Kia EV6 GT 264 km/h stress test in Germany
HTML-код
- Опубликовано: 15 сен 2024
- Get 30 day free Premium trial on ABRP by using referral code "Teslabjorn":
abetterroutepl...
Want to sell your Tesla/EV? marcusbil.no/s...
Want to buy a Tesla/EV? marcusbil.no/b...
Leasing a Tesla/EV? marcusbil.no/l...
Kempower make awesome EV chargers:
kempower.com/t...
Get 15 % discount when shopping at www.bilkompone... by using code "Teslabjorn". Worldwide shipping available (except for a few countries).
Get 15 % discount (also works on discounted prices) when ordering from Stormberg online by using discount code "Teslabjorn":
www.stormberg....
Tesla referral program is back! ts.la/bjrn3169
Get 10 % discount on S3XY buttons for Tesla:
enhauto.com/?u...
Results from my range tests, banana box tests and other goodies here:
docs.google.co...
Main folder with everything:
drive.google.c...
My equipment:
www.foto.no/ec...
www.foto.no/ec...
www.foto.no/ec...
www.foto.no/ca...
www.foto.no/ca...
www.foto.no/ca...
www.foto.no/si...
www.foto.no/r%...
www.foto.no/lo...
www.foto.no/fo...
The app I use when connecting to OBD ports on most EVs:
play.google.co...
ScanMyTesla app for showing battery temperature, etc:
play.google.co...
/ scanmytesla
www.e-mobility...
www.e-mobility...
The OBD dongle I use in Tesla, Leaf, Ioniq, e-Niro, e-Soul, i3, ID3/ID4 (Android only):
www.obdlink.co...
My Artlist playlist:
artlist.io/myc...
Most of my music is from Artlist.io. If you sign up for one year and use my referral link, you will get two months free:
artlist.io/art...
Donation links:
streamlabs.com/...
/ teslabjorn
My live channel:
/ teslabjornlive24
Teslabjørn Discord server:
/ discord
Reduce food waste and get great deals on food:
toogoodtogo.no/
Going 200 km/h uses less than half the fuel of going 265 km/h. That's air resistance for you!
Yep. Pretty bad here.
Model S Plaid required a third less power for the same top speed in Bjorns other video.
Air resistance is (265^2/200^2)=76% higher.
800V architecture will reduce heat losses in cabling and motor windings, but not in a battery. Whichever way the pack is organised (800V/400V), at the same power output, each cell has to pass the same current regardless.
Now, the losses outside of the pack should be counted towards the consumption, so the ratio you calculate should be only battery losses. As the voltage architecture does not have an influence on that, the chemistry would be probably responsible for this. Also, it offered pretty good power all the way down to few percent, which could be related to low internal resistance too.
I enjoy these Germany tests, a great addition to all the other tests Bjørn does for us. 👍
mine handles the autobahn like a champ ... constant 180 was no issue, just the consumption :-(this car is a rocket unlike others, as long as the battery has a good charge, it will rock your boat, keep the battery temp in a good temp range and there will be so much power at your right foot ..
You know, sitting in a train going 250 km/h and playing chess with your buddy is pretty relaxing.
I was a bit surprised how long it takes to cool the battery pack. I have done some tests with my MG4 and car scanner pro. I see battery temps dropping very quickly. On my 3 mile drive home on 30 mph roads. Battery temps dropped 3c. Great stuff Bjorn🙏👊
Plaid maintained 135kw infinitely while Kia managed 260kw. Plaid voltage dropped 20% during peak power bursts, while Kia dropped 6%. it is reasonable to assume that the same cooling limitations exist during fast charging too, Kia will hold about 260kw (without the battery getting hotter) while Tesla about 135kw.
This is benefit of 800V battery…
What tf is this comparison? The plaid has double the power, of course it will drop voltage harder.
Charging is an interesting question, as every chemistry behaves a little different.
Seeing how the S has about the same charging curve and rate as the 3 despite having much bigger radiators suggests to me that battery cooling is not the limit here and that Tesla is more conservative with cell usage. We also see that Model Y Blade cell has a more agressive charging curve than any other Tesla for example
@@theipc-twizzt2789 well, plaids battery overheats after just few drag launches...😂
@@theipc-twizzt2789At the point of heat management of battery, Tesla is the worst; porche, e-tron gt, ev6gt is best of that.
