The Ioniq 5 takes 18 minutes from 10 to 80 per cent — but only on a 350 kW station. On a 150 kW post it takes about 22, and on a 50 kW one closer to an hour. At home on an 11 kW wallbox it fills in about 8.1 hours, at a cost of roughly $16.36, or $5.52 per 100 miles.
How long it takes to charge
| Where | Power | Time | What that is |
|---|---|---|---|
| Home, Level 1 | 1.4 kW | ≈ 62 hours est | Empty to full on a 120 V household outlet at 12 A — suited to daily top-ups; a full charge can take days |
| Home, Level 2 | 7.7 kW | 11.5 hours | Empty to full, overnight |
| Home, Level 2 | 11.0 kW | 8.1 hours | Empty to full, overnight capped by the 11.0 kW onboard charger |
| Public DC, at its peak | 263 kW | 18 min | 10 to 80 per cent — the figure to compare cars on |
| Public DC station | 50 kW | ≈ 67 min est | 10 to 80 per cent, held back by the station |
| Public DC station | 150 kW | ≈ 22 min est | 10 to 80 per cent, held back by the station |
| Public DC station | 350 kW | ≈ 18 min | 10 to 80 per cent — the car reaches its own limit here, not the station |
What it costs to charge
| Charging at | Rate | Full charge | Per 100 miles |
|---|---|---|---|
| Home | $0.184/kWh | $16.36 | $5.52 |
| Public DC fast charging | $0.48/kWh | $38.40 | $14.40 |
| A petrol car, for comparison | $4.07/gal | — | $15.07 |
Assumptions, all editable in the running-cost calculator: $0.184/kWh at home (EIA US residential average) and $0.48/kWh on public DC, against petrol at $4.07 a gallon and 27 mpg. Charging is about 90 per cent efficient, so putting 80.0 kWh into this battery costs 88.9 kWh at the meter — 8.9 kWh that never reaches the pack. The rated consumption figures are measured at the wall already and need no such correction.
Over 13,500 miles a year — the US average — that is $745.20 of electricity charging at home, against $2,035.00 of petrol in the comparison car: a difference of $1,289.80 a year.
This is the car where the station really matters
Most electric cars reach their quoted 10-80 time on a 150 kW charger and gain nothing from anything faster. The Ioniq 5 is one of only five exceptions in our database: its 800-volt pack can absorb 263 kW, so a 350 kW station gives it four minutes back that a 150 kW one does not.
That is worth knowing when you plan a route. The advertised eighteen minutes is a real figure and it is conditional — quoting it while pulling into a 150 kW post will leave you waiting longer than you expected.
Even at 22 minutes it beats the 400-volt cars here. Where the architecture pays is not a higher peak but a flatter curve, which is explained in full on 800-volt electric cars.
Fast to charge, not cheap to run
At 30 kWh per 100 miles the Ioniq 5 costs about $5.52 per 100 miles at home — noticeably more than the Model 3’s $4.86, and about $89 a year more over average US mileage.
The reason is shape. The Ioniq 5 is tall and boxy, and above about 50 mph aerodynamic drag dominates energy use. Its own sibling, the Ioniq 6, uses the same running gear in a low saloon body and costs $4.78 per 100 miles. That is the price of the shape, stated plainly.
The feature that does not appear in any cost table
3.6 kW of vehicle-to-load: household sockets fed from the traction battery. It runs a fridge, lighting and a router through a power cut, or a set of power tools on a site with no supply, from an 80 kWh pack that will hold a small load for days.
Most cars here cannot do it at all — the full list is on electric cars with vehicle-to-load.
It plugs into a Supercharger too
From the 2025 model year the Ioniq 5 carries a native NACS port, so it charges at Tesla’s Superchargers without an adapter. That changes where you can stop rather than how long you stop for: of the 77,268 DC fast-charging ports in the United States, 37,995 are Superchargers. A car locked out of them is choosing from 39,273; this one is choosing from all of them. The wider picture — how many fast chargers the US actually has, and how many of those sites have only one plug — is counted state by state.
It does not remove the trade-off above. This is still a car that only reaches its eighteen-minute window on a post able to deliver more than 150 kW, and a 150 kW stall costs it about four minutes. So the network you pick changes both the odds of finding a stall free and the time you spend at it — which is not true of a 400-volt car that is finished at 150 kW anyway.
