[Atlant]

The irony is that Motor Trend's 1978 "car of the year" was the Dodge Omni!

And the Omni was a pretty-direct clone of the VW Rabbit (Golf).

 

[SunWizard]

At cold temps (especially below freezing), the i5 does about as slow as the ID.4 so the 800v does not help. Here is a test of i5 at 26F where "The session started at 20% state-of-charge (SOC) from about 63 kW. "

Hyundai Ioniq 5 Notes Limited Charging Power After A Cold Night

In one of the latest episodes, Out of Spec Reviews' Kyle Conner checks out the fast charging performance of a brand new Hyundai Ioniq 5 in cold weather conditions.

insideevs.com

It has a similar very slow charge at hot temps.

 

[Ahab]

And the Ioniq 5 shares another feature with the ID.4: death by 12-volt battery failure. A poll on the IQ5 forum showed just under 10 percent of forumites had been bricked. (Meaning, of course, that just over 90 percent had not.) Some cars have spent weeks at the dealer looking for a cause. Hyundai hasn't exactly covered themselves with glory during this process. No one seems to know what to do beyond random module replacement. Under lemon-law pressure, a few cars have been bought back.
So . . . sound familiar? There's nothing so difficult to trouble-shoot as an intermittent electrical fault. At least with the ID.4 we have @VW TECHNICIAN barnstorming across the country looking for solutions. Hyundai's dealer-service reps seem more than a few steps behind the curve. Not to mention half a world a way.
That being said, we'll be test-driving an IQ5 next month, and if it feels right and we can stomach the price premium--and there's still no sign of our AWD Pro--we just may end up with one.

 

[VW TECHNICIAN]

And the Ioniq 5 shares another feature with the ID.4: death by 12-volt battery failure. A poll on the IQ5 forum showed just under 10 percent of forumites had been bricked. (Meaning, of course, that just over 90 percent had not.) Some cars have spent weeks at the dealer looking for a cause. Hyundai hasn't exactly covered themselves with glory during this process. No one seems to know what to do beyond random module replacement. Under lemon-law pressure, a few cars have been bought back.
So . . . sound familiar? There's nothing so difficult to trouble-shoot as an intermittent electrical fault. At least with the ID.4 we have @VW TECHNICIAN barnstorming across the country looking for solutions. Hyundai's dealer-service reps seem more than a few steps behind the curve. Not to mention half a world a way.
That being said, we'll be test-driving an IQ5 next month, and if it feels right and we can stomach the price premium--and there's still no sign of our AWD Pro--we just may end up with one.

I would research quite well surrounding dealership's and ability to get parts especially for EV from this brand that is not yet made in US. I'm not judging or trying to be against, but there been cases for single module not getting to US for months if battery pack needs this type of repairs. Also Cd aerodynamic properties are not good for interstate speeds ( especially in cold weather conditions when air is more dense). Once they actually move to US production for EV this will eventually change. Not getting government rebate and getting limited number of fast DC charging is another thing to consider. Also research and check how many EV trained technicians are available for surroundings areas, do they have all necessary equipment and tools to preform all type of work on HV DC pack. Engineering department for US service department is across the world for Ioniq5 brand ( this is just another road block in getting assistance without facing time difference between US and Korea). Battery pack and design is still not optimized enough. Battery pack modules are experiencing higher delta temperatures between modules ( fluid dynamic and cooling plate and modules are not optimized enough). There is throttling when driving on max output for propulsion units after fast DC charging ( because battery pack modules are at different delta temperatures). I have provided many pids for carscanner app for this EV and you are welcome if you become owner to experience this limitations by yourself using carscanner app. You will be charged for higher losses at fast DC charging locations that cannot deliver 700+ V ( in this case electric motor inverter will be used to step up voltage difference between DC charger and what BMS is calling).
V2L is quite crippled for US market.
Battery pack is not true 800V architecture. There will be upgrade on future models on this brand with more efficient electric motor inverter's ( i would wait for this type of upgrade before shelling money) .... i believe there will be battery pack revision also in the future for improving fluid dynamics and cooling. I have been in teardown down to bare bones this vehicle and there are so many things that could be done better than what they are. So if you going with one....make sure you are getting new improved electric motor inverter with latest hardware for better efficiency ( they will use similar materials for inverters as what Tesla inverter's are using. And i believe that they will incorporate torque pulse slipping ( similar what is used on ICE engines ( deactivate number of cylinders to improve efficiency) similar but different type with electric motors. Ioniq 6 i have tested not long ago and it is running on new type of inverter.
Good luck and if you go with one , i will be definitely interested to hear your thoughts and experience owning one of these EV vehicles.

