Jaguar I-Pace charging on 350 kW fast charger

[@global_nomad.]

Thanks Bjorn, its clear that there is a lot of systems development still to come, where suppliers and manufacturers are learning how to work with the real world conditions of charging and batteries. I am sure we'll look back in a decade at these few years and see how funny the conversations are.

[@davithdevries6774]

iPace is sooo thirsty, I calculated it would need to charge at 110kW peak (260A contiously) instead of 82kW, to reach a "500km/hour charging rate", approaching Kona/Niro. To beat Tesla Model X, it would need to charge 125+ kW up to 50% SoC... To reach this, it would need to support 300A charging. I guess it would be attainable with CCS2 / Ionity, as long as iPaces internal components are rated for that high current.

[@TheSmallRabbit]

Yes I agree. In 5 years time I bet we see 500+ Miles range from an EV so that most drivers will rarely use a public charge point if they have access to charge at home, however if you do then I would expect to get 250 miles for a 30 min charge or less.

[@rymannphilippe]

The graph 📊 with comparing range charging speed is fantastic.

[@Lumpiluk]

Well, fantastic except for the missing labels on the axes…

[@morrisg]

The horizontal axis was battery percent charged and the vertical axis was range charging speed in km/hr.

[@morrisg]

My Model 3 LR charged at 117kw peak rate at the Tesla supercharger (120kw limit) and consumed approximately 250 wh/mi at 75 mph (~155wh/km at 120kph). This is a 468 mi/hr charge rate which is about 754 km/hr charge rate. We will see if the Model 3 charge rate increases with the new Tesla superchargers with higher charge limits.

[@reijerkok6136]

If the M3 really could be charging at 210 kW in the future, such as EPA stated, it would be leading the Miles/hour charging rate! Source: electrek.co/2017/10/26/tesla-model-3-range-charging-capacity-underselling-epa-document/

[@tuq87]

Thank you Bjørn, one of your best videos ever! I just became a patron @ Patreon because of this.

[@bjornnyland]

+tuq87 Thanks :)

[@mjpk987]

Thanks a lot! Really really interesting, adding to our understanding in great way :)

[@maximilianholland]

51% added in 30 mins. 10% to 80% in 44:25 mins. Not bad. But due to the low energy efficiency in driving, 30 minutes doesn't actually add a huge amount of highway range - maybe ~142 km of 120 km/h cruising. That's 71 minutes of highway driving for 30 minutes of charging. Kona adds 156 km of 120 km/h cruising (78 mins) the same 30 minutes. Let's hope Jag can really get to 100 or 120 kW charging - that would help to justify the price tag. Better still - tweak the driving efficiency.

[@DiscoveryOwners]

max holland Thanks, Max, that is my thoughts also, although somewhat of a non-issue since there are no 100KW and precious few 50KW chargers in my area. It would still meet my needs as I have several ICE vehicles, and any long trip is done in a motor coach anyway. I think the hidden message here is that resale value of these will be extremely poor. BTW, my local Kia dealer has zero plans to carry the e-Niro. I have a Niro PHEV, but I would trade immediately for the e-Niro simply for additional features.

[@raylab77]

Thanx Bjørn. Again, another great video!

[@foersom5928]

Great video with practical use of CCS HPC station. Most EVs (e.g. BMW I3, Renault Zoe, Tesla S 100) have 96 Li-Ion cells in series = nominal 350.4 - 355.2 V (cell 3.65 - 3.7 V), max 403.2 V (cell 4.2 V). Jaguar I-Pace has 36 battery module, each with 12 cells in series = 432 cells. The battery pack uses 4 modules parallel, so stack is 108 cells in series (= 432 / 4), called 108S4P battery = nominal 394.2 - 399.6 V, max 453.6 V. Audi E-tron has same high voltage like I-Pace. The higher battery voltage means somewhat faster charging (kW) with less current which result in less waste heat and less losses. It is a good design. CCS 400 V DC chargers (EVSE) can actually scale to somewhere shy of 500 V, the exact limit depend on EVSE brand. Similar 800 V DC EVSE can actually go to somewhere below 1000 V. In order to make the current flow into the battery the EVSE must be able to set voltage higher than battery voltage. So the ~450 V battery is about the highest possible to fit the normal CCS ~400 V EVSE standard.

