E-GMP Platform

800 V · ICCU · IONIQ · EV6 · EV9

E-GMP brought 800-volt charging to mainstream crossovers in 2021. Its trick was charging on 400-volt stations without a second converter, by borrowing the rear motor and inverter.

Block diagram of the E-GMP high-voltage layout. An 800 V DC charger feeds the 800 V pack directly. A 400 V DC charger feeds the rear motor and inverter, which boost 400 V to 800 V without an extra converter. AC supply (Type 1, Type 2 or NACS) feeds the ICCU, which combines an 11 kW onboard charger and a DC-DC converter and supports vehicle-to-load up to 3.6 kW. The pack is about 697 V nominal, built from NCM pouch modules, 58 to 110 kWh depending on model, floor-mounted, with a silicon carbide rear inverter. Peak DC power on the largest packs is about 260 kW. E-GMP HIGH-VOLTAGE LAYOUT: ONE 800 V PACK, THREE WAYS IN 800 V DC charger 350 kW class direct 800 V path 400 V DC charger most legacy DCFC Rear motor + inverter boosts 400 V to 800 V no extra converter AC supply Type 1, Type 2, NACS ICCU 11 kW OBC + DC-DC V2L up to 3.6 kW 800 V pack ~697 V nominal NCM pouch modules 58-110 kWhfloor-mountedSiC rear inverter Values vary by model and year; peak DC power on the largest packs is about 260 kW.
Voltage
800 V
400 V charging
Motor-inverter boost
First models
IONIQ 5, EV6, GV60
Successor
IMA (eM)
Hub
Systems

Finding

E-GMP set the charging benchmark for mass-market EVs, and its weak points sit in power conversion and software rather than in the battery or structure

Hyundai Motor Group unveiled the Electric-Global Modular Platform in December 2020 and launched it in the IONIQ 5, Kia EV6 and Genesis GV60 in 2021. An IONIQ 5 or EV6 charges from 10 to 80% in about 18 minutes on a 350 kW charger, a figure that took Western rivals on 400-volt platforms years to approach. The IONIQ 5, IONIQ 6 and EV9 won World Car of the Year three years running from 2022.

The platform is a skateboard: a flat, floor-mounted pack of NCM pouch-cell modules (SK On as the main supplier, with CATL and LG Energy Solution on some programs) between a front and rear subframe, with wheelbases from 2,900 mm (EV6) to 3,130 mm (IONIQ 9). The rear drive unit integrates a permanent-magnet motor, reducer and silicon carbide inverter; all-wheel-drive versions add a front motor with a disconnector actuator that decouples it when cruising. Hyundai's integrated drive axle merges the wheel bearing and drive shaft, and a five-link rear suspension is standard. Power ranges from about 125 kW in single-motor cars to 448 kW with boost in the IONIQ 5 N.

The charging architecture is the platform's signature. Instead of adding a separate 400-to-800-volt DC-DC converter, Hyundai's multi-charging system uses the rear motor windings and inverter as a boost converter when plugged into a 400-volt station. The Integrated Charging Control Unit (ICCU) combines the 11 kW onboard charger and the low-voltage DC-DC converter that feeds the 12-volt system, and enables vehicle-to-load. It is also the platform's best-known failure point: ICCU faults that disable 12-volt charging led to US recalls and software fixes in 2024. The E/E architecture is domain-based - separate infotainment (ccNC from 2023 facelifts), driver assistance and body controllers on CAN and automotive Ethernet - with OTA updates that widened from navigation to most controllers over the platform's life. Hyundai's next platform keeps 800 volts and moves to the group's Pleos software; see Hyundai Motor EV Platforms.

Specification

E-GMP platform specification

Typical values; individual models differ by year and market.

E-GMP specification
ItemE-GMP
DeveloperHyundai Motor Group (Hyundai, Kia, Genesis)
Unveiled / first productionDecember 2020 / 2021
Voltage800 V class, about 697 V nominal on the main packs; Kia EV3, EV4, EV5 and Hyundai IONIQ 3 use a 400 V variant
BatteryFloor-mounted NCM pouch-cell modules, 58-110 kWh; fourth-generation pack (84 kWh) from 2024 facelifts
DC chargingUp to about 260 kW; 10-80% in about 18-24 minutes on 350 kW chargers
400 V DC chargingMotor-inverter boost (multi-charging system)
Onboard powerICCU: 11 kW onboard charger plus LDC; V2L up to 3.6 kW
Drive unitsRear PMSM with SiC inverter; optional front motor with disconnector actuator; 125-448 kW system power
ChassisSkateboard; integrated drive axle; five-link rear suspension; 2,900-3,130 mm wheelbase
E/E architectureDomain-based: infotainment, ADAS and body/chassis controllers; CAN plus Ethernet; OTA
Charge port (US)NACS native on US-built models from model year 2025; CCS1 earlier

Models

Models on E-GMP (800 V)

The 400 V derivatives and the E-GMP.S van platform are covered on the Hyundai Motor EV Platforms page.

800 V E-GMP models
ModelLaunchedPack (kWh)Main plants
Hyundai IONIQ 5202158-84Ulsan (Korea); HMGMA, Ellabell, Georgia
Kia EV6202158-84Hwaseong (Korea)
Genesis GV60202177-84Ulsan
Hyundai IONIQ 6202253-84Asan (Korea)
Kia EV9202376-100Gwangmyeong (Korea); West Point, Georgia
Hyundai IONIQ 5 N202384Ulsan
Hyundai IONIQ 92025110Asan; HMGMA, Georgia

Trade-offs

What E-GMP enables and limits

E-GMP trade-offs
AreaStrengthLimit
ChargingFast 10-80% times; holds high power through the middle of the curvePeak power below the newest 800 V and 1,000 V Chinese platforms
400 V compatibilityBoost through motor and inverter avoids a separate converterSlower on 400 V stations than on 800 V stations
Power conversionICCU integrates OBC, LDC and V2LICCU failures caused recalls
PackagingFlat floor, long wheelbase, sliding consolePouch-module pack is not cell-to-pack or cell-to-body
SoftwareOTA on most controllers in later model yearsDomain E/E, not zonal; capability varies by brand and year

Sources

Sources and scope

Scope
E-GMP Platform
Sources
Hyundai Motor Group technical releases (E-GMP, December 2020; IONIQ 3, April 2026); Kia and Genesis specifications; NHTSA recall filings (2024)
Updated
October 2026