family transportation choice and then spawned numerous offshoot segments based on size, capability, performance and luxury.

All those different directions can be easily seen in today's selection of midsize SUVs (most of which are technically crossovers), including the current versions of those SUV pioneers. There are the three-row family haulers that consumers happily gobble up instead of minivans. These are best suited for families, likely with more than one child, who can use the extra cargo space and/or extra row of seats -- even just for occasional use. There are two-row, style-oriented choices like the Chevy Blazer, Nissan Murano and Volkswagen Atlas Cross Sport that are resolutely intended to stay nice and clean on-road. These are still great choices for families. On the opposite end, there are the old-school, body-on-frame, definitely-not-a-crossover Jeep Wrangler, Ford Bronco and Toyota 4Runner. While plausible for family use (especially the huge 4Runner), they are less efficient and comfortable. And then you have segment-bending oddities that don't exactly fit into a single category like the Kia Sorento and Subaru Outback, plus the new selection of electric SUVs that are vaguely midsize in dimension and vaguely SUV in shape. Oh, and lots and lots of luxury choices, which we cover in our Best Luxury SUVs list.

So here are our best midsize SUVs, listed alphabetically: Two-row midsize SUVs, Three-row midsize SUVs and Electric midsize SUVs. You can also read our list of the Best midsize luxury SUVs.

Best three-row midsize SUVs of 2024

2024 Honda Pilot

Why it stands out: Exceptional storage and cargo space; unique second-row functionality; refined ride; versatile and capable TrailSport; advanced AWD
Could be better: Subpar acceleration with lackadaisical transmission and engine response; so-so driver assistance tech

Read our full 2024 Honda Pilot Review

The Honda Pilot was completely redesigned for 2023. It maintains its predecessor's family friendly packaging and overall focus, but it has injected a welcome sense of style (especially in the TrailSport pictured above) that makes it stand out much better from the big crossover crowd. The Pilot's restrained adornment and classic proportions are refreshing compared to the increasingly busy Kia Telluride, Hyundai Palisade and Subaru Ascent. Let's talk about practicality, though, which is ultimately the Pilot's best attribute. While every other three-row SUV makes owners choose between a second-row bench seat or captain's chairs (and therefore six-, seven- or eight-passenger capacity depending on vehicle), the Pilot's removable second-row middle seat means that every Pilot can be a seven- or eight-passenger vehicle. That middle seat even fits under the cargo floor in all trims but the TrailSport (its full-size all-terrain spare tire takes up too much space). There's also plenty of thoughtful, family-friendly storage throughout and a well-rounded driving experience true to the Honda norm. 

2024 Hyundai Palisade

Why it stands out: More third-row and cargo space; well-executed tech; high-style interior
Could be better: No hybrid or performance version

Read our 2024 Hyundai Palisade Review and our long-term Palisade test

The Hyundai Palisade is mechanically related to the Kia Telluride, and choosing between this pair of masterfully executed family haulers could basically come down to a coin flip. Or, more realistically, which you think looks better. For its part, the Palisade has a more luxurious vibe, which is most obvious in its Limited and Calligraphy trim levels that could easily compete with actual luxury-brand SUVs. The main reason for this is the stylish, well-made cabin that not only looks great, but boasts useful storage, user-friendly infotainment tech and more space than nearly every competitor — bigger kids and even adults will be perfectly comfortable in the third row, and you can fit more stuff behind the raised third row. Hyundai's driver assistance and safety tech is also among the best-executed in the industry. If there's a major hole in its game, it's the lack of a hybrid powertrain or a more powerful version. 