[@talhabinumeed650]

Kona/Niro easily the winners for the most practical car for the general public

[@Adrayven]

Hey. The reason ipace stopped charging at 100% the first time was it probably didn’t need to balance the batteries. When Tesla or other EVs do that at 100% they are battery rebalancing. It’s actually good too do that every once and awhile.

[@Stoic-of-Rome]

What about balancing on the I-pace though?

[@Stoic-of-Rome]

I'm trying to say how do you know Ipace doesn't start balancing at lower SOC like Tesla do?

[@BenVarley74]

Most lithium chargers will balance as they charge to a degree however the faster you charge the less efficient it is at balancing hence why many chargers will sit at 99/100% for some time.

[@marcgirard6146]

I think this shows that Tesla is still clearly a step ahead of major car makers in a few very significant areas including battery management, efficiency, and charging network. It’s clear advantages in these areas make Tesla the clear choice if looking for a more “premium” offering. I’m really impressed though with what Hyundai and Kia have offered consumers and the price of it even though it is more basic. Imagine how good those offerings would be if they did a deal to allow those cars on the Supercharger network!

[@foersom5928]

Very good video with practical charging use. Most EVs (e.g. BMW I3, Renault Zoe, Tesla S 100) have 96 Li-Ion cells in series = nominal 350.4 - 355.2 V (cell 3.65 - 3.7 V), max 403.2 V (cell 4.2 V). Jaguar I-Pace has 36 battery module, each with 12 cells in series = 432 cells. The battery pack uses 4 modules parallel, so stack is 108 cells in series (= 432 / 4), known as 108S4P battery = nominal 394.2 - 399.6 V, max 453.6 V. Audi E-tron also has same high voltage like I-Pace. The higher battery voltage means somewhat faster charging (kW) with less current (Ampere), which gives less heat problems and less losses. It is good idea! CCS 400 V DC chargers (EVSE) can actually scale to somewhere shy of 500 V, the exact limit depend on EVSE brand. Similar 800 V DC EVSE can actually go to somewhere below 1000 V. In order to make the current flow into the battery the EVSE must be able to set voltage higher than battery voltage. So the ~450 V battery is about the highest possible to fit the normal CCS ~400 V EVSE standard.

[@riggald9864]

TYVM for the graphs, @Bjørn Nyland. So, it looks like unlocking the 110-120kW capability is at least two OTAs away. After the first charger OTA, I-Pace's peak charging MPH will reach what the Kona and Niro get after the first step down. (~ 430-450km/h) Also looks like the onboard hardware is going to be 117-120kW, rather than 110-113kW.

[@GregorTerrer]

Good Video! I hope you can repeat the test in a couple of weeks with the new Software in the I-Pace. As I heard yesterday from JAGUAR, the 200A Limit does no more exists in actual Software. :-)

[@bjoremo]

Can you make graphs where you have time on X axel instead of battery percentage. Would me even more interesting. Sure, when lines will end on different places, but that is part of what I want to see. Thanks, great videos!

[@crion88]

What about a comparison to a model 3? Excellent graph choice with real chargespeed of real range!

[@seanz6586]

As far as the iPace not running the fan as often compared to a Tesla, we have yet to know how well the iPace manages battery temperatures. Hopefully it holds up over the years.

[@TBasianeyes]

It looks like there was no limitation on the high speed test. Note that cooling can also be improved by just having using more coolant and bigger radiators. Easy solution.

[@ASTZDomidragon]

dont forget, you only charge at 80kw. tesla blow everything away with the fan when it charges at fullspeed over 110kw.

Looks like Kia/Hyundai are the current leaders in affordable EVs. Now if they could just lead in production numbers too.....

[@davethefab6339]

It's all about Ohms law.. just like the grid transports power across the country.. energy is converted (transformed) to say 40,000v with very low amperage thus reducing the 'heating effect of the current (amps)'. Sub stations then convert the energy back to lower voltage and higher amps for local use. By doing this cables are not melted like a wire fuse would be. So... in the case of i-pace 'higher voltage = lower amps and therefore less heat'. Good video mate.

[@TheBigVizard]

Low charging loss on I-pace is due to liquid cooling of batteries. Batteries dont heat up as much during charging, and that helps with keeping internal resistance lower.

