[Mylor]

The Kona has LG Batteries, the Niro has SK. From other blogs, the Ionic 5 P45 has problems with its battery management system. When cold below 20 deg C it charges at half maximum i.e. 110Kw. When battery is hot after charging at maximum, the power to the motors is limited to 60Kw from the normal 250Kw until they cool down. The EV6 prototype also has problems when rapid charging, briefly dropping to 8 or 10 Kw until temperature drops. Does anyone have any information on what batteries are in the EV6 and any temperature issues?

 

[voxel]

Seen this video?

Watch Hyundai Ioniq 5 800 V Battery Pack Get Opened For First Time

We just came across a very interesting video from BASTRO Power Station in South Korea that presents the opening of a brand new Hyundai Ioniq 5's battery pack.

insideevs.com

Some speculation (Ioniq 5 and EV6 share the same E-GMP platform so like VW/Audi/Skoda they should be the same pouch batteries - not the cylindrical ones that Tesla uses):

Hyundai Motor Group's E-GMP battery (SK Innovation) in brief:

• 800 V system (indicatory value)
• 12 lithium-ion pouch cells per module
• 2.42 kWh per module and over 200 Wh per cell
  we assume that at least initially, all the cells/modules are the same in all versions
• up to 32 modules per pack (Hyundai Ioniq 5 / Kia EV6 / Genesis GV60)
• Battery options:
  58 kWh: 24 modules (288 cells)
  72.6 kWh: 30 modules (360 cells)
  77.4 kWh: 32 modules (384 cells)
• 80% recharge should be possible in 18 minutes at ultra-fast chargers (800 V)

 

[Mark down under]

It is hard to be sure but the EV6 tested by out of spec seemed to have twice the charge rates as the I5 Bjorn tested at ~85% SOC and above. The IoniQ5's thermal problems when rapid charging were significant and the battery max temp got to 45 then onto 50 and 51C quite quickly. There was some observation of the ventilation flaps being open above45C but lots of videos showing them closed during charging probably at lower battery max temps. I couldn't hear any strong fan noises suggesting little active cooling during charging maybe. Another possibility is that Norway spec has little focus on chiller operations as aregionsl spec difference. I am 100% guessing here but there is so little info about. Apparently there was a similar problem in the hyundai kona as reported on the following link.https://electricrevs.com/2018/12/20/exclusive-details-on-hyundais-new-battery-thermal-management-design/
which also introduces the idea of regional spec difference for chiller/ battery heater equipment. A long shot ut I noticed Canadian spec specifically mention battery heaters but other regions don't which supports these ideas. The above OOSpec observations show that the EV6 was definitely performing better at High SOC than the two Ioniq5s Bjorn tested on high speed chargers. He also reported a serious 2/3rds power output throttle after high speed charging for about 10 mins of driving, if/when battery temps got to ~50C. His scan my ev dongle shows the temps. I will be getting one for my EV6 . If the chiller/active fan operation was more effective on the EV6 then that might explain faster end of charge rate for EV6 than Ioniq5. The OOspec tester also reported the EV6 showing v good thermal management under arduous high speed driving conditions on the autobahn with no apparent power output limitations, also suggesting good thermal management for the EV6. Time might reveal what is going on though.

 

[dc30307]

The OOspec tester also reported the EV6 showing v good thermal management under arduous high speed driving conditions on the autobahn with no apparent power output limitations, also suggesting good thermal management for the EV6.

But he did find thermal limiting after high speed charging, like Bjorn did with the Ioniq 5: