Ioniq 5 & EV6 Charging Time Calculator

The Ioniq 5 & EV6 Charging Time Calculator estimates how long Hyundai's Ioniq 5 and Kia's EV6 take to charge at Level 1, Level 2, or DC fast.

Why 800-Volt Cars Charge So Fast

The Ioniq 5 and EV6 are built on the E-GMP platform, which runs its battery at roughly 800 volts rather than the 400 volts most electric cars use. That single choice is what makes them among the quickest-charging vehicles on sale, and it works on the charging-speed side rather than anything to do with home wiring. Power is voltage multiplied by current, so an 800-volt pack can pull a given number of kW at about half the current a 400-volt pack would need.

Lower current matters because the heat generated in the cables, connector, and cells rises with the square of the current. Less heat means the BMS has less reason to throttle the rate, so the car can hold a high charging power across most of the 10-to-80% window instead of only at the very start. The result is a peak near 235 kW on a capable station and an average across the window that stays high. For context against other hardware, you can see where 800-volt charging sits on the speed spectrum next to mainstream 400-volt cars.

One honest caveat sits behind every headline number. This calculator holds the car's 235 kW peak flat below 80%, which gives a warm best case of about 15 minutes for a 10-to-80% session on a 350 kW stall. Hyundai and Kia both quote roughly 18 minutes, and independent charge-curve tests agree, because the real curve climbs to peak early and eases back before 80% rather than sitting at peak the whole time. The figures sit a few minutes apart, and both describe a sub-20-minute stop. If you would rather enter your own battery and charger by hand, you can also run a manual battery-and-charger estimate.

Ioniq 5 vs Kia EV6: How the Siblings Compare

Because the two cars share the E-GMP platform, their charging hardware is effectively the same, and the calculator returns matching times whichever you pick. The table below lines up the long-range versions on the specifications that drive every result.

Specification	Hyundai Ioniq 5 LR	Kia EV6 LR
Usable battery	74 kWh	74 kWh
On-board AC charger	11 kW	10.9 kW
Peak DC acceptance	235 kW	235 kW
10–80% on a 350 kW station	~15 min	~15 min
Efficiency (EPA)	270 Wh/mi	260 Wh/mi
Range added (10–80%)	~192 mi	~199 mi
EPA range	303 mi	310 mi

The only meaningful difference is range added: the slightly more efficient EV6 turns the 51.8 kWh of a 10-to-80% charge into about 199 miles against the Ioniq 5's 192. Picking between them on charging grounds alone is splitting hairs, so the choice usually comes down to styling, interior, and price. To place either against the rest of the market, you can set the E-GMP twins against the wider model database of twelve popular models.

Charging Time by Charger Type

The next table walks both cars from 10% to 80% at each charger level. The Level 2 row assumes a 48-amp circuit, where the car's ~11 kW on-board charger is the binding limit rather than the circuit. The DC rows show the point that defines the page: the 800-volt advantage only appears when the station can supply it.

Charger	Effective power	Time (10–80%)
Level 1 — 120V (1.4 kW)	1.4 kW	~41 h
Level 2 — 48A (11.5 kW circuit)	11 kW	5 h 14 m
DC Fast — 50 kW station	50 kW	1 h 09 m
DC Fast — 150 kW station	150 kW	23 min
DC Fast — 350 kW station	235 kW	15 min

Read down the DC rows and the lesson is clear. A 50 kW stall holds the car to 50 kW, so it charges no faster than an early Nissan Leaf would; a 150 kW stall lifts it to 150 kW; and only a 350 kW stall lets the battery reach its own 235 kW ceiling, where the headline 15-minute figure lives. The common assumption that a high-power sign guarantees a fast charge is half right — it guarantees nothing for a 400-volt car, but it is exactly what an 800-volt car needs to pull ahead. The same peak-versus-sustained reading applies to every model, which a guide to reading EV charging specs walks through. Once you know the energy a session adds, you can turn those kilowatt-hours into a cost per mile against a petrol car.

Charging the Ioniq 5 and EV6 at Home

Home charging is where both cars spend almost all of their kilowatt-hours, and the speed there is set by the on-board charger rather than the public network. Both accept about 11 kW on alternating current, so a 48-amp circuit reaches the full rate while a 32-amp or 16-amp circuit scales the time up in proportion. A 10-to-80% top-up takes a little over five hours at the full rate, comfortably inside any overnight window, so the public-charging speed rarely matters day to day.

One platform feature changes the home picture: both cars offer V2L, supplying power back out of the battery to run tools, appliances, or a campsite. It delivers up to about 3.6 kW where the market allows, and closer to 1.9 kW in North America at 120 volts. Before paying an electrician, it is worth confirming the panel can carry the load, so match a charger to your daily mileage first, and a primer on what separates the three charging standards covers the background. Drivers cross-shopping brands can also compare the numbers against the Tesla lineup.

Worked Example: Ioniq 5 at a 350 kW DC Fast Charger

An Ioniq 5 arrives at a 350 kW stall at 10% and charges to 80%. Usable capacity is 74 kWh, and the window needs 74 × (0.80 − 0.10) = 51.8 kWh. The stall can supply 350 kW, but the car accepts 235 kW, so the effective rate is 235 kW. The 10-to-80% range stays inside the flat part of the curve, so at 90% efficiency the working rate is 211.5 kW and the calculator returns about 15 minutes, adding roughly 192 miles.

That 15-minute figure is the warm best case from holding the peak flat. Hyundai's own 18-minute claim, and the 16-to-18 minutes seen in independent tests, fold in a real curve that does not sit at peak the entire time. Both describe a stop shorter than a coffee break, which is the practical payoff of the 800-volt platform.

Worked Example: Kia EV6 at a 50 kW DC Fast Charger

An EV6 reaches an older 50 kW stall at 10% and charges to 80%. Usable capacity is 74 kWh, and the window needs 51.8 kWh. The station supplies 50 kW while the car would accept 235 kW, so the effective rate is the station's 50 kW. At 90% efficiency the working rate is 45 kW, giving about 1 hour 9 minutes and roughly 199 miles.

The 800-volt architecture is irrelevant here because nothing the car can do raises a 50 kW stall above 50 kW. The same EV6 finishes in about 15 minutes on a 350 kW charger, so on a long trip the station you pick matters far more than the badge on the car. For a wider perspective beyond these two models, a battery-size view of charging times across the kWh range shows how the same windows play out for any pack.

800-Volt Architecture

An 800-volt architecture runs the traction battery at roughly double the voltage of a conventional 400-volt EV. Because power equals voltage times current, the higher voltage carries the same kilowatts at about half the current, which cuts resistive heating and lets the car sustain a high charging rate deeper into the session. It is the single feature that puts the Ioniq 5 and EV6 near the top of any fast-charging ranking.

Multi-Charging System

The multi-charging system is how an E-GMP car uses a 400-volt charger despite its 800-volt pack. Rather than carrying a separate boost converter, it repurposes the motor and inverter to step the 400-volt supply up to the battery's voltage. The car charges fine on either standard, but a 400-volt stall typically limits it to around 100 kW, well short of the 235 kW it can reach on native 800-volt hardware.

Vehicle-to-Load (V2L)

Vehicle-to-Load turns the car into a mobile power source, feeding household devices from the traction battery through a charge-port adapter and an interior outlet. Output runs up to about 3.6 kW where the market supports it and nearer 1.9 kW in North America at 120 volts. The energy comes from the same pack you charge, so sustained use shortens the range available for driving.