Ioniq 6 and ioniq 5 doesn't have linear scale of SOC. To ensure preheating you need to navigate to the charger via POI - chargers. It's doesn't work when you just find it on the map. Owner of ioniq 5 here. Also ioniq 5 and 6 is actively heating battery when connected to DC and UFC charger until it reaches 21 celsius.
@@schehfMy friend has an Ioniq 6 and we noticed on a road trip last week that if you search for Ionity and select the result "Ionity " it will not pre-heat the battery. But if you search and selected "IONITY " (note the capital letters) then it does pre-heat.
Yesterday the Ioniq6 was on my shortlist - today it's not a good enough car anymore.....weird world. I like the ID7 a lot! Good for VW they moved finally into being competitive.
It's simple. When you charge it turns on the battery heater and energy goes into heating. My eniro did the same, when battery is cold and you DC chanrge it turns on the battery heater and part of the energy from charger goes there.
Egmp cars have a non-linear percentage scale. The percentage is calculated based on amps and doesn’t take a lower voltage into account. Because the voltage at lower state of charge is lower, the percentage drops faster.
Thanks for sharing your real world test results. The main conclusion for me is that these powerful EVs are very energy efficient compared to a fossil car with V8 engine offering similar performance. ✌
You are absolutely correct. The SoC scale in Kia/Hyundai EVs is not linear, and it is not off by just a little. Having owned an eNiro and two EV6's I can tell you that this is a pain in the b*t when going on longer trips. I have also had an ID4 and now an i4, and it is so much easier when I can trusst the displayed SoC. And regarding the preheating, that is also very poorly implemented. The eGMP cars are amazing EVs that are severely let down by bad software and poor implementation of some of the most critical functions, such as preheating.
Interesting vid! As others have pointed out, the Ioniq 6 will use its battery heater during DC fast charging when it is cold-gated in order to heat up the battery and increase the charging speed. This probably accounts for some of the difference. If you did the same test with an AC charger you would probably see less weirdness in the results
Hyundai automatically heats the battery while hp charging. No matter if you preheat or not, the energy will be spent. And actually it is right to do so. Why would you drive to a HPC to charge with 60kw. SOC is not linear in any case. Not with any car, because voltage does not drop linear. Maybe some makers now calculate that into their battery percentage visualization. The battery not heating is "user" error. You have to navigate to a charging station and the option has to be enabled.
Great video. Thanks for sharing. Conclusion is that Ioniq is not as efficient as advertised and spoken by many people testing it. Additionally infotainment is prehistoric which disqualify this car for me. If possible would be great to confront ID7 vs i4
Another great comparison. I am looking forward to seeing the ID7 in person. It will be significantly more expensive than the Ioniq 6 though. We don't have Canadian pricing yet but the press says low 70's while the Ioniq 6 starts mid 50's, with the base AWD at 58k. The German cars do have better efficiency at higher speeds than the Asian cars though. Not sure exactly why but the drive train must be the difference because the Ioniq 6 does have great aerodynamics. Asians roads tend to be slow while German roads are FAST . . . so the focus is on high speed efficiency.
Could be that when you check the amount of energy out of the charger into the cars is that the hyundai has more charging losses/other drain while charging than the VW. Hence it seeming to consume more energy to get back to 80%
ioniQ 6 has a 83 to 85kWh battery with 77,4 usable ! (Officially) Because you can use approximately 80kWh ! So they're underestimating their battery capacity
The ID.7 has a hatch/lift back - this is a big deal; for me anyway. If the Ioniq 6 is under reporting the distance, that would improve the consumption number, I think? The lack of heat pump in the ID.7 may not be included in the consumption number?
The " weird" consumption can be explained by vehicle instruments which are not telling the truth. The true consumption is the amount of GPS measured kms travelled divided by the amount of kwh's needed to restore the percentage charge to what it was before the test started. We, the motorist, pay for all the kw's the car consumes, including charging and other losses. Use independent instrumentation. Dont believe the vehicle instruments.
Thru app, Bluelink, you can only preheat the cabin and not the battery. Actually when you plug in Ioniq 6 into a fast charger you gonna observe in the menu if the battery is cold Battery Care will be active with a 5kw drawn just to heat up faster the pack so you can achieve higher charging speed as soon as possible. Definitely the battery is 74kw net, as I did a charge few days ago from 10-80% and the total energy drawn from the charger was 56kwh
@@BatteryLife Don't know where have you seen this but for sure I am.telling you that thru Bluelink you can only start climate control. Not even the US version doesn't have this facilty. And climate control is online only for 15 minutes, not enough time to put some heat in. Hyundai advertise while you are driving that preconditioning it takes place 30 km or 30 min before charger, depends which one comes first. From what I've seen so far, time for preconditioning can be extended in cold weather, it can even start one hour before charge if the packs are cold
Kommt die nicht-lineare SOC Skalierung durch Fehleinschätzung des BMS? Das BMS kann ja bei niedriger Spannung der Batterie wieder den SOC abgleichen (Spannung vs. Kapazität). Wenn also das BMS zu hoch geschätzt hat, würde der SOC bei niedriger Spannunh schneller fallen. SOC ist immer eine Schätzgröße.
