2022 IONIQ 5 AWD Battery Preconditioning Update Installation and Test 

Thanks for the tip! I'll check it out and perhaps do a video to encourage additions from other EV owners if it looks promising.

I enjoyed the ID.4 for a freezing road trip back in January, but that was coming from the Bolt's fast charging and getting 80-90kW was a nice step up. From the I5, a 20-25 minute session became a 30-40 minute session, which wasn't awful but seemed unnecessary when you know the car has the ability to keep its pack warm. Should really help on long trips heading into the new year.

Perfectly normal behaviour for those of deep into EVs (I hear it in an auctioneer style voice)... which, come to think of it, isn't actually that normal... for now! Keep it up and Happy New Year!

It's been great for us locally but we've noticed a few limitations on longer trips. Still very glad to have it but there are definitely things for Hyundai to tweak for a better user experience in winter.

Now we just need some truly cold weather for a real test! Thanks for the comment (and a great year of content!), Brian.

So glad they made it in time for winter... getting this as the temps start to warm next year would have been a "oh... yay?!" moment. Glad it worked out well for you!

Agreed, though I can understand the logic of not delaying release for this one item. Most I5s didn't get into the hands of North American customers until late winter, so Hyundai now has a year of sales under its belt and still managed to deliver this feature to early buyers before the bulk of winter hits. Still waiting on items like Plug&Charge, but this gives some indication that it could arrive for older model years, whenever the Hyundai boffins get around to working on it.

Right, I suppose this is as much relief as it is excitement, given there was a period during which doubt was raised about this update coming at all. Honestly, I still have no real handle on what the I5 fast charging is going to do under 80% SOC... it might leap into the high 100/low 200 on a 350kW or just settle for a steady 150kW, as it did here. Either way, it's usually done before we need to go, if the battery is warm. But it still can't give you the "Ready to continue your trip" advice, as a Tesla does.

@@plugandplayEV Steve I can’t comment on the big 77 kWh pack performance directly and I have not seen a ton of charge curves for them, but it sounds like my 58 kWh pack behaves in a similar random but probably not random at all behavior. First as you say below 80% it’s random. Now that I’ve had several below 10-15 C charges (out of a dozen cold DCFC now) that I’ve actually graphed with Car Scanner it looks like the weird stop and go to zero kW at 80% to collect its thoughts behavior goes away to a large extent if the battery didn’t get real hot below 80%. What’s real hot? I really haven’t done enough charges but maybe it stays below 20 C? And with no preconditioning yet on the EV6 we are in the time warp so I have now two or three charges that started below 0 C and of course those struggle to even get up to 20 C and 90 kW by the end. 75 KW is for 10-15 C pack temps, 45 kW maybe 0-10 C and -10 to 0 C it’s still taking 35 kW. This is actually an extremely high power for a cold battery and why Bjorn once said “these Korean batteries must have a ton of cobalt in them.” But anyway to your point at normal spring/summer/fall temps below 80% SOC the speed is as you say pretty random and likely limited by charging hardware but also likely limited at other times by temperature & SOC tables. Say at 65 % SOC if max battery pack temperature is _____ then max power is _____. And I guess we could express the cold gating limitations in the same way, pack temp is ____ and SOC is _____ then max power is _____. And then finally what I see in summer is now what I see in winter which is half of the battery modules are cool and the other half are warmer by as much as 10 C. It’s weird and I have a theory that if we put insulation under the pack directly below the aluminum plate that we might see a much more uniform pack temperature. I want to do this experiment but I don’t have access to a lift for this work and I wanted to find a nice available sandwich of maybe coroplast as a strong layer below and one of the thinner insulation foam sheets you’d find at the big box hardware stores touching the bottom of the car directly. But then adhering it all and making sure it’s not left on the side of the road is not a trivial pursuit so it’ll be a future project and not current one.

The 800 volts architecture is the difference. It's that superior to 400 volts regardless of what people think. That's why Hyundai/Kia will be the legacy automaker that takes the most business from Tesla when everything is said and done.

Good luck, should be really helpful if you're planning trips around cold locations.