@@hwanju94 That is wrong. Some magazine did a dragstrip test and attested "the most robotic in consistency of any car ever tested".
All they did was launch it repeatedly.
Dang awesome Bjorn. This car is amazing
With my ICE car (replaced by BEV years ago) I drove 250 km/h with cruise control. The advantage: the right foot could be placed directly over the brake.
You realise an EV breaks instantly when you release the accelerator, so much faster than you can brake in an ICE?
It's not ideal that as you progress through the drive and the battery cools itself, the delta temp min max is actually increasing. I'm sure it's a tough engineering challenge.
35:27 impressive how you're still getting 340 kW at 14% and temp-limited.
Edit: (even at 10% too seemingly, and still temp limited).
@bjornnyland: Thanks for the test. A little remark from my side; You have also take into account, that the motor performance curve goes down after pmax with higher rpm. Threfore you can't get full power beyond 130km/h for this car.
So, the electric car is not only constraint by the battery or certain temperatures, but also simply by inertia of induction.
But for me, its not a problem, as I don't push my car like I have stollen it.
awesome test , cant wait for the ioniq5 N wich will have better cooling than the kia ev6gt
Enjoyed that & also followed & understood it.
Ev6 GT has matrix led, so you can just leave the high beams on even in traffic
Seems like they pump all the coolant into the bottom of the battery pack.
Your multitasking is just mad.😮
u look happy after the ride!
HammerBjørn!!! 💪😊
Audi e-tron GT 200km/h range test please. This would show how much a gearbox affects the range. I think that more electric cars should have a gearbox to have a longer range at higher speed.
It seems to be the other way around compred to tesla. When the M3P batt temp is high, batt max power is not capped, if anything it is higher.
If you put the regen to 0, The car does not regen at all when you brake, it uses only braking pads then. At least My RWD GT-line does :)
More of those Autobahn tests! And can you test the i4 eDrive35 at some point? I was doing a little Autobahn test myself with it and didn't experience any power limitations, neither at charging nor at flooring. And I was literally doing charge > vmax > charge. Ok, it is limited to 190 km/h, so that probably does the trick.
Please be careful man, going 260km/h specially on night is dangerous.
We love you work but your safety comes first
If my hazy memory serves me during the Top Gear Mercedas Maclaren SLR run to Oslo Clarkson said you could run for only 12 mins at VMax so hammering this is not too bad. 330kph top speed is a lot more though.
Elektrobays described exactly the same thing, which you experienced at 37min. Especially at those ionity chargers, which are at the far dark side of the autobahn parking lots, there are often problems with junkies, criminals which make their deals, etc... NOT VERY FUNNY 💩🐷☠️!!!
You can go deep on one site but sometimes you need to go deep on the other site :)
interestingly the battery inlet temp and battery min temp went both down but the max temp did not
Lots of fun but only for short period 😅. That consumption tho 😮 at 200kph...
23:33- 18°C difference between min and max temperature? 😳😳 looks like not enough cooling power either.
maybe test annother 800V car like Taycan? Or 200 kmh test on MG4 XPower, fat e-tron?
You should do a Vmax run with an LFP Tesla. My M3 LFP seems to run Vmax constantly (traffic permitting of course) without breaking a sweat.
you miss 380 kw regen test 🤦♂️
kia ev5 launched a blade battery version in China
I'm looking forward to the Ioniq 5N
You need to quantify this as you do with your other tests. For example max. time at vMax or max. time at 250.
Glad you didn't stay where you didn't feel safe, trust your instinct this is a big problem for women driving EV these charging sites must be made safer with good lighting and good security
Wow the battery barely heats up at all
Helga will help😂
Hope you survived the German transvestite truckers at your final charge-stop, Bjorn... 😨
And how about the Charging speed after the stress?
what is the outside temperature
The 800V architecture is there to save cost and weight, it has nothing to do with charging speed or power delivery, at least not at this point. The reason why the eGMP cars can charge faster and deliver power longer than all other cars is that they use the best cells of them all.
Current DC fast chargers have a 500A limit. That's why you can't charge faster than 200kW with a 400V architecture. So 800V enables higher charging speeds.