Hi Chris. I think the ice on the Ioniq would have had a considerable effect on its aerodynamics. With aircraft even a light frost has a dramatic effect on there ability of the wings to generate lift. This is why deicing is so critical. In flight even light build ups can reduce the cruising speed by 10kts. ( I fly a Tubo Prop airliner in the U.K for a living). It is quite possiable that this and the low tyre pressures would more than offset the heat pump advantage. As for some of the other odd figures I wonder if it could be a BMS calibration issue?
Hi Chris. Yes it will not as dramatic as you see in aircraft (Its the reduction of Lift/Drag ratio that's the main problem there). Still the disruption and thickning of the boundery layer airflow could well add 10-15 wh/km to the consumption which is 10% of the total with these cars. Looking forward to seeing your range test figures. @@BatteryLife
I do like the look of the id7 a lot more inside and out. I also always felt the ioniq 6 was cheap inside. A lot of hard plastics in places where there should not be hard plastic in a 50-60K euro car. I think Hyundai SoC meter is not linear, that is why at top it is a lot less steep.
I think the preheating in the Ioniq's only works if the HPC is far enough away. If it is too close the system doesn't start. Maybe that ws the reason why the Ioniq 6 did not preheat in the beginning
Actually it does. Watch some other videos, especially made by The Ioniq Guy and you'll see how the battery conditioning works, and it actually works very well.
You are measuring the consumption with the charging losses included..(Form my opinion the only objective value and most relevant for the Customer) The consumption value of the GOM do not consider this losses. Thats why the shown value on the Instrument Cluster are always less than in Reality. And especially if i have to consider up to 10 kWh more for a single DC charge session It makes a difference
When you say you only get 73/74kwh from the 77kwh VW battery, is that measuring till the car dies or till 0%? Because I am pretty sure VW keep 5kwh below the 0% SOC displayed. So in the full 82kwh we have 2.5kwh top buffer, 2.5kwh bottom buffer and 5kwh below 0%, which means 72kwh usable in the 0-100% range. Please correct me if I am wrong.
You can never use all of the battery capacity. Most E's reserve 3 to 4kwh as a buffer to ensure the battery is not fully consumed which will damage the battery.
although I find your format interesting, I think you should iron out the potential variables (when possible), because otherwise it is almost impossible to draw any conclusion. Unless, both Tesla and Hyundai are blatantly cheating and/or have huge charging losses.Which I find rather unlikely. Using OBD readers to scan the canbus could give you more reliable data to work on.
If the charger puts out 400 volts, the Hyundai has to multiply it's voltage using its inverter, so the charging losses increase. However, I think Ionity 350kW chargers out put 400 volts and 800 volts.
This kind of test just doesn't work, simply because there is the possibility of BMS sway. Sometimes I arrive with 10% and then depending on the weather after 5-10 min. it shows 7% or 13%. If you want to test like this you have to charge until 100%, drive and then charge back to 100% and not 80% especially if one car is not linear as well.
What you are not taking into account is the vehicle drag coefficient, the vehicle weight, tires etc. Also just because a vehicle has a heat pump does not mean it reduces or increases the efficiency. Only Tesla with the Octovalve and super manifold has true heat scavenging. Nearly all other EV's use a PTC heater for cabin and battery heating which uses a lot of battery energy.
Ioniq 6 and ioniq 5 doesn't have linear scale of SOC. To ensure preheating you need to navigate to the charger via POI - chargers. It's doesn't work when you just find it on the map. Owner of ioniq 5 here. Also ioniq 5 and 6 is actively heating battery when connected to DC and UFC charger until it reaches 21 celsius.
What if search for ionity and take the suggestion? That should work?
@@schehfMy friend has an Ioniq 6 and we noticed on a road trip last week that if you search for Ionity and select the result "Ionity " it will not pre-heat the battery. But if you search and selected "IONITY " (note the capital letters) then it does pre-heat.
@@schehfas long as it’s under the chargers POI, it works
Yesterday the Ioniq6 was on my shortlist - today it's not a good enough car anymore.....weird world. I like the ID7 a lot! Good for VW they moved finally into being competitive.
I was between the Ioniq 6 and ID.7 but VW got me again! ID.7 is more comfortable and has a cleaner look, inside and out.