Whether that difference is worth planning around is worked through in do you need a 350 kW charger, and the cars that share this architecture are listed on 800-volt electric cars.
Miles of range per hour, at every charger
The tables above answer “how long does a full charge take”. The question most drivers actually have at a plug is different: how much range goes in per hour, and how long until the next 100 miles are on the clock. This table answers that for every kind of charger, from a household 120-volt outlet to a 350 kW station, using the same figures as the rest of the page — the EPA’s 30.0 kWh per 100 miles, which is measured at the wall, and the measured 18-minute 10-80 per cent time. Rated range is used throughout; in winter, or at motorway speed, every row shrinks by the same proportion.
| Charger | Power at the car | Miles per hour | Add 100 mi | Empty to full | What sets the rate |
|---|---|---|---|---|---|
| Household outlet, Level 1 (120 V, 12 A) | 1.4 kW | 5 mi/h | 20 h 50 min | 61 h 44 min | the EPA figure, measured at the wall |
| Home wallbox, Level 2 | 7.7 kW | 26 mi/h | 3 h 54 min | 11 h 33 min | the EPA figure, measured at the wall |
| Home wallbox, Level 2 | 11.0 kW | 37 mi/h | 2 h 44 min | 8 h 5 min | capped by the 11.0 kW onboard charger |
| Public DC station | 50 kW | 199 mi/h | 30 min | — | held back by the station (estimate) |
| Public DC station | 150 kW | 596 mi/h | 10 min | — | held back by the station (estimate) |
| Public DC station | 350 kW | 742 mi/h | 8 min | — | the car’s own 18-minute 10-80 curve is the limit |
A Level 1 outlet adds about 5 miles an hour — 48 miles in a ten-hour overnight stop, enough for a commute and not for much else. A 7.7 kW wallbox raises that to 26 miles an hour, so 100 miles takes 3 h 54 min and the car is full from empty in 11 h 33 min. On DC the useful figure is 596 miles an hour at a 150 kW post, rising to 742 at 350 kW — 100 miles in 10 min. The 50 kW row is the one to remember on a road trip: the station, not the car, sets the pace, and 100 miles takes 30 min.
The per-hour figures do not change with your electricity price, but the cost of every hour does: the residential rate runs from 13.11 cents a kWh in Nevada to 52.72 in Hawaii (EIA, June 2026). We publish the arithmetic for this car in every state — West Virginia, Wisconsin, Wyoming, Alabama — and a 50-state table ranked cheapest first.
Where these numbers will mislead you
Cold. The eighteen-minute figure assumes a pre-conditioned battery. A cold pack can take substantially longer, and this car will not warm itself unless you tell it to or navigate to a charger in its own system.
350 kW stations are not everywhere. The car’s headline advantage only exists where the infrastructure does. Check what is actually on your route before paying for the capability.
Frequently asked questions
How long does it take to charge a Hyundai Ioniq 5?
About 18 minutes from 10 to 80 per cent on a 350 kW station, around 22 on a 150 kW one, and closer to an hour on a 50 kW post. At home on an 11 kW wallbox, roughly 8.1 hours from empty to full.
How much does it cost to charge an Ioniq 5?
About $16.36 for a full charge at the US average residential rate, or roughly $5.52 per 100 miles. Over 13,500 miles a year that is around $745 of electricity, against roughly $2,035 of petrol for a 27 mpg car.
Do I need a 350 kW charger for an Ioniq 5?
Not to charge, but yes to get the advertised eighteen minutes. On a 150 kW station it takes about 22 — still quicker than most cars here, just not the headline figure.
Why does it cost more per mile than a Tesla Model 3?
Because it uses more energy per mile — 30 kWh per 100 miles against 26.4. That is aerodynamics rather than a worse drivetrain: the Ioniq 5 is a taller, boxier car pushing more air.
How many kWh does it take to fully charge a Hyundai Ioniq 5?
The pack holds 80 kWh usable, but you pay for what comes out of the wall, and AC charging is roughly 90 per cent efficient — so a full charge draws about 89 kWh. That is the figure your electricity bill sees, and it is why the full-charge cost above is higher than capacity multiplied by tariff would suggest.
The same arithmetic across every car on this site: how many kWh a full charge really takes, 7.7 kW against 11.5 kW at home, and what charging costs per month.
Sources
Figures are credited individually on the Hyundai Ioniq 5 84 kWh RWD page. Tariff assumptions are on the methodology page.