@@michaelrichter2528 At this point, Hyundai could still achieve the same 10-80% time with 400V. But that would cost a lot of money and waste a lot of energy. Tesla still get away with 400V, because they use cells that are nowhere near as capable as those in the eGMP cars and thus charge a lot slower. However, the Model S now hits the ceiling of this strategy pretty obviously. The problem for Tesla is, that they don't have sufficient 800V capable charging infrastructure and they need to factor this conversion into their cost. Hyundai on the other hand try to save money by going to 800V a little early and expand the lifetime of their current platform into more capable cells and bigger battery packs (higher energy density and/or bigger cars with bigger batteries). With the eGMP platform they can make a cars ranging from 58kWh to probably well over 100kWh using the same components and assembly lines. Ok, the limitations of the cooling system might add two minutes or so to the charging time of a 100kWh car, and many components may be a slight overkill for 58kWh, but making fewer different components for different models as well as making a component in greater numbers reduces cost very significantly. So it is better for Tesla to stick to 400V and squeeze it out as long as there is some live left in it, while it is better for Hyundai to adopt 800V straight away for their first purpose built EV platform.
I would love to see how the Rimac Nevera handles the heat on these high speed runs, I pick the Rimac as surely it’s the most performance ev on the road currently.
for 2 mill it better be.. but for that money I would get a small jet.
impressive performance, but still around 20.000€ more expensive than tesla model 3 performance...
I don't see how this car is going to sell well at all... You can only drive this in Germany at that speed and with the risk of getting overheated, consumption is insane too at that speed
Err do you think that ppl who buy this car drives only 260 km/h all The Time? 😂
I got The RWD GT-line and it is a dream car for family use. Also Max speed limit here is 120 km/h so not Even possible to go this fast anywhere exept closed tracks
❤❤❤
Deutschland 🤩
Here is the reason why some high-performance EVs should have a gearbox for high speed but use lower motor rotation and battery power.
gearbox with low ratation motor means more components, more friction, more loss.
further than that, same power with lower rpm means more torque with same rpm, which means higher current in motor, which leads to more loss->more heat.
@@hwanju94 My point of having an auto gearbox has to do with the multiplication of rotation from the motor. Not to reduce the rotation of the motor. My hypothesis is based on maintaining the rotation of the motor with a gearbox multiplying it to the wheels. This means saving the motor from reaching higher rotation. (i.e. an EV reaching 200km/h at 18000rpm with a single gear, compared to using a reducer with a multiplied gearbox reaching the same speed [200km/h] but with lower motor rpm [~9000rpm]) Maybe 1:1; shifting to 1:2 (at 120km/h); shifting to 1:3 (at 200km/h). I wonder if that would save energy from the battery.
Post edit: I just learned that to add more gears would mean a compact system that had to be very FLIMSY but powerful enough to receive the immense torque shifting at such speeds which would risk blowing the gearbox. Even titanium-made gearbox components would cause higher prices on the final product. Just keep the one-gear motor. BMS and SSB may be solutions to improve the range. Maybe Konnigsegg invented a new type of gearbox that could handle electric motors' immense torque
@@youxkio that is case by case. loss from gearing might bigger than savings by lower the motor rpm. So higher rpm with single gear could be more efficient.
What time during the night 🌙 did you drive?
I feel like I'm going to get ADHD from watching this.
hahha u just got scared of the Tritium Ionity chargers
Circular de noche a 260km/h me parece una temeridad cuanto menos... es la primera vez que pongo un comentario así. ¿Es legal? Pues sí, totalmente legal, pero deberías pensar en la familia antes de hacer algo así... Un abrazo, Bjorn!
Stopping the car after full power for so long the thing your hear from this KIA are onlyfans
Not usable on german Autobahn😂. Come back in a few years.
this proves EVs are made for efficient and clean driving, those high speeds are completely outdated, hopefully we've a general speed limit in GY soon. I do enjoy driving schnell, as well, but it is outdated. History.
it should be self regulated. imho
once you need to go to a charger every 160KM you will stop pushing it that crazy anyways ( at least I do, now its every 250 when doing 150 or so)
You have no heart at all
Wait for 1200 V architecture. Higher voltage -> lower amperage. Energy loss depends on amperage. Remember >2000 A in Plaid test?
❤❤❤