It's simple. When you charge it turns on the battery heater and energy goes into heating. My eniro did the same, when battery is cold and you DC chanrge it turns on the battery heater and part of the energy from charger goes there.
Egmp cars have a non-linear percentage scale. The percentage is calculated based on amps and doesn’t take a lower voltage into account. Because the voltage at lower state of charge is lower, the percentage drops faster.
Thanks for sharing your real world test results.
The main conclusion for me is that these powerful EVs are very energy efficient compared to a fossil car with V8 engine offering similar performance. ✌
You are absolutely correct. The SoC scale in Kia/Hyundai EVs is not linear, and it is not off by just a little. Having owned an eNiro and two EV6's I can tell you that this is a pain in the b*t when going on longer trips. I have also had an ID4 and now an i4, and it is so much easier when I can trusst the displayed SoC. And regarding the preheating, that is also very poorly implemented. The eGMP cars are amazing EVs that are severely let down by bad software and poor implementation of some of the most critical functions, such as preheating.
Interesting vid! As others have pointed out, the Ioniq 6 will use its battery heater during DC fast charging when it is cold-gated in order to heat up the battery and increase the charging speed. This probably accounts for some of the difference. If you did the same test with an AC charger you would probably see less weirdness in the results
Both great cars, and very interesting tests. This and the Model Y battle. Differences are really quite small.
Hyundai automatically heats the battery while hp charging. No matter if you preheat or not, the energy will be spent. And actually it is right to do so. Why would you drive to a HPC to charge with 60kw.
SOC is not linear in any case. Not with any car, because voltage does not drop linear. Maybe some makers now calculate that into their battery percentage visualization.
The battery not heating is "user" error. You have to navigate to a charging station and the option has to be enabled.
Great video. Thanks for sharing. Conclusion is that Ioniq is not as efficient as advertised and spoken by many people testing it. Additionally infotainment is prehistoric which disqualify this car for me. If possible would be great to confront ID7 vs i4
Hi Chris, and thanks for this great test!👍
Another great comparison. I am looking forward to seeing the ID7 in person. It will be significantly more expensive than the Ioniq 6 though. We don't have Canadian pricing yet but the press says low 70's while the Ioniq 6 starts mid 50's, with the base AWD at 58k. The German cars do have better efficiency at higher speeds than the Asian cars though. Not sure exactly why but the drive train must be the difference because the Ioniq 6 does have great aerodynamics. Asians roads tend to be slow while German roads are FAST . . . so the focus is on high speed efficiency.
Could be that when you check the amount of energy out of the charger into the cars is that the hyundai has more charging losses/other drain while charging than the VW.
Hence it seeming to consume more energy to get back to 80%
ioniQ 6 has a 83 to 85kWh battery with 77,4 usable ! (Officially) Because you can use approximately 80kWh ! So they're underestimating their battery capacity
It doesn't
@@andreiradu4949 ah ! You haven't seen the video....
@@achaz_ Are you a owner of Ioniq 6? I am, so I have more info than you and the publisher of this video
@@andreiradu4949 then tell me all the details. I wanna know everything these RUclipsrs don't tell us about the ioniQ 6's battery
The ID.7 has a hatch/lift back - this is a big deal; for me anyway. If the Ioniq 6 is under reporting the distance, that would improve the consumption number, I think?
The lack of heat pump in the ID.7 may not be included in the consumption number?
Hatchbacks for the win! Small trunk openings should be illegal XD
The " weird" consumption can be explained by vehicle instruments which are not telling the truth.
The true consumption is the amount of GPS measured kms travelled divided by the amount of kwh's needed to restore the percentage charge to what it was before the test started.
We, the motorist, pay for all the kw's the car consumes, including charging and other losses.
Use independent instrumentation. Dont believe the vehicle instruments.
The SoC in the Ioniq is likely based on available Ah.
Same in classic Ioniq I used to have.
The biggest letdown for the Ioniq cars is the software
Thru app, Bluelink, you can only preheat the cabin and not the battery.
Actually when you plug in Ioniq 6 into a fast charger you gonna observe in the menu if the battery is cold Battery Care will be active with a 5kw drawn just to heat up faster the pack so you can achieve higher charging speed as soon as possible.
Definitely the battery is 74kw net, as I did a charge few days ago from 10-80% and the total energy drawn from the charger was 56kwh
I preheating the car, app showed the battery being preheating as well.
@@BatteryLife Don't know where have you seen this but for sure I am.telling you that thru Bluelink you can only start climate control. Not even the US version doesn't have this facilty. And climate control is online only for 15 minutes, not enough time to put some heat in. Hyundai advertise while you are driving that preconditioning it takes place 30 km or 30 min before charger, depends which one comes first. From what I've seen so far, time for preconditioning can be extended in cold weather, it can even start one hour before charge if the packs are cold
Kommt die nicht-lineare SOC Skalierung durch Fehleinschätzung des BMS? Das BMS kann ja bei niedriger Spannung der Batterie wieder den SOC abgleichen (Spannung vs. Kapazität). Wenn also das BMS zu hoch geschätzt hat, würde der SOC bei niedriger Spannunh schneller fallen. SOC ist immer eine Schätzgröße.
Hi Chris. I think the ice on the Ioniq would have had a considerable effect on its aerodynamics. With aircraft even a light frost has a dramatic effect on there ability of the wings to generate lift. This is why deicing is so critical. In flight even light build ups can reduce the cruising speed by 10kts. ( I fly a Tubo Prop airliner in the U.K for a living). It is quite possiable that this and the low tyre pressures would more than offset the heat pump advantage. As for some of the other odd figures I wonder if it could be a BMS calibration issue?
With airplanes it changes the lift, not drag. I am sure it has an impact, but I doubt it is a lot, since it is only a few mm.
Hi Chris. Yes it will not as dramatic as you see in aircraft (Its the reduction of Lift/Drag ratio that's the main problem there). Still the disruption and thickning of the boundery layer airflow could well add 10-15 wh/km to the consumption which is 10% of the total with these cars. Looking forward to seeing your range test figures. @@BatteryLife
14:02 Bingo!
I do like the look of the id7 a lot more inside and out. I also always felt the ioniq 6 was cheap inside. A lot of hard plastics in places where there should not be hard plastic in a 50-60K euro car.
I think Hyundai SoC meter is not linear, that is why at top it is a lot less steep.
I think the preheating in the Ioniq's only works if the HPC is far enough away. If it is too close the system doesn't start. Maybe that ws the reason why the Ioniq 6 did not preheat in the beginning
Actually it does. Watch some other videos, especially made by The Ioniq Guy and you'll see how the battery conditioning works, and it actually works very well.
You are measuring the consumption with the charging losses included..(Form my opinion the only objective value and most relevant for the Customer)
The consumption value of the GOM do not consider this losses. Thats why the shown value on the Instrument Cluster are always less than in Reality.
And especially if i have to consider up to 10 kWh more for a single DC charge session It makes a difference
When you say you only get 73/74kwh from the 77kwh VW battery, is that measuring till the car dies or till 0%? Because I am pretty sure VW keep 5kwh below the 0% SOC displayed.
So in the full 82kwh we have 2.5kwh top buffer, 2.5kwh bottom buffer and 5kwh below 0%, which means 72kwh usable in the 0-100% range. Please correct me if I am wrong.
You can never use all of the battery capacity. Most E's reserve 3 to 4kwh as a buffer to ensure the battery is not fully consumed which will damage the battery.
although I find your format interesting, I think you should iron out the potential variables (when possible), because otherwise it is almost impossible to draw any conclusion. Unless, both Tesla and Hyundai are blatantly cheating and/or have huge charging losses.Which I find rather unlikely.
Using OBD readers to scan the canbus could give you more reliable data to work on.
Did you put the charger as a charge point in the route planning of the ioniq and use the route during you drive?
Only problem here is that they both cost 10k too much for the base models.
Nice!
If the charger puts out 400 volts, the Hyundai has to multiply it's voltage using its inverter, so the charging losses increase.
However, I think Ionity 350kW chargers out put 400 volts and 800 volts.
They output up to 1000V
This kind of test just doesn't work, simply because there is the possibility of BMS sway. Sometimes I arrive with 10% and then depending on the weather after 5-10 min. it shows 7% or 13%. If you want to test like this you have to charge until 100%, drive and then charge back to 100% and not 80% especially if one car is not linear as well.
What you are not taking into account is the vehicle drag coefficient, the vehicle weight, tires etc. Also just because a vehicle has a heat pump does not mean it reduces or increases the efficiency. Only Tesla with the Octovalve and super manifold has true heat scavenging. Nearly all other EV's use a PTC heater for cabin and battery heating which uses a lot of battery energy.
Which!
Ioniq: higher charging losses in cold plus heating the battery?
Why would you buy the Ionic? Only if you are continously on long trips with nicely maintained roads.
I Europe Warranty 5 years ? 8 on battery 12 on body? And cheaper. Why would you buy the id 7?
"Which" is more efficient?
Maybe Ioniq 6 has an inefficient heat pump really
my mitsubishi mirage,,, 1/4 the price :))
VW ID7 for me. Ioniq 6 interior quality is very disappointing for its class.
on highways just switch to gasoline