How far can Kia EV6 GT drive at 200 km/h? 

Fixed! Thanks, @@SniperSnake50BMG

But how's myp compared to this?

Because? Its only interesting for Germany.

They don't get many views because: how many people drive at 200km/h for about 40 minutes straight, illegally or even legally?

@@LuonFoto Which is a shame because fast travelling between cities late or early is one of the best use cases for a motor vehicle imho, makes much more sense than driving for a few kms inside cities.

Do you know if this pack is also in the RWD/AWD cars as well?

I've changed my Tesla model 3 for this. As a car it looks better, is more comfortable and it is much better quality, the only area Tesla wins is the interface and media/entertainment.

Thank you very much :)

@@bjornnyland Hi Bjorn, another contender could be the Hyundai Ioniq 5N. Same base architecture but different "tuning". Could be interesting...

@@andschaeespecially interesting because of the even more aerodynamic body shape compared to the EV6 or ioniq5

This would be interesting. It's possible that Lucid haven't had much chance to run such a test.

I've done the lucid air gt with good outside Temps and my range was about 240miles with similar speeds but not on cruise control.

Compare the peak currents of the S Plaid and Kia EV6 GT test. There was 2300A, here if I remember correctly 700A at a similar speed. This must translate into heat losses. The charging process is symmetrical to the discharging process, so it can be assumed that at a given voltage and power input or output, the losses will be similar. Therefore, an 800V platform will be thermodynamically more efficient than a 400V platform, as thermal losses are current dependent, so a lower current will be required at higher voltage.

@@tomasznowicki1735 That sounds logical. I would say that current means heat = losses unless superconductors are installed. Am I right?

​@@tomasznowicki1735Thermal losses are resistance dependent, not current, you can have twice the current on twice the wire diameter and heat losses would be same.

@@czNemesis Yes, but in our case we have the same resistance during charging and drive, cause it's intristic factor of the battery/cable/inverter system. So, if resistance is constant, heat is proportional to amperage. Higher voltage = lower current = lower heat loses.

​@@tomasznowicki1735What charging losses have to do with internal losses when driving? The difference between 800V and 400V system starts after the electricity exits the battery cells themselves and depends on how the batteries output is joined (paralel or series) and continues to the inverter, up to that point the differences are negligible. It is after the inverter, where 800V or 400V are. And between inverter and the motor, we are talking of 1m of copper cable at most. Possibly more for the front motor, which is mainly used when full throttling only. So what I am trying to say is that the 800V architecture would make a negligible difference regarding the heat losses when driving and it can be erased by simply doubling the diameter of that cable from inverter to motor.

Nope, more cooling is less efficiency. Tesla invests far more than Hyundai/Kia in cooling, because they use cheaper cells with more heat loss. However, there is two sides to this. Hyundai's more advanced cells provide the ability of longer sustained power delivery (such as cruising at absurdly high speed or towing a heavy trailer over a mountain) and, more importantly, faster charging. They also save money on the cooling side of things and thereby help with the great serviceability of the pack (repairing a current generation Tesla battery pack is prohibitively difficult by comparison). So more heat loss requires more cooling, is less efficient among other disadvantages, yes, those are some of the downsides of Tesla's aproach. But it also means less preheating for preconditioning before charging, for example, and the more complex to build, more expensive internal and external cooling system provides a somewhat smoother user experience, cost savings in the build overall, etc. It's not an inferior aproach per se, from an entire car point of view. The shape of the cells most likely has an influence on efficiency and also on cooling, but I dont have sufficient knowledge to have an opinion on this topic, let alone to make a fact based statement. But that is clearly not the defining mechanism at play here. Electrode technology, cell construction engineering and chemistry are. These are cutting edge cells, that come at a price. Tesla's are far more basic. As for the 800V system, it obviously has nothing, or at least naglectably little to do with power delivery efficiency. It is a cost saving and above all charging time related feature. Charging 10-80% in 18 minutes couldn't be acheived with Teslas cheap cells, except theoretically with a gigantic, not sensibly feasible buffer. In theory, Hyundai/Kia could get away with 20-ish minutes with the 77kWh battery, or 18 minutes with a larger buffer, but that would increase cost for cars with up to 80kWh somewhat. Cars with larger than roughly 80kWh batteries can't charge at this speed with current technology, unless they sport 800V architecture. Since Hyundai/Kia clearly intend to make eGMP cars with up to at least 100kWh, it would be completely idiotic to stretch 400V to its limits for their less than 80kWh cars and then still make 800V cars at a prohibitive price on the same platform.

​@@adrianguggisberg3656 There are two strategies for motor make more power. First is increasing motor inductance, Second is using higher voltage. 800v has definite meaning; with higher voltage same motor can make more power(with smaller loss). Maybe KIA thought this wasn't enough. EV6GT has 2stage-inverter, so when driver demands power, it boosts voltage by 1200v to make motor running more power. If you see the torque-rpm graph, higher voltage extends constant-torque period of rpm.