[@davithdevries6774]

Teslas batteries are also liquid cooled, same type of system, as many other EV's, with notable exception of the Leaf. However, you need to get rid of the heat in the liquid, else it's useless. To dissapate the heat, the coolant circulates trough a radiator with a fan on it, just like an ICE engine and it's coolant. However, lots of factors determine the noise: the properties of the fan(s), mass/total surface of radiator(s), coolant type & volume, total number of coolant pipes/coolant density in the cells etc. And the rate of heat development in the system itself, of course. I would be suprised if the cells Jaguar used have less heat development, I just think the coolant system is more extensive (also proven on the high speed run), higher grade fans (more silent) and better insulated. Jaguar and other renowned car manufactures are generally very good at building *car* components, like a cooling system, a high grade interior, comfortable nice seats and suspenion, good noise insulation, narrow panel gaps and spotless painting etc. Tesla is just a innovative tech company building a car. The technology is outstanding, but the "car" part is mediocre (or at least to European standards, there are US cars built to a worse standard). Edit: low charging loss on the Ionity charger could partly be because of the liquid cooled cables, but then the same would apply to other vehicles charging there.

[@bjornnyland]

+TheBigVizard Tesla also has liquid cooling.

[@tymanot]

Great details Björn. Thanks.

[@Vivek_____]

Very detailed analysis. Great video.

[@fancyIOP]

I'm just worried the battery might get damaged if it keeps on charging yet it hit 100%, such an awkward thing but I don't have an EV in learning so that I get it in 2-4yrs time. I hope there's no damages happening to the battery at all. Nice video Bjorn.

[@TBasianeyes]

It is actually good to do it every once in a while to balance the batteries and to give the BMS an idea where true 100% is. For normal use I'd consider doing it twice per year reasonable.

[@fancyIOP]

@@TBasianeyes hmmmmmmm cool, I'm learning so it kinda freaked me out to see it that way. It looks normal stoping the charging power but awkward continuing when it had reached 100%... But I'm learning and I'm planning on getting an EV so it's nice being curious and getting answers. Thanks buddy.

[@cap0815]

The german company Phoenix Contact is the key developer of the CCS2 HPC (High Power Charging) technology with 350kW -> max. 1.000V DC, max 500A and liquid cable cooling. The 2019 Porsche Taycan will be an 800V car.

[@BarryHoogendoorn]

Adding the Ioniq in would still give interesting insights: * ca. 10% lower consumption (EPA, german highwayspeed most likely larger difference) * keeps at ~70kW till 78% = 22 kWh ( 37kWh for Niro/Kona) And note: most charging stations are only 50kW standard.....

[@Gatambwa]

It is always good to label your graphs Y and X axis!!!! Otherall good video.

[@martin.hillebrand]

I still believe, that the iPace is limited to CCS1. The clear indicator is the 200A limit. I don't think it's the Ionity station, as they are *the* HPC network (besides FastNed).

[@raybouchard6840]

Our model 3 consistently gets 118 kw starting between 10 and 20 % SOC. What is its Voltage?

[@morrisg]

Voltage is shown on your charging screen during charging. Battery voltage will change with the state of charge, moving higher as the state of charge moves higher. However, the charging power will stay near 118kw up to about 50% state of charge and then will begin to taper lower.

[@newscoulomb3705]

Is the Ionity charger limited to 200 A? The I-PACE battery has higher voltages because it uses 108 cells in series as opposed to 96 cells in series that most car batteries use. Also, the I-PACE uses heat exchangers on the power electronics. If you have the climate on in anyway, it's probably transferring the heat to the cabin without outside fans.

[@CJ-bg9wk]

@bjørn you did not drive a kona to a ionity charger (Rødekro). there will be multiple more in norway in next months...(sandefjord)

[@patrickmcswain6852]

Yes, the last 1% of the SoC is variable. Sometimes fast, sometimes slow. I believe this might be the BMS checking the balance, and if it needs it, it automatically going into balance mode at 99%. However, at 100% charge the I-Pace has ~20% of it's regen available. So there is perhaps buffer on the top, which explains the high kW rate at high SoC, because 100% is probably 102% or higher. Per TOPIx, when the I-Pace says 0% SoC, the dealer tool reports 2%, so there is a bottom buffer too. And you have access to the highest regen levels (140kW?) starting at about 93-91% SoC. There is a green line that tells you the limit. So charging past 91% might help, but you will be using some friction braking unless you are more gentle. Can't wait for the 100kW+ 15.2 firmware update, but right now, it's not so bad. Jaguar's docs and software when it comes to charging are still in flux and not so great. The website says 100kW, but it's really capped at about 84kW on a 350kW watercooled charger in the USA.

