Hyundai Ioniq 5 N 1000 km challenge Part 2

[@esstyx66]

I've had my N since May. I have had similar exceptional charging speeds though I hadn't experienced the heat gating around 50%, though that is around where the speed started to taper down. Just never suddenly down to 115kw as you experienced. I live in southern ca and one of my first charging sessions I took a photo charging at 172kw at 62% soc and it was 23C outside. However, I don't have record of at what SOC i started. I am doing a road trip at the end of November, I will try to capture a full deep charge to see, but it's possible the colder temperatures had some sort of effect, or that press car has seen some sh*t. I also do have a screenshot from a previous road trip getting a peak of 267.5kw from an EA charger at 51% soc. Beast! Glad you finally got your hands on one and thanks for all your efforts!

[@MrVeeBlog]

Awesome post. Thanks Bjorn

[@daemigeo1]

Thank you

[@LucidThought]

Great video's.., I'm really interested in freezing temp charging. I'm picking up my 'Ionic 5 N' in Jan and I will drive from CZ back to the UK via the tunnel in Feb. I'm guessing winter tyres will be sucking up extra electrons too.

[@lxrick]

Don't thinks so, because you are slower here in Germany on the Autobahn than in summer...So that will cancel each other out maybe.

[@thenerd6192]

The 38kWh IONIQ displays a message if you turn on climate while you’re charging (even on AC) that “Using climate features may delay charging completion”. That you don’t get that message on the 5N suggests that they fixed this for that car so that the AC can cool both things simultaneously (or that they forgot to turn on the warning for the 5N, but your test suggests otherwise)

[@Erigion]

That message also doesn't appear on the Ioniq 5 and EV6 but running the cabin AC will affect battery cooling as shown by Bjorn in previous videos. The Ioniq 5 N does have better battery/motor cooling. But seeing the "Heater" temperature being so high in the middle of all of these charging sessions makes me think something about the programming is not optimized.

[@c-fb]

Those 275 21” tires are most likely not ideal too😅

Now imagine how quickly would the MY do the 1000 km challenge if it charged as fast as this Ioniq...

[@Mrback2k9]

Don’t need faster charging. 🎉

@@Mrback2k9 I tend to agree in the sense that car is usually faster to finish charging than I'm finished peeing and drinking my coffee :-D But it would be nice to have that option when hammering.

[@arnaudcampion]

It exists, take an A6 or Q6 e-tron or a Macan … or even faster a Facelift Taycan

@@arnaudcampion But that's another price category, isn't it.

[@alemant84]

The base Macan are very near at this price...

[@Noaixs]

What would be your estimate if the Tesla Model 3 Performance had an 800V system (with the same charging performance) for the 1000 km challenge? 9 hours? By the way, challenges like this always highlight the difference between performance and efficiency. Hyundai Ioniq 5N needs a lot of more energy.

[@Teslaajaterapiaa]

I would like to have it. No heatpump issues like withTesla.

[@hadtopicausername]

That large a battery temperature delta can't possibly be good for battery longevity, can it?

[@benoit6026]

It's pretty amazing to still be charging at 250 kW at almost 50% soc. I'm curious about the impact this will have on battery degradation. The first owner of the car will probably not suffer any consequences, but what about the next ones?

[@DouglasJMark]

Good thought. In comparison, and with so many on the road, Teslas seem to do well with little degradation and the expectation that the battery pack should outlast the car itself. At least this is what Elon and Tesla data say. I’m not aware of any similar assurances from Kia-Hyundai. I also don’t recall BEV battery researcher professor Jeff Dahn saying anything specific about these vehicles as well. Given that Teslas pre-heat their batteries so well and seem to keep their batteries at a better temperature overall, my guess is Teslas batteries should do better in the long run for those who keep their vehicles for 20 years or more like we do. Time will tell. Our Fremont-Built Model Y just turned 2 and still has 6 more years of warranty on the battery pack (we only drive 9,000 kms per year lately)

[@noproblem386]

they have the option to do a battery health check prior

[@Noaixs]

None consequences, because with an 800V system, fewer amps are needed to reach 250 kW, resulting in lower heat losses during charging.

