DC Fast Charging Hyundai IONIQ 5 From 0-100% - Analyzing Multiple Charging Sessions

This one is for our EV nerds! Join Kyle as he starts to break down and analyze the DC Fast Charging profiles for the IONIQ 5. This is a bit trickier than other EVs as there are almost infinite charging curve possibilities based on starting State of Charge, battery pack thermals, and exterior ambient conditions (not to mention charging hardware). Hope you enjoy!

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#hyundai #ioniq5 #charging

[Funktimusprime]

I love these videos. Hard to find people who want to go into the details like you. Trying to learn as much as possible before mine is delivered in June!

[Pedrodemio]

I don't remember whose video it was, probably Bjorn, but he had an OBD scanner plugged in and the diference between the coldest and hottest cell was enormous, so you have a really small window between the coldest cell being hot enough for the whole pack to accept full charge rate and the hottest cell being cool enough for it to not thermal throttle.

Will be interesting to see degradation in a few years, since its really bad for a pack to have such delta between cells

[peteyification]

I'm picking up my EV6 600 miles away from me and driving it home at the end of the month, so every one of your recent Ioniq 5 charging and range videos have been very helpful!

[a-dub]

This is so much more useful information than some other channel that seems to only be considered about the size of the frunk! Thank you from Colorado Springs.

[brandenflasch]

Quite a few thoughts as there were lots of things covered here:
32GB is a huge software update - larger than most Tesla updates. I suspect this is likely due to not being a delta update but rather a whole rewrite..someone more familiar with software updates can probably elaborate on this.

I would be extremely curious to somehow supplement the cooling system (aftermarket or even something like packing ice around the radiator) to maximize cooling for repeated charging (if you care - for something like a Cannonball with minimal heat shedding during driving).

There seem to either be thermal shelves and set tiers of charging speeds based on the thermal shelves. The ~80% “status check” of sorts seems to be only triggered based on set extended times of high current charging or potentially based on pack temp.

Ioniq 5 went from 0-93% (first session) in the same time my ID.4 went from 5-80% (I have tested this a few times - 36 minutes very consistently) - this translates to about the same real world range. The real benefit of the E-GMP charging curve, IMO, would be from strict Out of Spec style road tripping rather than from the more normal person approach of not paying too close of attention and charging for 30-40min and continuing on, otherwise the benefit over the course of the day seems that it would be fairly minimal. This is also why Audi e-tron (fat e-tron) has such a great curve for normal people.

Second session seems quite thermal limited with higher ambient temps and higher pack temps meaning longer recovery time for the thermal management system. At about 67%, the “hunting” of charging speed jumping up quite a bit is odd before dropping. It’s hard to say why the session failed without more information, but my suspicion would be due to trying to avoid an overcurrent event.

Battery preconditioning is important not only for faster charging, but also is important for overall efficiency. Thermal management will take very different approaches for longevity / charge speed depending on whether you’re going to park the car or DCFC and with having a set time until the DCFC session, the car can decide whether to take the more efficient passive approach (using radiator or pulling heat from pack to heat cabin via heat pump) to thermal management or the less efficient active approach (using AC chiller or active heating) to time the proper thermals.

It’s really hard to make total sense of the situation without knowing OBD data and seeing pack temp, so I’m glad to hear you’ll be starting that. It’s also a lot less tedious than than pressing the EA button to clear the screen every minute. The setup I use for OBD is “Car Scanner” app and an OBDLink MX+ on either my iPad mini or my iPhone. Using OBD while charging / driving can also help understand the thermal approach being taken based on pump duty cycles and battery inlet/outlet temps.

Overall, I think we have three very different approaches to charge curve engineering on the market today - Mach-E with completely arbitrary calculation (rather than sensor based) charge curve; ID.4 with a set curve but deviations for pack temp; and Ioniq 5 / EV6 with a seemingly completely variable curve based entirely on pack sensor data variables.

[ourstate]

Even a 150kw charger will be pegged till about 80% similar to E-tron chargeing curve... still very good. infact if you start using OBD reader I would love to see how the car deals with 150kw vs max to get a better understanding of what is limiting the factor in the charging curve.

[timwardrop]

This is really interesting. My observations from logging a few sessions at 350 kW chargers on an Australian spec car with a 72.6 kWh battery:
Up to somewhere just over 50% SOC I can get 220-ish kW if the min pack temp is 25 C or greater. In this SOC range the max increases predictably as the min pack temp passes 5 degree C increments. The slowdown after 50-55% isn't clearly linked to a temperature - I've seen the same slowdown at 32 C and 38 C max pack temp. Nor does it seems to be linked to a particular cell voltage imbalance, but as you expect with these cells the voltage drops once you drop the charge current, so there may be something to that.
I don't always get the 80% SOC pause - sometimes it just keeps going, but I've only seen it when earlier in the charge I was able to get the max power. Looking at one session which had a 3 minute pause at 80% then continued to 90%, it does look like there is some cell balancing going on. I don't know if internally the car monitors cell voltage to a finer resolution, but Carscanner shows cell voltages in 0.02V increments. During the pause the reported difference between min and max cell voltage goes from 0.02V to 0.00V.