[@BatteryLife]

Do you have the information from Jaguar that the car is CCS 1 or do you guess? On the Ionity page the Denmark charger is markes as "under testing" Maybe it is not set to CCS 2 yet.

[@bjornnyland]

+Battery Life Rødekro can deliver 500 A. Confirmed by Ionity.

[@BatteryLife]

Bjørn Nyland Thanks. When I get the Kona for a test ride I will test charging on the Ionity Charger in Austria. Hyundai promised me it will charge with nearly 100KW there. We will see.

[@maximilianholland]

Please do test this! Will be very interesting to see if the Kona can really get above 70-72 kW.

[@BatteryLife]

max holland I will test this and I will make many other videos with the Kona. In detail. But I still don't know when my local dealer will get it. No schedule yet.

[@CJ-bg9wk]

This info is true. it depends on the ccs port and the battery management of the jaguar. maybe jaguar isn't able to push it more to 100 kwh....

[@michalsetlak]

Very interesting graphs. They prove that Niro and Kona use virtually the same technology (hardware AND software), and that Jaguar has still much to do, and that the Koreans have some homework to do in terms of charging. It would be very interesting to see if Porsche (and perhaps Audi) will be able to take advantage of the potential of 350 kW chargers.

[@CJ-bg9wk]

porsche will kick everyone in terms of charging speed, but this will be necessary, cause car is designed to deliver high speeds over long time. there will be special charging points, more on this -> 800V

[@RonnyBubke]

I think the CCS plugs are still limited to 200A. I think the charging speed will increase if the charges will support CCS 2.0.

[@foersom5928]

@Ronny Bubke; It is a CCS 2.0, it can deliver 350 kW. In the video it is said Ionity confirms the charger can deliver 500 A.

Look at the current bar of the i-Pace. Seems to be maxed out when at 200A. Could this be a limitation of the charger (software capped maybe)? Interesting also that the charger seems to read max battery voltage from the car.

[@christ.5377]

yes, the speed was indeed limited by the current. it seems to use CCS version 1, which is limited to 200A. i thought all the new ionity charges do support more than 200A. compare table 1: en.wikipedia.org/wiki/Combined_Charging_System

[@christ.5377]

or maybe the car is limiting the current to 200A. anyway. i cant imagine, that ipace will use more than 80kW though. but it is described as "charging with 100kw-ish?!".

[@davepermen]

CCS defines 200A as max.

As shown in the video, this charger uses CCS 2.0, which supports up to 500A.

[@martin.hillebrand]

@@davepermen No, CCS2 (which is compatible with CCS1) goes up to 500A/1000V. Also, I think the iPace is the limiting factor. The Ionity chargers are designed to deliver high speeds. It would be nice, if +Bjoern would charge at a FastNed charger, where a EQC has been seen to charge with 145kW. 80kW / 200A is a clear indication of CCS1. Maybe Jaguar want's to gain some experience with the battery before it opens up the software to indicate the charging station full CCS2 support. The promised 100kW would require 250A @ 400V, which is only possible with CCS2

[@alexandreesquenet3736]

When a tesla is more confortable than a saloon ^^ High voltage is good as long as you don't get shocked ^^ Lol that super syncro, boum it stopped, just at that time at 6:05 Excellent video, thanks !

[@mischaperrenoud9082]

Very interesting! Curious to see Audi etron

[@foersom5928]

@Mischa P; Yes I am looking forward to see an Audi E-Tron charging on one of these CCS HPC chargers. E-Tron has same higher voltage like I-Pace, see my other comment for details. E-tron should be able to charge with up to 150 kW.

[@droneshots4387]

@@foersom5928 fastned confirmed that it charges on 150 kW up to 75-80% and it can charge 50 kW on a 50 kW charger until 98%!

[@CJ-bg9wk]

i think the etron will consume too mush. and everything which helps you too save energy, will set you bank account back. AUdi is german so the list of extras will be as usual. there will be 900 possible configuration i think...