[@EngineersFear]

The heat losses in the cells are always the same. On a 400 V system you put twice as many cells in parallel and charge with twice the current (if possible). The current is shared between the parallel cells so the per cell current and heat generation remains the same

[@benoit6026]

@@Noaixs Whether you're charging at 800V or 400V makes no difference to the cells: at equivalent power levels, they undergo the same stress. An 84 kWh battery charges at 3C for 250kW of power, whatever the voltage. At 800V, there are more cells in series, but the same current flows through them as through the cells placed in parallel at 400V. The only advantage of 800V is the size of the conductors between the terminal's power circuit and the car's battery, which can have a smaller cross-section and heat up less. That's all. Internally, there's nothing more to make the cells less stressed. So, at 3C we're likely to have more degradation than at 2 or 2.5C.

[@leslarson2642]

Ioniq 5 owner and concerned with the seeming inefficiency. Relative to the Ioniq 5N, what leads to its inefficiency: aerodynamics, wide tires or vehicle weight? Something else? The Ioniq 6 seems to be much more efficient.

[@adrianguggisberg3656]

The car is wider, has wider tires and larger rims. That alone consumes energy, even it the cw was the same (drag is drag coefficient x area). On top of that, the N's aero is producing somewhat more downforce, and this downforce is ultimately produced with electricity from the battery, even if it's not required as in everyday use going in a staight line at slow speed on a norwegian motorway. The upside, if you make use of it, is that it doesn't immediately turn its brakes and battery into smoke and ashes as you roll onto a track like a Tesla. Movable control surfaces, like some Porsche and similar cars have, can reduce this effect, but are expensive, add weight and reduce reliability.

[@Lav-v9c]

@@adrianguggisberg3656 - There no duckin downforce, just vents and stuff for show. I willing to bet none of that does anything meaninful. EV should have decent range should be the start. This car is a one trick pony and I am not even sure how the battery is going to last in the long run given the management.

[@adrianguggisberg3656]

@ 😂yeah, I'm sure you're an aero-expert. This car isn't for you, and it isn't for most people really. For that already it's suspension is far too hard (tho not quite as spinal disc abusive as M3 or MY), consumption is too high etc, pp. But there are people who want exactly that, they dont give a crap about your or my opinion or practicality issues. They want a men's tool, and this is what the 5N is built for, and unrivaled great at that. The battery will last just fine, its made with much, much higher quality and performance cells than your average Tesla or VW battery, which also last reasonably well and which get pushed much harder when fast charging. There's absolutely nothing wrong with the eGMP battery management.

[@duramaxadventures5832]

Yes sign you look at JUST the highway number (matters for road trips) in the US EPA cycle you will see a 40% delta between 6 and 5 that's ALL aerodynamics at speed.

[@ALCLCFVIS]

@@Lav-v9c only a clueless individual can dish out one of two vehicles able to tackle the ring without overheating....You want your pony's? Keep them. Some of us remember that vehicle development comes from pushing the boundaries (hence why Lucid is another good example » competition derivative).

[@markgeezey1809]

Kia/Hyundai actual say that if you have pre-heat active to a destination charger that it starts heating around 20 mins before it arrives at the charger. I think this fits in with what you have experienced Björn. Unlike some cars which heat quicker but use more initial energy to heat it. Don’t ask me why Hyundai group chose this way 🤷🏻.

[@bjornnyland]

Look at previous 1000 km with Ioniq 5 and EV6. The car kept preheating late and I arrived with too cool battery.

[@markgeezey1809]

To be fair Björn there has been a few updates since then and I have found even in minus temps, I am getting really decent speeds and therefore the battery temp must be reasonably warm to get those charging speeds. Unfortunately haven’t used car scanner to see exact temp. This is on an EV6 GT. enjoyed the Vid though 👍

[@Checkb28]

My GV60 gets about 10° rise per 30min pre-heat. Ambient in the single digits. Max 4.5kW pre-heat power.

