Hyundai Ioniq 5 SEL AWD (2023+, 800V)
74 kWh usable, peaks at 248 kW. Every figure below comes from the same engine as the calculator, run on this car's own charge curve. Charge curve calibrated against a named, published dyno or road-test benchmark.
Fast charging, 10% to 80%
DC intake power against state of charge, 0 to 100%.
Highway range
The 80% to 10% window is the range most drivers plan a road trip around: you rarely arrive at a charger empty, and you rarely wait for 100%. Cold weather costs range twice, through denser air and the cabin heater; the 20°F figure has both.
This is an estimate: there is no published road test of the Hyundai Ioniq 5 yet, so it comes from the car's mass, drag and frontal area with the fleet's typical calibration. Scored that way on road tests it never saw, the model lands within 9% for the median car and 34% at worst.
Where these numbers come from
Calibrated against a 10%->80% / 72F / 350kW-stall E-GMP benchmark of ~18 min sustained 200+kW. Included as the 800V baseline every other profile on this page is being compared against.
The charge session is integrated across 1% state-of-charge steps on the curve above. In each step the rate is the lowest of the car's curve, the charger's power, the charger's current times this 800 V pack's voltage, and a cold limit that lifts as charging warms the pack. Highway range is road load: rolling resistance on 2,100 kg, drag on a 0.29 drag coefficient and 2.58 m² of frontal area, the always-on electrical load, a cold penalty and a cabin heater that works as hard as the weather asks (238 Wh/mi at 55 mph and 72°F). Formulas and their limits: how it works.
Pack age matters. These figures assume a new pack. The calculator takes a model year and odometer reading and derates both charging and range for an older one.