[@stevemccormack9948]

Interesting to compare the iPace with Kia Nero EV overall. The Jaguar is twice the price - but is it twice the car? I really don't think so. Jaguar have put in a good effort but Kia and Hyundai I think have accomplished more. Of course Jaguar are following the luxury brand but it seems to be handicapped insofar as the extra weight might rule out the possibility of Jaguar installing a smaller and cheaper battery. They could do that maybe for a lower price but then that might take something from the high-end label. Still, it might make some sense if there was an iPace with 65Kwhr/220 mile range and for , maybe €55k instead of €70k. Plus a smaller battery would mean less weight - it might have a different driving characteristic and does it have to be 4 wheel drive? Just being rear wheel drive would mean a bigger frunk maybe. and do we need the glass roof etc?. It would still be a lovely car. I guess it will hinge round the availability and price of batteries. But the point here is - a 200 mile iPace would be just lovely - and very popular.

[@morrisg]

Power consumption of a battery electric car will depend on inverter efficiency and motor efficiency as well as the aerodynamic drag, frontal area and rolling resistance of the tires. It is a system which needs to have all of the elements in the chain to be optimized in order to reduce consumption of battery power.

[@5c0tty5]

2 motors vs 1, double the bhp

[@uderzo1984]

Bjørn, I'm guessing we will see a complete review of the I-Pace soon?

[@JanScheumer]

Great Clip! :)

[@collarge]

Cheers Bjorn not many if any people have compared all these cars. Would be interesting to know how much more you pay on the fast charging charges. And how much it varies to the paid Tesla fast charger service.

[@MrEpn]

Thanks, great video with good details! It would be interesting to see also if the battery voltage has any difference in power while discharging. Quite often I hear from my "engineer" friends that EVs loose their power after the battery level drops. I have ioniq myself and I know that the effect is minimal, but it would be nice to know real numbers.

Yes, there are videos demonstrating this for Tesla I think

[@luisag763]

Very interesting video!

[@MiccaPhone]

What is the value on the y-axis at 13:30? It is "km/h" somehow??? What does it mean? I know it is somehow the first diagram "adjusted" by consumption at 90 km/h(?), but what math exactly is behind? Is it the value of 1st diagram divided e.g. by 0.2 if consumption is 0.2 kWh/100km?

[@MiccaPhone]

... I mean to say "0.2 kWh/km", of course, in last sentence.

[@bjornnyland]

km/h, yes Consumption numbers for each car at 90 km/h: - I-Pace: 230 Wh/km - Model X: 185 Wh/km - Niro: 135 Wh/km - Kona: 130 Wh/km

[@MiccaPhone]

To answer my own question: I think my guess above is correct. For example if I have 100 kW in the first diagram at some point on the x-axis, and then divide that by the energy consumption rate of 0.2 kWh/km (referring to 90 km/h consumption value for example), then I get mathematically: 100 kW / (0.2 kWh/km) = 500 km/h. So the physical unit on the y-axis is indeed "km/h", but it is not really a physical moving speed but must be understood as a charging power normalized by (=divided by) the consumption rate when driving at a defined reference moving speed (here 90 km/h). It can thus be interpreted as "range (km) per charging time (h)". So the "500 km/h" value means: At this point on the x-axis the car charges at a charging speed of 500 km of range per one hour of charging time (or equivalently, charging 50 km of range per 6 min of charging time, or ca. 8.33 km of range per carging minute).

[@JehanKateli]

Why does higher voltage mean lower heat loss?

[@joshua910]

Hey Bjorn thanks for the informative video! Could you tell use though what is the Y and X axis for each graph? I'm assuming X axis was SOC instead of time...just wanted to double check.

[@Mathiasthorp]

So what I don't get is how can the Niro EV be sooo much more efficient than the Jag? I mean it's bulky and quite big, unlike the Jag that's got multiple "aero features". Just the grill and lights that differ from the Niro PHEV. The car is way taller and I would expect has more surface area. Can weight alone be the crucial factor?

[@colla555]

Is the lower charging loss of the i-Pace inversely linked to the higher consumption (lower efficiency of its drivetrain)?

