The most talked-about electric car story of October is the Hyundai IONIQ 3, which went on sale on 8 October 2026. And the reason isn't just the price: the IONIQ 3 is built at Hyundai's Kocaeli–İzmit plant. That makes it the second fully electric passenger car produced in Türkiye after Togg — and the first from a global brand, arriving as a B-segment SUV.

The price list opens at ₺1,799,000 and climbs to ₺3,220,000 across six versions. But the real cost of an electric car doesn't end at the sticker. In this article we look at the IONIQ 3's range, its battery options and the part most buyers skip over — how many minutes and how many lira it actually takes to charge at Türkiye's public AC and DC stations.

The price list: six versions, two different cars

Version	Battery	Price
Select Standard	42.2 kWh (LFP)	₺1,799,000
Trend Long Range	61 kWh (NMC)	₺2,099,000
Trend + Vision Roof	61 kWh	₺2,149,000
Prime Long Range	61 kWh	₺2,249,000
Prime + Vision Roof	61 kWh	₺2,349,000
N Line EVO Long Range	61 kWh	₺3,220,000

It's more accurate to read this list as two separate cars. The entry-level Select comes with a 42.2 kWh LFP battery and a 107.8 kW (146.5 hp) motor. The long-range versions carry a 61 kWh NMC pack, but motor output actually drops to 99.5 kW (135.2 hp) — meaning the more expensive car has less power. Both motors produce 250 Nm and drive the front wheels.

The 0–100 km/h sprint takes 8.7 seconds in the Select, 9.5 seconds in the Trend and Prime, and 9.6 seconds in the N Line EVO. Boot space is 441 litres, with a hidden "Megabox" compartment at the rear adding another 119 litres; fold the seats and you get 1,235 litres.

Range: 343 km or 482 km?

WLTP range varies sharply between versions:

Select (42.2 kWh): 343 km
Trend (61 kWh): 482 km
Prime (61 kWh): 476 km
N Line EVO (61 kWh): 435 km

That 47 km gap between 482 km and 435 km — on the same battery — comes down to wheel size, tyres and aerodynamics. It's the price of the N Line's sportier look. If range is what you're after, the most efficient version on the list is the Trend, not the most expensive one.

Converted into consumption, the WLTP average works out to roughly 12.7 kWh/100 km for the 61 kWh versions and around 12.3 kWh/100 km for the 42.2 kWh car. That's a good figure for a B-segment EV, but expect consumption to climb to 16–18 kWh/100 km at motorway speeds and in winter. In other words, the Trend's 482 km realistically translates to 350–380 km on the open road.

Charging: a 400-volt architecture with a 110 kW ceiling

The IONIQ 3 does not use the 800-volt architecture of its bigger sibling, the IONIQ 5. The car is built on a 400-volt system, with peak DC charging power of:

42.2 kWh (LFP): up to 119 kW
61 kWh (NMC): up to 110 kW

Hyundai's official 10–80% figures look like this:

Charger type	42.2 kWh	61 kWh
DC 350 kW unit	29 min	30 min
DC 50 kW unit	42 min	70 min
AC 11 kW	4 hr 5 min	5 hr 35 min
AC 22 kW	—	~3 hr

The key practical takeaway: there's no point hunting for a 350 kW charger with an IONIQ 3. Because the car tops out at 110 kW, you'll see no meaningful difference between a 120 kW DC unit and a 240 kW one. The difference shows up when you drop down to older 50–60 kW units: the same 10–80% window stretches from 30 minutes to 70 — more than double.

Real-world times tend to run slightly above the catalogue figures. That 30-minute number is measured with a warm battery under ideal conditions; on a cold morning, or if you plug in above 60% state of charge, 35–40 minutes on a 120–180 kW charger is perfectly normal.

11 kW or 22 kW on AC — the detail that can change your purchase

AC charging on the IONIQ 3 is 11 kW as standard; 22 kW support is offered only on the Prime + Vision Roof trim. That detail matters a lot in Türkiye, because most public AC units in the country are rated at 22 kW. Plug an 11 kW car into a 22 kW charger and you can only use half of it — on the 61 kWh battery, the 10–80% window takes 5.5 hours instead of 3.

If you plan to charge mostly at AC units in shopping centres, workplaces or residential car parks, the ₺100,000 premium for the 22 kW version pays itself back in time saved. If your daily charging happens on a home wallbox (most domestic units are 7–11 kW anyway), you don't need it.

What a public charging session really costs

As of October 2026, public charging tariffs in Türkiye range from roughly ₺9.90–16.49 per kWh on DC and ₺5.90–11.19 per kWh on AC, depending on the operator. For the 61 kWh IONIQ 3, a 10–80% session means about 42.7 kWh of energy — which adds roughly 337 km of WLTP range.