2024 Kia Sorento

Why it stands out:  Unique size; efficient engines including two hybrid choices; high-end cabin; well-executed tech
Could be better: Less standard power than similarly priced midsize models; hybrids are extra-hard to come by

Read our 2024 Kia Sorento Review or specifically our Sorento PHEV review

The Kia Sorento basically has the exterior dimensions of a two-row midsize SUV, but manages to sandwich in a third row for those who could foresee needing one on occasion, but not frequently enough to warrant driving around a bigger, thirstier and pricier vehicle like Kia's Telluride. It's basically for those who don't necessarily think that bigger is better. And for its part, the Kia Sorento is appealing for myriad other reasons. Interior materials quality is elevated, the designs are handsome and technology is excellent. The same well-executed driver assistance and safety features that so impress in the Palisade and Telluride are also available in the  Sorento. Perhaps most significantly, however, is that the Sorento is one of the very few three-row SUVs offered as a hybrid. Its 37 mpg blows away the V6-powered competition, and there's an exceptional plug-in hybrid choice (pictured above right). It is important to note, however, that 2024 is an odd year for the Sorento. The gas-only versions get revised exterior and interior design, and new infotainment tech. The hybrids get those updates for 2025, meaning the 2024 versions carry over from last year. The Sorento is recommended regardless of these updates. 

2024 Kia Telluride

Why it stands out: More third-row and cargo space; well-executed tech; well-made interior; doesn't look like a family hauler
Could be better: No hybrid or performance version available; X-Pro's firm ride

Read our full 2024 Kia Telluride Review

If you've already read the above description of the Hyundai Palisade, you've been briefed about its mechanical commonalities with the Telluride and that they share the same fundamental strong points: space, technology, quality and value. They also do so to an extent that outpaces their competitors. Of the two, the Kia Telluride has received the greater share of accolades, largely because its styling seems to resonate with more people. Basically, style is the tie breaker. There's more than a whiff of Range Rover to its blocky proportions and restrained detailing. Heck, "Telluride" is even written across the hood, much like a Range Rover would be. Basically, the Kia Telluride doesn't look like a three-row family hauler despite being one of the best three-row family haulers. Win-win. 

2024 Toyota Grand Highlander hybrids

Why it stands out: Exceptional fuel economy for a three-row SUV or big-time power for a three-row SUV; tons of space behind the third row
Could be better: Some infotainment irritations; expensive

Read our full 2024 Toyota Grand Highlander Review

While the Toyota Highlander has previously been on this list, it was almost entirely because of its hybrid model that provides exceptional fuel economy none of its competitors could match. We always included the caveat that you'd be sacrificing third-row and cargo space for that fuel economy. That is not the case with the new Toyota Grand Highlander, a separate model despite its name, that's substantially larger where it counts: in the third row and behind it. It too is available with a traditional, fuel-sipping Toyota hybrid powertrain that achieves a sky-high (for a three-row family vehicle) 33-36 mpg combined, but also offers the performance-oriented Hybrid Max powertrain that gets above-average fuel economy while also boasting 362 horsepower -- an amount few rivals approach. Add it up, and the Grand Highlander is an easy replacement here for its non-grand sibling. The hefty price tag does give us pause, but you're at least getting an awful lot of family hauler.

Best two-row midsize SUVs of 2024

2024 Ford Bronco

Why it stands out: Off-road capability; wide range of models; better to drive on road than Wrangler; compelling design
Could be better: Very loud; very hard to get one

Read our Ford Bronco Review

We were tempted to exclude the Bronco from this list simply because it's so difficult to get, and even if you could, dealer markups could seriously reduce its appeal. That said, supply constraints are easing, so welcome to the list Bronco! Ford's iconic off-roader makes its long-awaited return, and it's just as good as we all would've hoped when we first saw its cool, retro looks applied to both two- and four-door body styles. Beyond those choices, it offers a wonderful array of trim levels that go beyond a simple escalation of equipment to include differing style, capability and areas of expertise. We've tested many of those combinations at this point and have enjoyed them all, including the Black Diamond (pictured above), the new Everglades, the insane Bronco Raptor and anything with the available manual. Many will ask is the Bronco better than the Wrangler? As a daily driver, yes. As something to attack a trail or barren landscape, perhaps not. Would you be happy with either? Most definitely, and that's why they're both here on this list.