@@hwanju94 Yes, but this isn't about motors, it's about batteries. Heat loss and other inefficiencies in the motors and inverters comes on top of the loss in the battery. The monitored temperatures and energy turnaround was from the battery only and the motors are thus irrelevant. It's obvious that 800V has many advantages in many places.

You know of course, that your car has a limited topspeed of 185 km/h. The speedometer probably indicates 190 km/h then.

​​​​​​​@@larsenpetterI know, but the speed limiter is not based on what's shown on the speedometer. The indicated top speed was 194 km/h - so probably 190-ish in the real world. Will compare it with GPS speed next time😉

Yes

The first ioniq5 had a smaller battery but the my23 should have the same battery.

Depends on the model year. It's not confirmed, but the EV9 and Ioniq 5N are supposed to have major changes compared to present models.

@@Dqtube thanks. Does the GT have the same battery as the rest of the current EV6 large battery models, the current Ioniq 5 and Ioniq 6?

My understanding is that it’s exactly the same pack as in most other E-GMP cars today.

You can make a screenshoot will the video is running to avoid this issue.

@@nihongobenkyoshimasu3190 sure, but even better use TB excel sheet. Not in two second I need to take a look at one or two numbers during watching the film.

Or watch it on mobile, where the controls fade out. (don't they also do that when you click next to the player in the browser? I thought they did..)

You can use the up arrow on the TV remote for my setup. You pause the video then press the up arrow twice to get to full screen. (My TV is a Sony running some sort of Android.)

Less heat losses, but only on same wire diameter, you can actually double the wire diameter and have the same heat losses (resistance) as with half the current in 800V architecture. It's not that simple.

@@czNemesis doubling wire diameter is expensive and heavy

@@GreenDriveIndiaWe are talking few meters at most here, from battery pack to motors, nothing else.

@@czNemesis That is correct. But the heat losses do not primarily occur in large diameter cabling. They occur primarily in batteries, motors and inverters. The heat losses in battery are determined by its internal resistance. The heat losses in motors and inverters are primarily determined by heat losses in their coils which are typically made of tiny diameter wire. Those wires cannot be made wider without making the whole motors or inverters larger. I assume that the manufacturers have made these considerations already. And what they came up with should be a reasonable compromise between the size, usability and acceptable heat losses.

@@pbasista800V architecture doesn't have to do anything with cells internal resistance nor voltage. And so as we are talking about 800V architecture, then the things you mentioned are irrelevant. Or, what I have been trying to prove, the 800V architecture is quite irrelevant when dealing with internal heat losses. Only thing it changes, is the voltage in thick cable between inverter and motors and that's it.

You get used to it. I find it much tougher to drive at slow speeds on an empty Autobahn for a long time.

There’s is a big difference between ICE and EV at high speed. My former Passat TDI took 12l/100km at 200 - with 70l you can still drive 580km! Even a VW Golf just needs 14l/100km petrol = 357km range with 50 l. Tested by German car magazine AutoBild.

Once I drove an Opel Astra in this way, it is true that it is not a sports model, even approximately, and it allowed me to drive only 200 on the odometer, no GPS, but a full tank dried on a distance of about 200 km. So BEVs are not bad in this competition. Of course, some diesel monster with a 100-liter tank will go a bit further.

@@tomasznowicki1735 how much litre is fuel tank?

E60 530i 100 - 9-10l 200 - 15-16l

Why would we care? No one is interested in ICE efficiency. BEV are already more efficient.

@@UrCheckMate Don't remember, 'bout 40L

Heat loss in cells are still the same regardless of 400 V or 800 V.

Most cars will drive at least 300× Km. Somewhere between 14-18l Benzin.

German Auto Magazin AutoBild did that a few years ago. Max. Efficient is the Passat TDI with 12l Diesel at 200km/h. Incredible range of 583km!

Of course - it's half the price😉

Duhhh 🤦🏽‍♂️ also dubble consumption

@@wilhelmtell3427 it depends on the part of the day. You can do an average of 150 with almost constant 170 kmh at night. And it is doable with some of EVs.

For this kind of things the e-tron gt and taycan are good

This is also very difficult to do with a fossil car in real world situations. If you include the onramp , offramp and all other obstructions the average speed really suffers for any little slowdown. We have come to a point were most BEV`s can outlast any sensible driver.

​@@wilhelmtell3427are you sure about your numbers? What car takes 7 at 200? I would say super effective diesel will take about 12, gas about 15-20l

​@@wilhelmtell3427which car does 7litres per 100km at 200km/hr

who cares

@@daemigeo1 Anyone who likes a car with a decent range. EVs don't cut the mustard.

and continue to destroy our planet by using those fossil bullshit

It's fine, if you go to family a little further away, halve the travel times. On roadtrips 200kmh doesn't make any fucking sense at all, it's also burning a lot of energy. But your dinosaur does that anyways, even at 80kph really inefficient