Thank you, Mike! Hopefully Kia goes the Hyundai route and just makes preconditioning a standard feature on the 2023 models. I intend to look a bit closer at what they're doing for '22 EV6 owners and perhaps do a video on that to compare. Got to say, I love the look of the redesigned Kona Electric! If they can get that down to $30k and retain the efficiency, that's a hell of a package.

@@plugandplayEV Hey Steve...yes indeed...we may end up in a 2024, the Kia dealer could not confirm the 23 would come with the pre-conditioning. Be great if it did. We just charged at an EV Go 100kw Delta Charger in Delaware Ohio and at 53%SOC to start we shot up to 77kw almost immediately. Pretty happy with that but find EV Go a bit pricey. Couple more hours and we will be at a quiet cabin in woods for New Years! And yes the new Kona EV is a very sharp package for sure!! 👍 Cheers to you and yours! Mike 🇨🇦

Thank you! Do you have the battery conditioning in the EV6 already? I've had several Kia owners ask about that for the US model and would love to know more about the system compared to Hyundai's application.

Thanks, Mike! How cold is it getting in your part of France around this time of year?

@@plugandplayEV usually -5 to 0 °C but this winter is mild again it's 10 right now at 8 in the morning !

@@gunnermike76 Sounds similar... we're supposed to have winter storms rolling through but the heat seems to knock out the snow before it hits Greater Boston. Makes winter testing that much harder!

Thanks Tim, that sounds about right. In the lower cold band below 20F, I might see 40-50kW for a time. But 65-70kW is the most common starting power on a pack that hasn't been pre-conditioned, when temps are closer to freezing. So the energy you lose to pack warming certainly isn't worth the consumption unless you're hitting a charger in the triple digits of power.

Cheers, Eric. And to one of your more recent test criteria, the start up was very quick given that it needed to identify the car as well as start the charging session. I'm still a bit vexed by this location, as it's not especially convenient and there's nothing easily accessible other than the hotel. But then, there's a V3 Tesla Supercharger just down the road, so clearly there's demand for high power charging in this part of town... probably something to do with the airport? I know EVolve NY's largest hub is at JFK, so perhaps these are going to serve rideshare and rental drivers well. As you say, the Flying J/Pilot locations are what I'm really looking forward to. The map looks like many could fill minor gaps that even EA hasn't touched yet and EVgo as an organization seems to have some renewed impetus over the past six months, so I'm excited to see what they can deiver.

@@plugandplayEV That's good. I think the initiation times on the Signet units are okay if you don't have to hold the handle, but they're still not great. The Delta units are the ones that have been excessively long, but the unit that timed out for me went down completely (according to PlugShare) not long after I used it. So there might have been another problem there. As for the locations, EVgo seems to prioritize rideshare locations. Historically, that has been a majority of their usage, with companies like Lyft, Maven, and Uber all offering lucrative EVgo memberships. Some benefactors like CEC, GM, and Nissan have helped EVgo break out of that mindset somewhat, but one of EVgo's weak points is that they are still not focused enough on supporting private EV owners. The Pilot/Flying J program is technically part of their EVgo "eXtend" program, and the fact that sites like travel plazas aren't part of EVgo's core business plan is a real problem, in my opinion. EVgo is one of the only "turn key" network providers, so the fact that they are not aggressively seeking contracts with convenience stores, gas stations, and travel plazas is a huge mistake.

I've moaned endlessly (and tediously, I'm sure!) on our travels that EVgo has never capitalized on whatever agreement it has with MassDOT for the existing 6 x 50kW stations at service plazas on the Masspike. They're hands down the most useful locations in the state for fast charging (150kW+) and yet they remain with old hardware, often unrepaired for weeks at a time, and in prime parking spots that get ICEd. Nowhere in the state is more ripe for upgrade than these locations (as Tesla installing V3 Superchargers at a couple of them supports), but nothing has changed in five years... fix that and we'd probably become the state's most loyal EVgo users overnight! 🤞

@@plugandplayEV I agree. I think the single most frustrating thing about EVgo is they have a number great travel site locations, but they're underwhelming even by Bolt EV standards (100 A and 125 A chargers). I'm sure some of that is due to power restrictions from the utilities, but if Tesla can find a way around it, EVgo should be able to as well.