[@TheKOSSMANN]

What capacity of the battery? why so not enough energy collected 74kWt / h +110% = 81,4kWh, but in I-Pase the capacity of the battery 108*3.6v=389v*240Ah=93kWt/h

[@AmadeusRE]

The fans don't run much since the charge speed is so low (compared to what its capable of) once they enable full speed I bet those fans will sing

[@janisdrava9228]

Audi and Porche EV intended to have 850V DC chargers to short charging time

[@mjpk987]

Audi is having e-Tron GT in pipeline for 2020 release. That car is told to share Taycan platform including 800V battery.

[@Kirby_1810]

Pls write more on the Graph, like what you said, how big the battery is and name the axes

[@martin.hillebrand]

Should be obvious or well known, when you are into EVs. Tesla Model X 90 - 90kWh. Kia Niro / Hyundai Kona - 64kWh Jaguar iPace - 90kWh. First Graph: - x axle: time in min - y axle: charging power in kW Second graph: - X axle: charging time in mind - y axle: charging speed in "charged km per hour"

[@Kirby_1810]

@@martin.hillebrand axes i can figure out myself . kWh of the cars i know some. But lets say im just 90% sure about it. Its better having it standing there so, there are no miss understandings. Anyway thanks for writing the things

[@DiscoveryOwners]

Ok, need some help here. It looks like 45 minutes to go from 10% to 80%. Assuming I-PACE has 240 Mile range, this gets me .7x240) about 168 miles. And assumes a high powered charger, which likely will require a detour as compared to a gas station. But my point is this. Every 2.5 hours, I have to stop for 45 minutes after I get there). I don't see a BEV as a practical vehicle for an only car or a trip car. Around town or short trips, great. PHEV makes a lot more sense unless you have multiple vehicles. Also, Charging cost. I have paid more to charge than I would have paid in gas for same miles. Some manufacturers (Porsche) are saying cost/Mile will be similar using their charge stations. IOW, all the inconvenience of BEV with no benefit. Don't get me wrong, I love driving on electric. BTW, my gas vehicles have free maintenance and I trade them in before thar expires, so potentially higher maintenance costs for gas cars is not an issue. Also, supercar performance us not an issue for me. Comments, anyone?

[@haroldroussel]

I have done two long road trips in my S 75D so far. By long I mean 1300km and 1500km, done over a few days each. Usually I will drive like 3 hours (and do roughly 300km), make a 1 hour stop for lunch or dinner (and charge), and then drive another 3 hours (for another 300km or so). So it's a question of planning correctly. This 600km segment I described takes less time than a gas car (if you put gas) or equivalent (if you don't put gas). Obviously if I wanted to do another 300km then I would have to wait another 45 mins for an extra charge on the way. As for cost I benefit from free supercharging so it's not a good comparison! I'm not sure how much it costs when you have to pay for supercharging. But charging at home costs peanuts compared to gas (here in Montreal).

[@DiscoveryOwners]

Harold Roussel The key point is that you have to be able to find a nearby Supercharger at your 300 km refuel. I never had any luck with that, but here in the US, SC in my area are only along major highways, and even 50KW chargers are rare. Consequently, my only logical choice is my PHEV or diesel either of which can easily go 900 km without stopping.

[@DiscoveryOwners]

Maeguk Actually, I don’t take road trips in a car, I have a 42’ motor coach. Watching Bjorn’s charging videos for optimum cruising speed, it is worse than I thought. He says 122-148 mile range with up to a 73 minute stop, and that assumed only 5 minutes to get to the charge point. I will never take my I Pace (looking unlikely based on this) on an overnight trip, but this completely ruins resale value. And, since I live in both AZ and FL, range would be less.

[@middlehot]

Thanks Bjorn my problem is should i keep my bolt or get new kona now...

[@EMichaelBall]

Keep the Bolt. The Kona interior room isn't as good.

[@middlehot]

Michael Ball thanks i think the problem is in legroom on the back

[@EMichaelBall]

From what I've seen, the Kona's backseat is worse than the Bolt. The cars are about the same length, but the Kona's engine bay is bigger, because it has to be designed to fit an ICE, if needed. The Kona's platform is cross-platform (hybrid or EV). The Bolt platform is EV-specific, and that provides better interior packaging options.

[@middlehot]

Michael Ball did you know if it’s the same with the kia niro?