2024 Jeep Grand Cherokee

Why it stands out:  Off-road capability; towing capacity; user-friendly tech; luxurious interior; variety of models
Could be better:  Meager performance from base V6; interior space

Read our most recent Jeep Grand Cherokee Review

After a decade of valiant service, the fourth-generation  Jeep Grand Cherokee  has finally been retired. Long live the fifth generation. It's very much an evolution of its predecessor in terms of design and overall concept, but key upgrades include a beautiful new interior packed with well-executed technology. In top-end trim levels, the leather-lined interior can easily compete with luxury-branded SUVs. Although every Grand Cherokee is more off-road capable than the typical crossover SUV (which the JGC technically is given its unibody construction), the rugged Trailhawk model can go even further thanks to its extra ground clearance (its air suspension, available elsewhere, can go even higher), electronic sway bar disconnect (shared with the Wrangler Rubicon), all-terrain tires and additional Selec-Terrain drive modes. If there's one area of disappointment (and lack of advancement), it's under the hood where Jeep returns the old V6 and V6 engines with inconsequential changes. One is iffy on power, the other fuel economy. This is the main reason why the Grand Cherokee L fails to climb above the other three-row SUVs on this list. There are fewer two-row midsize competitors, though, and the two-row Grand Cherokee offers something the L does not, at least for now: the plug-in hybrid 4xe. 

2024 Jeep Wrangler

Why it stands out: Off-roading legend; vast variety of models and options; it's really cool
Could be better: On-road handling; ride comfort; interior noise; fuel economy; cargo space; cabin security

Read our most recent Jeep Wrangler Review, plus our specific reviews of the Wrangler 4Xe, the Rubicon 392 and the 2022 Xtreme Recon

The Wrangler isn't really a competitor for any of the above midsize SUVs, and we definitely don't recommend it as a family vehicle. In fact, we are quick to point out the Wrangler's innumerable practical drawbacks: handling, ride comfort, interior noise, safety ratings, fuel economy, cargo space, windows that come undone with a zipper. ... Basically, think long and hard about whether you can live with these drawbacks to what is otherwise a masterful off-roading SUV. Available in two- and four-door body styles, five engine options (including the plug-in hybrid 4xe and 470-horsepower Rubicon 392), multiple hard- and soft-top roof styles, and numerous trim levels and special style packages, there's bound to be a Wrangler for everyone. Heck, there's also the Jeep Gladiator pickup. Ultimately, we recommend the Wrangler because despite those many drawbacks, this latest generation is in fact far more refined and livable than past generations. A Honda Passport it isn't, but it's now unlikely to beat up your spine, blow out your ears and confuse your hands with spooky steering. 

2024 Subaru Outback

Why it stands out: More space and ground clearance than other midsize crossovers; fuel economy; easy-to-load roof racks
Could be better: The droning CVT; boring to drive; hyper-vigilant driver assistance tech

Read our full 2024 Subaru Outback Review

You're right, the Outback isn't technically an SUV. But then, everything else on this list except the traditional, body-on-frame Wrangler and 4Runner aren't technically SUVs, either. They're crossovers that feature car-like unibody construction — just like the Outback. And despite looking like a wagon, it has more ground clearance, more cargo capacity, more back seat space and better fuel economy than most other midsize crossovers. It's a genuinely sensible and usable vehicle, especially for those who actually like to take their vehicles off the beaten path (versus those who just like to project the appearance of such weekend adventures). The Outback Wilderness, pictured above, lets you go even further off that path. Throw in its abundance of safety and infotainment tech, standard all-wheel drive, solid reliability ratings and improved interior quality with its most recent redesign, and you have a vehicle that's easy to recommend.