Right, that $0.32/kWh seems to appear on all of our charging receipts. As so few sessions go much beyond 30 minutes and the complimentary plan, I don't really think too much about it. But the per minute pricing is $0.32/min ($0.24/min on Pass+ plan), so it might be a typo in the automated receipt, where "kWh" is inserted instead of "minute". Definitely planning a few tests for navigation alternatives when I next hit the road, so I'll look into the media box idea. Same goes for the EVgo session details screen, thanks. On the brief power spike, I've seen this in both the Ioniq 5 and Bolt EV, where it ramps closer to peak on start up in the cold but quickly pulls back to the rate requested by the car's BMS. I would say less a fluke and more just the EV and EVSE aligning on levels between maximum charge power the car can take and what it actually wants based on current state of charge, pack temperature, etc.

Thanks! I've done that with a few sites since this session and it seems to work well.

Thanks for watching, Allen. The app is called Torque Pro for Android. If you use Apple devices, similar data is available via an OBD2 dongle paired to the Car Scanner or EngineLink apps. Congrats on your incoming I5 and let me know if you have any follow up questions.

Thank you! The app is Torque Pro for Android (CarScanner or EngineLink are alternatives for Apple devices). The hardware is an OBD2 dongle from Vgate called the iCar Pro (BLE).

Excellent comment and huge fodder for further testing, thanks! I can answer the first question: no, you can't layer Google/Apple Maps on top via AA/Carplay. What I'm doing in the b-roll at 16:36 is trying that (cut for video length), and the native navigation cancelled the route when I started a GMaps route. Battery heating also shuts right off with that change. Obviously the phone can be disconnected from the AA/Carplay connection and mounted somewhere as a second nav screen and sound connected through Bluetooth, but a fix that simply allows both to work at the same time (one with voice directions off) would seem like an easy fix.

Unfortunately not. The dealer was helpful but did have to search for this Hyundai update, so when I made a passing question of the Kia update he looked blank. If I ever get any info about it, though, I'll be sure to share here.

Hey Tom, thank you. I'm not au fait with the exact workings of Tesla's system, but watching @Brian Riebe Drives Electric trips in his Model Y out of Minnesota seems to show that Tesla pulls from the HV pack just like any other. The efficiency gets worse and anticipated SOC on arrival drops, which I wouldn't expect to happen if all the warming was coming from waste heat.

The Octovalve can pull “waste heat” from the battery pack or motor stators and somewhere else. Bjorn in Norway has many videos on the Tesla system.

When you go down into the settings, does it show "Battery Conditioning" or "Winter Mode"? The latter did nothing noticable for us, either. Battery conditioning is primarily useful for heating en route to a charger, which you would have to activate yourself by checking the option on and then using the Hyundai maps system to navigate to a DC fast charge location.

Couple of things to check: 1) Is the radio button next to Battery Conditioning toggled on? Sometimes it will uncheck without clear cause. 2) When you navigate to the fast charger, do you start driving to see if the heating comes on? I haven't got a definitive answer yet but I don't think I've seen it come on in park, if you're just testing in the driveway for example. Assuming those items are both affirmative, you should see either the snowflake or heater coil come on over the battery icon and a corresponding message in the driver cluster confirming battery conditioning is active. If not, the update seems to be incomplete and it probably needs to be reviewed by the tech.

@@plugandplayEV thanks. I'll check this out later today. So the second time I took it to hyundai and explained to the tech he had to do manually and put BMs on 540. It actually shows the preconditioning mode on EV settings but he didn't complete the last part on the TSB which is to DL the navigation software into a USB. So I'm wondering it's prob not complete yet since the navigation software part wasn't done yet even though it shows pre conditioning on the screen.

A Hyundai Christmas miracle!

Yes, I'd say Eco Mode now is not suitable for use on local roads or on ramps. Cruising at highway speeds should be fine, but we basically have to floor the pedal to get to 30mph from a standing start. Not using Eco in situations other than that one anyway, it's not a problem for us, but if you use Eco often I can see it being frustrating. Will definitely address this in the follow up after more testing.