[@EMichaelBall]

From what I've read, it's about the same amount of room as the Bolt, but the car is bigger and tougher to park. So as a whole, the Bolt is still better. Another thing to consider is that by getting the Niro or Kona, you'd be taking two depreciation hits instead of one. That's not good for your finances. I don't know if you're married, but the #1 reason for divorces is money difficulties. I know of one KZbinr who bought two electric cars, then from all appearances, got divorced. (He doesn't want to discuss it, publicly, but it's pretty clear from one of his latest videos that they've split.)

[@kareriks]

How is overall impression of Ipace compared to a model 3?

[@Alfsson]

Would also be very interesting to see if Bjørn could do these same tests and graphs on model 3. Or get some data.

[@TBasianeyes]

He did, watch some of the Model 3 videos. 3 has way lower consumption and higher charging speed so it beats the iPace any day.

[@Stoic-of-Rome]

Too disparate design, price to be a fair comparison. Like comparing a Range Rover Velar with a VW Golf

[@jollyjohn6403]

So on a full charge long drive, you have how many kms of range? After that long drive to Germany you must have got a real world number.

[@bjornnyland]

+Jolly John Check out the road trip video.

[@CFG39]

What is Jaguar thinking delivering a new luxury EV that can only charge at 100kW most? The most I saw was 85kW in this video.

[@nicklaslindgard]

När kommer du till Finland? :D

[@bjornnyland]

I was there a couple of weeks ago.

[@nicklaslindgard]

Bjørn Nyland ah. but you was down in Finland and not here at Vasa. :D You need to take a roadtrip in Finland with a Leaf or something. :D we dont have so great infrastructure with chargers so that would be a interesting video :D

[@JohnDoe-vx3z]

Mh, the charging session was limited to 200A.

[@alexandreesquenet3736]

200A is already a lot and you already need thick cables to support that.

[@JohnDoe-vx3z]

@@alexandreesquenet3736 Yes, but this is why Teslas charge faster, they can do more amps.

[@asicdathens]

Jaguar said that they will issue an upgrade soon to allow higher amp charging.

[@Reason077]

Tesla superchargers already do 300A, and a 350kW charger should be capable of 350A. The 200A limit is probably to do with the charging session being governed by the CCS 1.0 protocol, which has a 200A limit.

[@alexandreesquenet3736]

@@asicdathens good luck with the heat ..

[@Legominder]

Shieeeeet!

[@henainektor]

Если разобрать батарею и посмотреть на одну ячейку , станет понятно какую чушь обсуждать нужно

[@gartnilis8112]

I thought 350kW charging was 800v. Probably more practical to use higher voltage for a variety of reasons. I think Porche or BMW has an 800v system.

[@Reason077]

350kW @ 1000V. These chargers should be capable of 280kW @ 800V or 140kW @ 400V.

[@rymannphilippe]

Bjørn I really don't like your title of this video. It's ultra Klick-bait because there is no 350kw charging!

[@Noi5ee]

Title says he is charging on a 350kw charger, not charging at 350kw.

[@rymannphilippe]

@@Noi5ee I know norgi. But it's a little bit fischi... ;-)

[@bjornnyland]

+Philippe Benjamin Rymann That's bullshit. It clearly says charging on 350 kW charger. Not charging at 350 kW. Only noobs don't understand the difference.

I immediately understood what it meant. But I guess if you know nothing about EVs it's a different story.

[@chrishst2954]

😃You really keep pushing to find some good things about the Jag. Kind of a dilemma you‘re in here. You need them to give you the car for free to test so you can keep making videos to put on youtube to keep the income flow ... god forbid you tell bad things about their product. So you the Tesla charges at 30 Kw faster and you complain about running fans. Hmhm. Obviously other people have different priorities.

[@TBasianeyes]

Please watch the video again, he was explaining why higher pack voltage is beneficial. This has nothing to do with the iPace, it applies to all battery packs. It just happens that the iPace is the first car with a noticably higher pack voltage. He said that he wishes Tesla had higher pack voltage as well.

[@TheBigVizard]

Quieter ventilators on I-pace than on Tesla is probably because of liqud cooling on I-pace as oposed to air cooling on Tesla.

[@Shponglas]

maybe someone will epxlain what nonsense u wrote...

[@bjornnyland]

+TheBigVizard Incorrect. Tesla has liquid cooling too.