Hyundai ST1 Export from Korea: Price & Specs (2026)

A Hyundai ST1 export from Korea costs between $31,000 and $49,000 FOB, depending on body configuration and trim, for Hyundai's first dedicated small-business electric delivery van. Launched in the Korean domestic market in September 2024 on a new modular commercial-EV platform, the ST1 pairs a 76.1 kWh battery (317 km range in Cargo form) with a 160 kW / 350 Nm electric motor, and is available as a Cargo van, Cargo Refrigerated van, basic Chassis Cab, or High Top van. SH GLOBAL Co., Ltd. sources ST1 units directly from Korean dealers and the first wave of fleet-return auctions for export, giving buyers in the Middle East, Africa, and Central Asia an early look at Hyundai's answer to electrified last-mile delivery.

What Is the Hyundai ST1?

The Hyundai ST1 is not a rebadge of the long-running diesel Porter, and it isn't built on the E-GMP platform that underpins the Ioniq 5, Ioniq 6, and Ioniq 9. It's a clean-sheet, dedicated commercial-EV platform that Hyundai revealed in April 2024 and brought to the Korean market that September, marketed by the company as a new category of mobility purpose-built for small-business logistics, parcel delivery, and short-haul refrigerated transport. For export buyers researching a hyundai st1 export from korea order, the key distinction to understand upfront is positioning: the ST1 sits alongside — not in place of — the existing Hyundai Porter and Kia Bongo diesel light trucks already popular across African and Central Asian fleets. Hyundai still builds and sells the diesel Porter in large volume; the ST1 is the electric option for operators who want to add a zero-emission delivery vehicle to a mixed fleet rather than replace it outright.

That matters because the ST1's body-style lineup looks deliberately familiar to anyone who already runs a Hyundai Porter H-100 fleet. It's offered as a standard Cargo van, a Cargo Refrigerated van for cold-chain and food delivery, a basic Chassis Cab for custom body-builders, and a High Top van for bulkier loads — the same four body-style categories that make the diesel Porter so versatile for small-business logistics operators across export markets. The difference is what's under the floor: instead of a diesel engine and fuel tank, every ST1 variant carries a flat-pack 76.1 kWh lithium-ion battery pack integrated into the chassis, which is what gives the van its distinctive low, flat load floor and lower center of gravity compared to a traditional cab-over diesel truck.

The engineering logic behind the dedicated platform is straightforward once you see it in person: because the battery pack sits flat beneath the floor rather than under a hood or between frame rails, the ST1's load floor is noticeably lower and flatter than a diesel Porter's cab-over layout, which translates into faster hand-loading and unloading on a typical multi-stop urban delivery route — a detail Hyundai's own engineers highlight as a core reason small-business logistics operators were the target customer from day one, rather than long-haul fleets.

This guide covers full Hyundai ST1 specs, a complete FOB price breakdown by body configuration and trim, a direct comparison against the diesel Hyundai Porter, and an honest assessment of where the ST1 makes sense — and where it doesn't yet — for export buyers in hot climates and markets with limited EV charging infrastructure. Browse live Hyundai inventory or request a free quote at any point.

Hyundai ST1 Specs: Battery, Motor & Body Configurations

Every Hyundai ST1 shares the same 76.1 kWh battery pack and a single electric motor rated at approximately 160 kW (about 215 hp) and 350 Nm of torque, driving the front wheels. Range varies by body style because of weight and aerodynamics rather than a different battery option: the standard Cargo van is rated at 317 km, while the heavier Cargo Refrigerated van drops to 298 km on Korea's domestic test cycle, both figures that export buyers should treat as a starting point for route-planning rather than a guaranteed real-world number once air conditioning, cargo load, and ambient temperature are factored in.

Physically, the ST1 is a mid-size van: 5,625mm long, 2,015mm wide, and 2,230mm tall, on a 3,500mm wheelbase — close enough to a Porter-class van's footprint that it fits the same urban delivery routes and loading docks, while the flat battery-pack floor gives it a genuinely lower, flatter cargo bed than the diesel Porter's.

Each body style is offered in two or three trim levels — Style, Smart, and Premium on the Cargo van; Smart and Premium on the Refrigerated van; Smart only on the Chassis Cab and High Top — which mainly add driver-assistance features, upgraded infotainment, and comfort equipment rather than changing the drivetrain. Charging uses a CCS2 connector common to other Korean EVs, though the ST1's charging architecture is tuned for overnight depot charging and midday top-ups rather than the ultra-fast 18-24 minute charging times Hyundai's E-GMP passenger EVs advertise — a detail that matters for fleet-planning in markets without dense public fast-charging networks.

Hyundai ST1 FOB Price by Configuration and Trim

Hyundai's 2026 Korea retail pricing for the ST1 ranges from roughly 56.55 million KRW for a base Chassis Cab to 72.53 million KRW for a top-trim Cargo Refrigerated van — before any Korean government or local small-business EV subsidy is applied, which can bring the domestic cash price down to as little as 25-35 million KRW for a qualifying local buyer. Export buyers don't qualify for Korea's domestic EV subsidy program, so SH GLOBAL's FOB pricing below is calculated from the pre-subsidy retail base, adjusted for the VAT exemption that applies to any vehicle legally de-registered and exported out of Korea:

The sweet spot for most export buyers is the standard Cargo van in Style or Smart trim at $34,000-$39,000 FOB — the configuration that most closely matches a diesel Porter's delivery-van role, at a price that reflects a genuinely new model rather than a deep used-market discount. Because the ST1 only reached Korean roads a little over two years ago, SH GLOBAL's current supply is a mix of near-new dealer-sourced units and the first small wave of 12-24 month fleet-return vans now coming off short delivery-fleet rotation cycles, rather than a deep, mature used-car depreciation curve.