​@Plug and Play EV hopefully this issue will be fixed I'm set to get the update Monday but I drive in eco about 95% of the time. I'm debating if it'd even worth it now considering I dc charge once a month at most

Will do. I have quarterly client meetings in NY/NJ, so pass through CT regularly enough. If you want to shoot an email to plugandplayev@gmail.com, I'll give you a heads up before the next one.

@@plugandplayEV Thanks man...email has been sent.

Are you in a cold climate? Range will often be reduced in winter months unless you're somewhere mostly above 40°F. Do you have RWD or AWD? Generally, the best way to monitor how you're doing from season to season is to watch the average miles per kWh in your trip meter. 4.2 mi/kWh is roughly what you need to hit for 350 miles of range, where as 250 miles is around 3.3 mi/kWh. We're seeing even lower than that, so 250 really isn't bad in most cases.

@@plugandplayEV rite now is been cold but not East coast type of wheather . I think the max it goes down is 40 degrees. I honestly though it was my battery messing up or the charging stations not giving enough power/ miles .

The app is called Torque Pro, which is available on Android. For an Apple device, you'd need an app like CarScanner or EngineLink. All of these pull their data from a dongle plugged into the OBD2 port, which are available on Amazon from around $20. We use the Vgate iCar Pro and it's worth looking for the Bluetooth Low Energy (BLE) versions, as it makes the connection less disruptive than Wi-Fi versions.

@@plugandplayEV thanks a lot

Any time!

This refers to the USA models only. We don't have a 72.6 kWh pack option here.

@Plug and Play EV well the US model from 2022 equipped with heat pump also benefits from battery preconditioning

Yes, which is what the video is about. The video refers to early 22 AWD models like ours, which have the heater but did not come with conditioning feature. AWD models after around June last year were shipped with it from the factory (in the USA, not sure about other market timelines).

@@plugandplayEV ah understood

The car has to be capable but few hit those peaks at this time. The highest as we start 2023 here would be either the Hummer EV or the Lucid Air, both of which I believe peak just over 300kW. To hit those highs, the EV will need both 800V architecture (like those models, or others on the eGMP platform from Kia-Hyundai-Genesis) and sufficient amperage (375A+). The Ioniq 5, for example, tops out at about 240kW in ideal conditions, with voltage in the mid to high 700s and amperage in the low 300s.

Pretty much every car with preconditioning has this requirement

@@ouch1011 then I wish they chose a better mapping service because it’s tried to make me turn across highways in the past

@@ouch1011 But, why? If you already know where the charger is because you've been there before, the "least-hassle" option is to press one "precondition battery" button and drive with no navigation. Also, if using the car's navigation requires paying a monthly subscription fee to give the car access to the cellular network, some people would prefer to not pay this fee.

I can live with it but it would seem to be an easy fix to allow Android Auto/Apple Carplay to layer their navigation options over the top without cutting off the native nav/battery heating. Perhaps in a future update.

I’m thinking you can just use your CarPlay nav alongside the built in one? Little janky if the routes end up being planned differently, but I’d say that’s not a horrible compromise

Thanks for the text-based thumbs up!

The “yo yo” method doesn’t work well on the egmp cars because the battery resistance is so low (how they can charge at 230kw without lighting on fire). Pulling large current from the battery barely warms it up. You’d have to be driving like a complete moron for 20 minutes or more in order to get any meaningful increase in battery temp, which would be dumb.

Nope. That's been tested and debunked. Just like the previous reply said, on higher voltage (800 V architecture) cars there is less waste heat loss from driving the higher voltage motor. You can't drive in a yo-yo to heat up the battery or motors.

A lot of the warm up comes from regenerative braking, rather than acceleration (though that's required to facilitate greater regen), making the whole process pretty awkward anywhere with traffic. We tried high speed only on a late-night run to Chicopee, MA early December and got no benefit. On an early morning run this week, we tried the pulse/yo-yo technique and noted some battery temp change, but only to the tune of a few degrees (F) over 10 miles. Either way, I'd much rather have the car taking care of it while driving normally than trying to replicate it manually with erratic driving in Massachusetts traffic (though those two things are not always in opposition!)