Hyundai Ioniq 5 charging for road trips: don't look for 350 kW connectors, 150 kW can be just as fast

Hyundai Ioniq 5 charging for road trips: don’t look for 350 kW connectors, 150 kW can be just as fast

Part of what makes the Hyundai Ioniq 5 and its close cousin, the Kia EV6, so noteworthy in the market is that they are able to take advantage of the 350-kilowatt CCS connectors, and the faster charging power levels allowed by the 800-volt charging systems.

On those conductors with a power of 350 kilowatts, in ideal conditions, it can guarantee a charge on the road from 10% to 80% in just 18 minutes.

We’ve seen close to it, and it’s amazingly fast. It and other vehicles that can use the increasingly popular 350-kilowatt connectors — including the Lucid Air, Porsche Taycan, Audi E-Tron GT and GMC Hummer EV — are showing that high-powered charging can be a game changer.

However, 350 kilowatt conductors are still not common. Limit your electric vehicle’s journey around 150kW conductors, and you’ll likely have more flexibility versus aiming for 350kW conductors at a time.

So…if we were to charge a 150kW charger in a convenient location, would I give that amount in time?

2022 Hyundai Ioniq 5 Limited 4WD

The short answer: On the Ioniq 5 or EV6, probably not. Between those two models, I actually saw over six DC fast charges, with only two sessions of those charges, on a nice warm day, at a price close to the claimed price. Just under half an hour is more realistic than a 350 kW conductor.

This happens, basically, what I saw recently while following up with the Hyundai Ioniq 5. on a 150kW connector.

When charging this test vehicle, a 2022 Hyundai Ioniq 5 Limited AWD – with a larger 77.4 kWh battery pack and an EPA range rating of 256 miles – I don’t think I ever gave up heading to the 150 kWh charger instead.

With an ambient temperature of 68 degrees and a relatively nice ride beforehand, I plugged in an Electrify America connector with a power of 150 kW at 8%. It only took 15 minutes to reach 50%, with only 11 minutes left to reach 80%. The shocking part is that although I’ve noticed erratic burst rates on 350kW charging, the Ioniq 5 charges steadily around 130kW, gradually working its way around 150kW as the pack heats up to ideal.

Colder or rainy? You probably won’t see fast enough to justify 350 kW

To throw another example into the mix. About a week later, I revisited a Kia EV6, the same size battery pack, and after a more enthusiastic drive, but cooler weather (49 degrees), plugging me into a 350 kW connector got me from 7% to 80% in 31 minutes. Yes, actually slower. I saw less power at first, then exploded to 202 kW, briefly at 35%, with power stabilizing to just over 150 kW for the rest of the charge.

2022 Hyundai Ioniq 5 and Kia EV6 Fast Shipping - Lacy, WA

2022 Hyundai Ioniq 5 and Kia EV6 Fast Shipping – Lacy, WA

2022 Kia EV6 Quick Charge

2022 Kia EV6 Quick Charge

2022 Kia EV6 Quick Charge

2022 Kia EV6 Quick Charge

Yes, the ambient temperature probably has a lot to do with the slower pace. But unlike the 350kW charge, the battery temperature doesn’t seem to need to be in a particular pretty spot in order to achieve a near-peak rating from a 150kW conductor.

Hyundai and Kia have talked about introducing a pre-conditioning feature which may change things in the future, making that peak rate more widely accessible. But it’s worth bearing in mind that even in formal and ideal times, Hyundai is pricing 25 minutes at 150 kW versus 18 minutes at 350 kW.

Great efficiency too

In my follow up to the Ioniq 5, I found it to be almost as effective as I tried it on my first drive in Southern California in December. Over 70.7 miles (odometer checked), I averaged 3.8 miles per kWh in a mixture of city and suburban driving, then over 141.4 miles of highway driving—mostly near 70 mph, but In eco mode – an average of 3.3 miles per kWh. That points to highway driving quite in line with EPA’s range, and the navigation mode range will likely deliver something close to 300 miles in ideal conditions.

Just like in my first drive of the Ioniq 5, I loved the overall design and all the small design details throughout the exterior and cabin. The styling simply emerges in a way that few other modern designs do – and better than that of the related Kia EV6.

2022 Hyundai Ioniq 5 Limited 4WD

2022 Hyundai Ioniq 5 Limited 4WD

2022 Hyundai Ioniq 5 Limited 4WD

2022 Hyundai Ioniq 5 Limited 4WD

2022 Hyundai Ioniq 5 Limited 4WD

2022 Hyundai Ioniq 5 Limited 4WD

However, I was less enthusiastic about the Ioniq 5’s ride quality. The Limited, which rides on 20-inch wheels and Michelin Primacy Tour tires, carries some roughness through the sidewalls and then basks in the smoothness and movement of the body after the big shocks. It’s not a group that performs well on American roads – though at lower levels with taller sidewalls, it’s a more uniform tone.

Other shakes up a bit more follow: The interior seems designed for wireless Apple CarPlay or Android Auto, just there’s no such thing. This leaves the cables dangling for the driver or passenger in the fantastically wide opening front seat space in theory.

2022 Hyundai Ioniq 5 Limited 4WD

2022 Hyundai Ioniq 5 Limited 4WD

I’ll follow up on this shortly with a brief report on the real-world scope and charging experiences of the EV6 and Ioniq 5, with more on the EV6 and how the two measure up against each other. Meanwhile, whatever you may choose, don’t try to look for 350 kW conductors.

2022-05-05 15:00:00

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