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Right - 29% (73-44) of 25.2 KWh is 7.3 kWh battery drop for 44 miles so 166 Wh per mile off the battery.

Assume 20% regen (of gross consumption) so 166 Wh per mile becomes 207 Wh per mile and the motor performance is then 4.8 miles per kWh consumed at an indicated 70 mph (could be an actual 63 mph) . Sounds possible that better regen and perhaps aerodynamics is giving the IonIq the edge over the current LEAF in respect of efficiency.
 

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Discussion Starter #46
Assume 20% regen
I had the regen set to 0, don't like it on the motorway.

Looks like going South is slightly downhill as on the trip back I did 56 miles using 39%, which works out at 143 miles. So if we add them both together we get 100 miles for 68% so 147 miles.
 

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I had the regen set to 0, don't like it on the motorway.

Looks like going South is slightly downhill as on the trip back I did 56 miles using 39%, which works out at 143 miles. So if we add them both together we get 100 miles for 68% so 147 miles.
Absolutely stunning results there. Whilst there is the race for battery price/size, the Ioniq has clearly set the standards for efficiency. Hoping the next generation of larger capacity BEVs have similar efficiencies.
 

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I had the regen set to 0, don't like it on the motorway.

Looks like going South is slightly downhill as on the trip back I did 56 miles using 39%, which works out at 143 miles. So if we add them both together we get 100 miles for 68% so 147 miles.
Sounds like 5.8 miles/kWh. Once confirmed that would run rings around a LEAF for efficiency unless one is a hyper-miler.
 

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Discussion Starter #49
I learnt elsewhere that the 28 kWh is the usable capacity of the battery. Total capacity is 31 kWh.
The spec I have on the battery says it is a 78Ah / 28 kWh Lithium Ion Polymer Battery composed of 12 modules with a total of 96 Cells and an output of 98kW.
 

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To get some insight in how the Ioniq Electric's range varies with the two main determining factors for range (average speed and temperature), recently I collected the reported ranges (in km) I have seen up till now and put them in the scheme below.

-------------km/h
--------------40-60---------60-80--------80-100-------100-120-------120-140-------140-160
°C -10--5-----X---------163-173-----------X--------------X---------------X----------------X
------5-0-------X-------------208------ ----162-------------X---------------X----------------X
----- 0-5-------X--------------X-------------227------------155-------------X----------------X
-----5-10-------X------------256---------165-235----------X---------------X-------------110
---10-15-------X------------290-------------X---------------X---------------X---------------X
---15-20-------X--------------X--------------X---------------X---------------X---------------X
---20-25-------X--------------X--------------X---------------X---------------X---------------X
---25-30------351-----------339------------X--------------220-------------X---------------X

Note that you can click on each of the range numbers to see where it was reported.

If more experiences are reported we can replace more X's by numbers. For example, drivers from South Korea may provide input to fill the lowest rows, and drivers in North-West Europe and North America may have input for the highest rows. Please share your experiences with us (and indicate the average speed and the temperature), also km/kWh or kWh/mile efficiency numbers are useful, as they can be transformed into range numbers.

Added data from Bjorn Nyland's Winter Test Part 1.
 

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For those accustomed to miles and Fahrenheit or Celsius, here the same scheme in these units:

------------------------mi/h
°F-----------°C------25-37--------37-50---------50-62--------62-75--------75-87--------87-100
14-23------10--5-------X--------102-108----------X--------------X-------------X--------------X
23-32-------5-0--------X------------130-------- --101-------------X-------------X--------------X
32-41-------0-5--------X-------------X-------------142------------97------------X--------------X
41-50------5-10--------X-----------160--------103-147----------X-------------X-------------69
50-59----10-15--------X-----------181-------------X--------------X-------------X--------------X
59-68----15-20--------X-------------X--------------X--------------X-------------X--------------X
68-77----20-25--------X-------------X--------------X--------------X-------------X--------------X
77-86----25-30------219-----------212------------X-------------137-----------X--------------X

Added data from Bjorn Nyland's Winter Test Part 1.
 

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This is a quite good number. I added it to the schemes above. It is in the same cell as the test in Czech around Prague which took place under bad weather circumstances, so that much heating and defogging was needed. Probably the two numbers give approximate lower and upper bounds for what is possible in that cell.

P.S. You can also share an efficiency number (e.g., km/kWh or kWh/100 mi) for a trip, together with average speed and temperature. I can determine the range out of that, given the battery's capacity of 28 kW.
 
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