Hyundai ST1 vs Hyundai Porter: Electric vs Diesel Delivery Van

The ST1's case against the diesel Porter isn't about matching it on price — it doesn't, and won't for years given how early the model still is in its lifecycle. The case is total operating cost and emissions compliance for fleets that have reliable overnight depot charging: lower per-kilometer energy cost, less scheduled maintenance (no oil changes, timing belt, or DPF service), and access to low-emission delivery zones that some Middle Eastern and Central Asian cities are beginning to introduce. For a buyer without dependable charging infrastructure at the depot or along the delivery route, the diesel Porter or Kia Bongo remains the far more practical choice today — refuel anywhere, in minutes, with zero range anxiety.

Live stock: browse Hyundai inventory for current ST1, Porter, and Staria units — all sourced directly from Korean dealers and auctions with full inspection reports.

According to KAMA (Korea Automobile Manufacturers Association), light commercial EVs remain a small but fast-growing slice of Korea's domestic small-business vehicle fleet, and KITA (Korea International Trade Association) trade data shows Korea's overall used-vehicle export volume continuing to climb year over year, with commercial vans and light trucks — electric and diesel alike — a growing share of shipments to Africa and Central Asia. Hyundai's own announcement material frames the ST1 as the company's first purpose-built answer to small-business electrification (Hyundai Motor Group), which is consistent with what SH GLOBAL is seeing on the export side: steady but still early-stage interest, concentrated among buyers who already operate EVs like the Hyundai Ioniq 5 and have depot charging in place.

EV Delivery Fleet Trends in Export Markets

Interest in electrified last-mile delivery is growing unevenly across SH GLOBAL's core export regions, and that unevenness is the single most useful fact for a buyer deciding whether an ST1 order makes sense right now. Gulf cities — Dubai and Riyadh in particular — have the densest public DC charging networks outside Korea among SH GLOBAL's destination markets, plus growing municipal pressure on fleet operators to electrify short-haul delivery, which is where most current ST1 export inquiries originate. Kazakhstan and Uzbekistan show a different pattern: strong general interest in Korean EVs (driven partly by EAEU import-duty exemptions on electric vehicles), but delivery-fleet charging infrastructure outside Almaty and Tashkent is still thin, which pushes most commercial buyers there toward the diesel Porter for now and treats the ST1 as a pilot-fleet purchase rather than a full rollout. According to KAMA, Korea's own domestic commercial-EV registrations have grown year over year since 2022, but light commercial EVs still represent a single-digit percentage of total light commercial vehicle sales domestically — context that applies even more strongly to export markets, where charging infrastructure lags Korea's by several years.

Who Should Order a Hyundai ST1 for Export

• Strong fit: urban and peri-urban delivery fleets with reliable depot charging — grocery, parcel, and food-delivery operators in Gulf cities, or NGO and government fleets in Central Asia with access to grid power overnight. Businesses already running other Hyundai/Kia EVs who want a commercial van on the same charging infrastructure. Operators targeting city centers that are beginning to restrict diesel commercial vehicles.
• Consider the diesel Porter instead: rural or long-haul routes without dependable charging, markets with unreliable grid power, extreme-heat regions where sustained AC use will meaningfully cut into the ST1's already climate-sensitive 298-317 km range, and budget-focused buyers who need the lowest possible FOB entry price. For most of SH GLOBAL's African and Central Asian fleet customers today, the diesel Porter remains the default recommendation.

A practical middle path several SH GLOBAL fleet customers have taken is ordering one or two ST1 units alongside an existing diesel Porter fleet — treating the EV as a pilot for a specific depot-to-city-center route where charging is already available, rather than converting an entire fleet at once. That approach limits exposure to the ST1's still-thin used-market supply while generating real operating data on range, charging time, and maintenance savings in the buyer's specific climate and route conditions before committing to a larger order.

Fleet buyers weighing both options should look at Korean commercial vehicle export data for the broader trend picture, and at our Africa export guide for the shipping routes, port handling, and documentation that apply to any light commercial vehicle order — electric or diesel. Buyers newer to the overall process should start with the step-by-step buying guide, which walks through sourcing, inspection, payment, and shipping in the same order an ST1 purchase follows.

Common Mistakes When Ordering a Hyundai ST1

1. Treating the Korea test-cycle range as a guaranteed number. 317 km (Cargo) and 298 km (Refrigerated) are domestic test-cycle figures; sustained air conditioning in hot climates, full cargo loads, and highway speeds will all reduce real-world range, sometimes substantially.
2. Assuming the domestic subsidy price applies to export. The 25-35 million KRW cash price some Korean small-business buyers pay includes government and local EV subsidies that do not apply to export sales; always quote from the pre-subsidy retail base.
3. Not confirming depot charging before ordering. An ST1 without reliable overnight charging access is a liability, not an asset — confirm charger installation and grid reliability at the destination before committing to a configuration.
4. Overlooking body-style availability. The Cargo Refrigerated and High Top variants are newer additions to the lineup and carry thinner used supply than the standard Cargo van or Chassis Cab; build in extra sourcing lead time for those configurations.
5. Skipping a battery state-of-health check. As with any used EV, request the battery state-of-health reading alongside the standard vehicle history check before finalizing any fleet-return or near-new unit.

How to Order a Hyundai ST1 from SH GLOBAL

Shipping follows the same Ro-Ro or container routes used for any Hyundai export, typically 3-5 weeks from Korea depending on destination port and method. Given the ST1's still-thin used supply and the two paths into it — near-new dealer units or early fleet-return vans — SH GLOBAL recommends confirming a quote and moving to deposit promptly once a suitable configuration is located.