The EPA rates the 2027 Hyundai Ioniq 9 RWD at 335 miles combined and 37.0 kWh per 100 miles measured at the wall, which is 92 MPGe. That is the longest-legged version of the car: the two all-wheel-drive Ioniq 9s are rated 320 and 311 miles on the same pack.
Hyundai’s own specification sheet puts the pack at 110.3 kWh of system capacity at 610 volts nominal, with 107 kWh usable — a reserve of 3.3 kWh, about 3 per cent, which is tight by the standards of this database and is how a seven-seat SUV gets to 335 miles without a heavier battery. Cells are NCM. At 107 kWh over 335 miles the car draws 31.9 kWh per 100 miles from the battery against 37.0 kWh at the wall, so roughly 14 per cent is lost in charging.
The 800-volt architecture is what this car is really selling. Hyundai publishes 24 minutes from 10 to 80 per cent on a 350 kW charger — and publishes the honest alternatives beside it: 38 minutes on a Tesla V3 Supercharger through the built-in NACS port, and 109 minutes on a 50 kW unit. Seventy per cent of 107 kWh is 74.9 kWh, so the fast figure is an average of about 187 kW sustained across the session, second here only to the Kia EV6, which averages 198 kW. In range terms that is roughly 235 miles added in 24 minutes. The onboard AC charger is 11 kW.
One number is credited to a second source rather than to Hyundai: the 233 kW DC peak. Hyundai does not publish a peak figure for the car, only the charge times above, so the peak here comes from EVKX’s measured curve and is marked as such on the specification table.