Scenario	Energy delivered	Cost	Per 100 km
DC fast charge (≈₺13/kWh)	42.7 kWh	≈₺555	≈₺165
DC, cheap tariff (₺9.90/kWh)	42.7 kWh	≈₺423	≈₺126
DC, expensive tariff (₺16.49/kWh)	42.7 kWh	≈₺704	≈₺209
AC 22 kW (≈₺8.50/kWh)	42.7 kWh	≈₺363	≈₺108

On the 42.2 kWh Select, the same window takes about 29.5 kWh and costs roughly ₺384 at a ₺13/kWh tariff, adding around 240 km of range.

What stands out in that table isn't the car — it's the tariff. Filling the same car over the same window costs anywhere from ₺423 to ₺704 depending on the operator, a 66% spread. On a long trip, the variable that really determines your cost per kilometre isn't the car's range; it's which station you stop at.

How it compares with rivals

Model	Battery	WLTP range	Peak DC power	Starting price
Hyundai IONIQ 3	42.2 / 61 kWh	343 / 482 km	119 / 110 kW	₺1,799,000
Kia EV2	42.2 / 61 kWh	from ~433 km	~110 kW	₺1,769,000
Renault 5 E-Tech	40 / 52 kWh	312 / 410 km	80 / 100 kW	~₺1,886,000
Togg T10X (long range)	—	up to 523 km	180 kW	~₺1,900,000
Hyundai INSTER	49 kWh	up to 370 km	~120 kW	~₺1,520,000 (with campaign)
Fiat Grande Panda	44 kWh	320 km	100 kW	~₺1,584,900

Its closest rival is technically its sibling: the Kia EV2 shares the same 42.2 kWh LFP / 61 kWh NMC battery pairing and near-identical 10–80% times (29/30 minutes). Choosing between the two comes down almost entirely to equipment, design and service network.

On charging speed, the boldest car on the list is the Togg T10X: with a 180 kW DC peak, it will fill noticeably faster than the IONIQ 3 at a high-power charger. In exchange, the IONIQ 3's ₺1.79 million entry price slips under the ₺1.9 million mark.

The N Line EVO's ₺871,000 secret: a tax threshold

The line on the price list that raises the most questions is the jump from the Prime + Vision Roof at ₺2,349,000 to the N Line EVO at ₺3,220,000. That ₺871,000 gap can't be explained by equipment — the explanation is tax.

In 2026, Türkiye's special consumption tax (ÖTV) on electric cars is set by motor output and taxable base: for cars up to 160 kW, the rate is 25% if the taxable base is below ₺1,650,000 and 55% above it. The IONIQ 3's 99.5–107.8 kW motors sit well under the power threshold, so the taxable base is what matters.

Working backwards from the retail prices, the picture becomes clear: the Prime + Vision Roof's taxable base lands at roughly ₺1.57 million, just under the threshold, keeping it in the 25% bracket. The N Line EVO, at roughly ₺1.73 million, crosses the line into the 55% bracket. In other words, a ₺165,000 difference in taxable base turns into ₺871,000 on the sticker.

The practical upshot: the smartest value in the IONIQ 3 range is the Trend and Prime versions sitting just below that threshold. Much of what you pay for the N Line EVO goes to the tax bracket, not to the car.

Frequently asked questions

How long does the IONIQ 3 really take to charge at a public DC station? On the 61 kWh version, the 10–80% window takes a catalogue 30 minutes at a 120 kW or faster DC charger; in the real world, with cold weather or a higher starting state of charge, 35–40 minutes is realistic. At an older 50 kW unit, the same window stretches to 70 minutes. Because the car's ceiling is 110 kW, 180 kW or 240 kW chargers won't make it any quicker.

What does one "fill-up" cost? The 10–80% window is about 42.7 kWh on the 61 kWh version. At October 2026 DC tariffs that's roughly ₺423–704 depending on the operator, or about ₺555 at an average ₺13/kWh. In return you add roughly 337 km of WLTP range — around ₺126–209 per 100 km.

Should I buy the 42.2 kWh or the 61 kWh? If your driving is mostly urban and under 80–100 km a day, the 343 km Select is plenty, and LFP batteries also handle frequent full charges better. If you regularly travel between cities, the 61 kWh Trend buys you another 139 km of range for ₺300,000 and cuts the number of stops on the motorway.

What does the LFP vs NMC difference mean day to day? You can routinely charge the Select's LFP pack to 100%; this chemistry is less affected by full charges, and an occasional full charge is even recommended for calibration. With the NMC pack in the 61 kWh versions, stopping around 80% for daily use and saving 100% for long trips is better for battery life. LFP loses a bit more range in the cold, so preconditioning before setting off in winter helps.

The IONIQ 3 is a car that doesn't require chasing ultra-high-power chargers — with its 110 kW ceiling, it makes efficient use of the widely available 120 kW class of DC units. Whether you take a break at a 22 kW AC charger or get back on the road in half an hour on DC, you'll find both at more than 50 ADZE Charge locations across Türkiye.

Cover image: AutoGids — CC BY 3.0 — https://commons.wikimedia.org/wiki/File:2026_Hyundai_Ioniq_3_N_Line_(Europe)_front_view_01.png

Hyundai IONIQ 3 Goes on Sale in Türkiye: ₺1.79 Million, 482 km of Range and What 110 kW Charging Really Costs