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Charging curves for Kia EV6 Prototype
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Great job Thewolffs!
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If I'm reading the bottom plot correctly, it took an hour to get from 0 - 100% state of charge? I recall the video showing around 48 minutes when the charging stopped and it showed 81.6 kWh delivered to the vehicle, which is a bit higher than the rated 77kWh for the battery. I know manufacturers typically leave a but at the top and bottom unused but seems it allowed the vehicle to dip into this on this test.
Waynerm002, what you saw was that it "delivered" 81.6 to the car. The battery pack will usually only truly accept 90-92% of what is sent from the stand. At 90%, that means that the pack took around 73.4kwh before it shut off. That's with the little juice it still had in the bottom and whatever room it left on the top. If charge efficiency was 95%, that would put it spot on a full tank!
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One would hope that it was a full charge at the time it shut off. The good thing is that in normal usage, you would be charging well before you get to 0% or at least that wouldn't be a common practice. Best charging practice is something ICE drivers switching to EVs will have to learn, to not degrade the battery performance quickly.
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The charge speed curve for the Ioniq 5 is completely different to the EV6 as shown below
I have ordered a GT line AWD with the plan to tow a 1600Kg Caravan. In a YouTube video by Bjorn doing the 1000k challenge in the Ioniq 5, he was concerned that after rapid charging at an Ionity charger, the temperature rose to over 45 Deg C and when he moved off, the power was limited from 250Kw to 60Kw. This concerned me as he said he struggled to get to 70mph and only got full power back when the temperature dropped. If this happens whilst towing, it could cause you to stall especially if going uphill!
I wonder if Hyundai have gone for maximum charge rate with restricted power when driving if the battery overheats, and KIA to reduce charge rate for short periods to keep temperature levels below maximum and maintain full drive power. I hope this is the case.
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Although the EV6 charge curve is unconventional, if the cabin A/C heater is off, then the max battery temps seem to be limited to 53C which is very similar or better than Bjorn's M3 performance which got up to 59C on one test. (Well warmed up before the charge mind you). So turn the cabin A/C off before charging is the go it seems. Also if ultra high speed charging is started at a higher SOC 30% there is less time for the 230KW charge rate to really heat the battery to the max. I wonder if an operator screen to limit max charge kw might be useful for those starting at low SOC charges on Ultra fast chargers who don't mind an extra few minutes but would prefer full power output (max battery temp <45 to 50) straight away after charging maybe. A Max battery temp indicator some where would be great too. Maybe fan starting at 40C not 45C too on Ultra fast chargers.
Some great Tesla Bjorn data below
![Rectangle Product Azure Slope Plot]()
![Rectangle Slope Plot Font Parallel]()
Some great Tesla Bjorn data below
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