 

[knash]

I would research quite well surrounding dealership's and ability to get parts especially for EV from this brand that is not yet made in US. I'm not judging or trying to be against, but there been cases for single module not getting to US for months if battery pack needs this type of repairs. Also Cd aerodynamic properties are not good for interstate speeds ( especially in cold weather conditions when air is more dense). Once they actually move to US production for EV this will eventually change. Not getting government rebate and getting limited number of fast DC charging is another thing to consider. Also research and check how many EV trained technicians are available for surroundings areas, do they have all necessary equipment and tools to preform all type of work on HV DC pack. Engineering department for US service department is across the world for Ioniq5 brand ( this is just another road block in getting assistance without facing time difference between US and Korea). Battery pack and design is still not optimized enough. Battery pack modules are experiencing higher delta temperatures between modules ( fluid dynamic and cooling plate and modules are not optimized enough). There is throttling when driving on max output for propulsion units after fast DC charging ( because battery pack modules are at different delta temperatures). I have provided many pids for carscanner app for this EV and you are welcome if you become owner to experience this limitations by yourself using carscanner app. You will be charged for higher losses at fast DC charging locations that cannot deliver 700+ V ( in this case electric motor inverter will be used to step up voltage difference between DC charger and what BMS is calling).
V2L is quite crippled for US market.
Battery pack is not true 800V architecture. There will be upgrade on future models on this brand with more efficient electric motor inverter's ( i would wait for this type of upgrade before shelling money) .... i believe there will be battery pack revision also in the future for improving fluid dynamics and cooling. I have been in teardown down to bare bones this vehicle and there are so many things that could be done better than what they are. So if you going with one....make sure you are getting new improved electric motor inverter with latest hardware for better efficiency ( they will use similar materials for inverters as what Tesla inverter's are using. And i believe that they will incorporate torque pulse slipping ( similar what is used on ICE engines ( deactivate number of cylinders to improve efficiency) similar but different type with electric motors. Ioniq 6 i have tested not long ago and it is running on new type of inverter.
Good luck and if you go with one , i will be definitely interested to hear your thoughts and experience owning one of these EV vehicles.

great information. Thanks!

 

[Ahab]

I would research quite well surrounding dealership's and ability to get parts especially for EV from this brand that is not yet made in US. I'm not judging or trying to be against, but there been cases for single module not getting to US for months if battery pack needs this type of repairs. Also Cd aerodynamic properties are not good for interstate speeds ( especially in cold weather conditions when air is more dense). Once they actually move to US production for EV this will eventually change. Not getting government rebate and getting limited number of fast DC charging is another thing to consider. Also research and check how many EV trained technicians are available for surroundings areas, do they have all necessary equipment and tools to preform all type of work on HV DC pack. Engineering department for US service department is across the world for Ioniq5 brand ( this is just another road block in getting assistance without facing time difference between US and Korea). Battery pack and design is still not optimized enough. Battery pack modules are experiencing higher delta temperatures between modules ( fluid dynamic and cooling plate and modules are not optimized enough). There is throttling when driving on max output for propulsion units after fast DC charging ( because battery pack modules are at different delta temperatures). I have provided many pids for carscanner app for this EV and you are welcome if you become owner to experience this limitations by yourself using carscanner app. You will be charged for higher losses at fast DC charging locations that cannot deliver 700+ V ( in this case electric motor inverter will be used to step up voltage difference between DC charger and what BMS is calling).
V2L is quite crippled for US market.
Battery pack is not true 800V architecture. There will be upgrade on future models on this brand with more efficient electric motor inverter's ( i would wait for this type of upgrade before shelling money) .... i believe there will be battery pack revision also in the future for improving fluid dynamics and cooling. I have been in teardown down to bare bones this vehicle and there are so many things that could be done better than what they are. So if you going with one....make sure you are getting new improved electric motor inverter with latest hardware for better efficiency ( they will use similar materials for inverters as what Tesla inverter's are using. And i believe that they will incorporate torque pulse slipping ( similar what is used on ICE engines ( deactivate number of cylinders to improve efficiency) similar but different type with electric motors. Ioniq 6 i have tested not long ago and it is running on new type of inverter.
Good luck and if you go with one , i will be definitely interested to hear your thoughts and experience owning one of these EV vehicles.

Well, I'm not exactly keen to have one--I'd much rather an ID.4, warts and all. But having ordered my AWD Pro in October of 2021, and another AWD Pro on 8/4/22, and having received zero car while the Pro S trims ordered much later are parked in beaming owner's driveways across the land, a fraught bird in the drive might be worth a similarly fraught bird still waiting for a production slot. That being said, I've known the Hyundai dealer's parent company for 50 years and have bought three new cars from them (two Subarus and a Saturn), and I'll be doing due diligence with the service department and parts department before any money changes hands.
Ideally, of course, I wake up next week and see Chattanooga loading my Tourmaline Pro onto a CSX car rack bound for Maine.