Best electric midsize SUVs of 2024

2024 Ford Mustang Mach-E

Why it stands out: Distinctive style; compelling performance; user-friendly tech; high-quality cabin
Could be better:  Back seat is mounted a bit low; cabin design is a bit anonymous; hard to get

Read our full Ford Mustang Mach-E Review

One of the most talked about (and controversial) new cars is also one of the best electric cars you can buy. No, this is not "the new Mustang" (this is). The Mach-E is a new thing, not a replacement, that effectively makes "Mustang" a Ford sub-brand by creating an electric crossover with styling cues and a performance-oriented driving character inspired by the still-very-much-on-sale Mustang coupe and convertible that are still powered by gasoline. That's a big part of the Mach-E's appeal: It looks cooler and drives better because it's a Mustang. Plus, its crossoverish body style provides usable backseat and cargo space, its giant Sync 4A touchscreen has impressed our editors with its clean simplicity, and its wide variety of drivetrain and battery combos makes Ford's first from-scratch electric car open to a wide range of needs and taste. Although there are now additional crossoverish EVs available for roughly the same price, the Mach-E remains firmly entrenched on this list of favorites even if it's awfully hard to get one. 

2024 Hyundai Ioniq 5

Why it stands out: Airy and versatile cabin space; exceptional infotainment and safety tech; fun to drive
Could be better:  Sci-fi hatchback styling won't be for everyone; initially available in few states; not as quick as Tesla Model 3

Read our  2024 Hyundai Ioniq 5 Review and our comparison test versus the Mach-E

We're not sure if the Ioniq 5 looks like it came from the future or from a "Back to the Future Part II"-style vision of the future, but either way, it sure is different. Although it looks like a compact hatchback, in reality, it's as long as the quite-large Hyundai Tucson with a wheelbase longer than the very-large Hyundai Palisade. It's not very tall or high off the ground, but inside, its deceptive dimensions provide a surprisingly airy, spacious and versatile cabin. We also love its user-friendly and well-executed technology, both in terms of infotainment and safety, plus the clean, minimalist look that still maintains some physical controls. Yes, that's a knock on Tesla. The base Ioniq 5 includes a 58-kWh battery, 220 miles of range and a single rear motor with modest power. The upper trim levels get a 77.4-kilowatt-hour battery pack and a choice of a single rear motor good for 303 miles (RWD) and 225 horsepower, or a dual-motor AWD setup good for 256 miles and 320 hp. That's as big of a performance jump as it seems (7.3 seconds with RWD vs 5.1 with AWD). Importantly, every Ioniq 5 has 800-volt electrical architecture, making it possible to charge from 10-80% at a 350-kW charger in just 18 minutes. It'll speed things up at less powerful chargers as well.

2024 Kia EV6

Why it stands out: Cool and well-made interior; exceptional infotainment and safety tech; fun to drive
Could be better:  Some confusing interior controls; other EVs offer more complimentary charging

Read our 2024 Kia EV6 Review and our long-term EV6 test

Although based on the same platform as the Hyundai Ioniq 5, including its 800-volt electric architecture, the Kia EV6 is its own thing. You definitely can't tell they're mechanically related by looking at them inside and out. The EV6 is similarly shaped and sized as the Mustang Mach-E, itself an unusual "what is it exactly?" body style that's somewhere in between SUV, wagon and hatchback. The term "crossover" has never been so apt. Like the Mach-E, the EV6 skews toward the sporty end of the spectrum — especially the new 2023 EV6 GT that boasts 576 horsepower and 0-60 time of 3.4 seconds. The Ioniq 5 doesn't offer such a high-performance model (yet). The EV6 starts things off with a 58-kWh battery pack with a range of 232 miles and modest performance; the 77.4-kWh pack kicks it up to 310 miles with RWD and 274 miles with AWD. All of this basically means the EV6 is fully competitive on the EV front, but simply viewed as a car, we love its design, its well-executed tech, comfortable and engaging driving experience, and nicely crafted cabin that's also pretty cool to look at. 

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