[@adrianguggisberg3656]

@@markgeezey1809That's because slower preheating preserves energy. The N can heat/cool faster than regular eGMP cars, but does so only in track modes. I don't know about the 5N, but my 77kWh Ioniq 5 RWD is reliably done preheating 5 minutes before I arrive at the charger. This may be different in Oslo, but most people don't live at the north pole. My wife has a house and relatives about 800km away in France at the Mediterranean, which we regularly visit. I've noticed that preheating the battery is pure waste of energy, as long as outside temperatures are above 12C. It only makes a 10 minutes difference at best for an 8 hour drive, which is completely irrelevant. It also makes almost no difference if I start with 60% or 100% SoC, I charge twice either way. It happened a couple times that I started with 35%, that's not ideal, it adds a full 15-20 min charging stop very early on, which is annoying and disturbs the driving rhythm. I drive @ 132kph in Switzerland and 135kph in France, which is 1-2kph below triggering speed of the extremely frequent radars.

[@achtungpolizei7614]

I remember Plaid getting 250kw after a night in Foldal because of alien tec.

[@Razwer]

You drove extra km outside of the test yet you deducted kms from the meter? Shouldn't you have added instead? I think this contributed to the lower time vs estimation

[@jackmcbamsen3817]

He drove 7km outside the test and the car underreports 1.1% = 11km/1000km. So he deducted 4km. Seems legit to me.

[@AirgunNL]

What app are you using for the ioniq. It is not carscanner or scanmytesla...

[@hardywoodaway9912]

scanmykia😂

[@AirgunNL]

@hardywoodaway9912 scanmaihyundai

[@gadaegi]

Even if electric vehicles support fast charging, they say that occasionally charging them slowly is good for cell balance and helps extend battery life.

[@christianortendahl7537]

I seriously doubt there is any (effective) insulation of the battery at all. Very large differences between highest and lowest cell temperatures.

[@bensontek]

Button overload in that car 😢😳🫠

[@lxrick]

More Buttons!!! :D

[@vhol93]

nicee

[@KypHeM]

where is the model 3 on the list?

[@bjornnyland]

Way higher (shorter time)

[@tesla-spectre]

you mean the LR? at around 9:20 (you can check the table yourself , it is online)

[@tobiasforsberg2497]

Its insane that the N uses 50% more than the Tesla model Y performance. Or compared to the regular Ioniq 5, 20 % more. Some due to the relative coldness of the run. But still. Could that all be due to temperature and wider tires?

[@not_the_pasta]

The car is pretty thirsty. Even in Eco mode it still feels pretty spirited. The way the car is planted and the wide tires also do not help consumption in long run.

[@swecreations]

50% is not true, you can't compare a winter run to a summer run. Also the difference between those two runs wasn't even 50% but 39%. Still agree that the Tesla is very efficient though.

[@Danne89]

The Y Performance is fast, but it's not really a performance car other than the acceleration. IONIQ 5 N is in a different league.

[@tobiasforsberg2497]

@@swecreations agree, i should have done the calculations before posting. Just made a quick approximation. And perhaps should have compared to the Y LR run in winter (254 Wh/km) ie around 20% more. Or maybe just kept the comparison to the Ioniq 5 AWD 🙂

[@tridrean]

❤❤❤

[@근육돌이밥이]

we should tests all EVs for overheating which is the most important thing.

[@antoniocirino8444]

Now we want a comparison between ioniq 5n and fiat abarth 600e.

[@shivan6416]

Manual preheating shouldnt exist. The car should know when starts heating up the battery. If not, it is a bad car.

[@Danne89]

And how would the car know if the charger is new and not in the navigation? Having the option to preheat manually is always good to have.

[@shivan6416]

@Danne89 We just need an option to say in the navigation that the next destination is a HPC ! So the car know that it should preheat the battery but it is THE CAR that knows when start to preheat, not the user.