read more of the forum. yes, I realize there is much noise by spam content posting members.
however, on your 2nd paragraph: while driving the pack will warm to the mid 50's & maintain that temp. So upon arriving to the DCFC or L2, it will charge according to the BMS profile with the following factors:
~Battery Pack Temp
~starting SoC%
~source charging output
You are getting a new ID, so the newest software version has a BMS profile I am not familiar with. From what I have gleaned, not much has changed other than higher charging & a moderated BMS pack heating regime/profile.
If you are road tripping, plan ahead on charge source availability & dependability AND drive to discharge deep (below 18% SoC). Then only charge enough to the next station (with extra for an alternative station if your primary is offline: usually 20 miles wiggle room). For me, it is as low as 5-15%, however I am very comfortable/ familiar with my regions charging infrastructure & limitations. On EA network where I am driving in the northeast I still see +100kW charging in winter. Realize that some of the EA units in the mid-west have been throttled. Then again, there are ChargePoint, EVGo units that claim "X" kW, yet that advertising is based on an EV with an 800v pack (& the ID4 is 1/2 that).
Invest in an OBD11 & connect it to a tablet or cell phone to learn the cars charging & discharging habits in different climate/ temperatures / environments/ seasons. Since you are coming from a Bolt, you will learn the ID's limitations fast. Good luck.
however, on your 2nd paragraph: while driving the pack will warm to the mid 50's & maintain that temp. So upon arriving to the DCFC or L2, it will charge according to the BMS profile with the following factors:
~Battery Pack Temp
~starting SoC%
~source charging output
You are getting a new ID, so the newest software version has a BMS profile I am not familiar with. From what I have gleaned, not much has changed other than higher charging & a moderated BMS pack heating regime/profile.
If you are road tripping, plan ahead on charge source availability & dependability AND drive to discharge deep (below 18% SoC). Then only charge enough to the next station (with extra for an alternative station if your primary is offline: usually 20 miles wiggle room). For me, it is as low as 5-15%, however I am very comfortable/ familiar with my regions charging infrastructure & limitations. On EA network where I am driving in the northeast I still see +100kW charging in winter. Realize that some of the EA units in the mid-west have been throttled. Then again, there are ChargePoint, EVGo units that claim "X" kW, yet that advertising is based on an EV with an 800v pack (& the ID4 is 1/2 that).
Invest in an OBD11 & connect it to a tablet or cell phone to learn the cars charging & discharging habits in different climate/ temperatures / environments/ seasons. Since you are coming from a Bolt, you will learn the ID's limitations fast. Good luck.