[anthonyc]

man, a road trip race would be awesome! It would really highlight the range vs. charging speed equation that buyers have to consider. I'd love to see Kyle doing a little advice video for various EVs telling owners what their car's ideal road trip strategy should be.

[allisonscottnc]

Would love to see a road trip battle where you take this and others to see who can get from A-B the quickest. Drive 450-500ish miles which I think is what a lot of people do on long trips per day.

[theseb]

The updates that you can apply yourself are just for the entertainment / navigation etc. Updates to stuff like battery management system are only done via dealer updates. The EU pack is smaller, but it’s the same pack - it just has a few modules missing with empty spaces. I can’t remember the exact number it’s missing, sorry. I believe that the actual total size of the battery is 80 KWh

[sahasramananandan]

Thanks Kyle, bought an Ionic 5 yesterday from Cary thanks to your videos. I am leaving on a roadtrip From Raleigh to Boston and back starting tomorrow, excited to try charging it myself to see how it charges and compares to my Model 3 and Y

[christianseiler]

Love the dedication and in-depth analysis. One of the best EV channels! Keep up the great work

[SasquatchMelee]

I have the numbers for the charging curve (coming from a High Power Charger manufacturer)
Phase 1 - 0% to 53%
Optimum if temp is higher than 25°C Amp = 305A - 201kW approx. max: 225kW
rapidgate over 35°C - 153A - 101kW max 113kW
coldgate lvl1 between 21 and 28 265A - 175 max 196
CG lvl2 20 and 27 185A 122 max 137
CG lvl3 >10 and 15 166A 110 max 123
CG lvl4 >5 and 10 103A 68 max 76
CG lvl >=5°C 97A 64 max 72
CG lvl6 under 5°C 60A 40 max 44
Phase 2 - 53-73%
optimum >=25 200A 151kW max 157
RG1 >=35 245A 184 max 195
RG2 >=40 232A 175 max 182
RG3 >=50 75A 56 max 59
Phase 3 73% - 8x% rapid gate >=30 <50 - 200A 151kW max 157

[pedantic]

I noticed that you weren't sitting in the car while it was charging. Bjørn noticed some cold-gating when the cabin was heating, that seemed to go away when it was turned off. The theory is that the car's heat-pump prioritized the cabin comfort over maintaining battery temps for ideal charging speeds. It would be great if this could be tested.

Edit: I just rewatched the Bjørn video on this. The IONIQ 5 and EV6 were overheating the battery. According to Bjørn, the rapid-gate was caused by the cabin climate control being prioritized over cooling the battery with the heat-pump.

[garryford]

Key points I can make to your video on the IONIQ 5. I regularly get a peak of 235 kWh on a 15 to 80 % charge. I always get a drop to 2 kWh at 80% SOC for about 1 minute and then a return to between 90-120 kWh. I only charge to 80% on road trips at 350 kW stations and generally arrive with a SOC between 15 to 30% due to station spacing. I do sometimes skip a station and run the pack down to 5% if I can reach out to the next station. I alway per plan a road trip with A Better Route Planner and the longest day trip I do is between 750 - 800 km. A standard road trip day will see no more than 45 minutes of total charge time and I generally start with an AC charging session to 100% SOC. I only have 4000 km on my IONQ 5 and the above conditions occurred in June 2022. Yes you're right about it being a charging monster but only to 80%.

[bobhawkey]

Not sure why I find this so fascinating. All I know is I plug in my Ioniq 5, go for a meal or grocery shopping and it’s 80% when I’m done. Very pleased with it.🎉

[MegaSnwbardJunkie]

Dude you're videos are awesome! My next car will most definitely be electric but I have another year of payments on my '18 Sonata. I've been debating on the Ioniq 5 and the model 3. I love tech and love seeing all the techy nerdy stuff. I would love to see a home charge from10-80% on this car. I'm planning on installing a 50 amp 240v circuit in my garage with a 14-50 outlet so it would be nice to see real world numbers. I'm driving down to Florida in a couple weeks and would have loved to rent or test drive electric for it but everything is so expensive to rent. Keep up the good work and I look forward to your continued posts! - Aaron from Long Island

[jannetapio]

Yeah, definitely add an OBD dongle. When testing the 77 kWh EV6, it seemed that +20C pack temp was the crucial point where the power would shoot up. I think in Bjorn's video he was talking about 5C ledges. However with the EV6, it wasn't consistent. Especially in the winter, the heat pump can suck the temp really cold, I've seen people saying down to -15C. Now when it heats up during charging, sometimes the power would go above 150kW, sometimes it struggles to reach 100 kW.

Our parents' great mystery was what happened to Elvis. Ours is the charging behavior of the E-GMP. You'll figure it out but pack temp is the key.

[dennisbjergmadsen]

Would love to see 0-80% on a 150 KW charger😊
Good work tho👌

[chrisshumaker]

I'm not saying anything that everyone else has already said, I just wanted to say thanks for all the detail you go through on every single review.