Kia EV6 GT | Long Trip Test 

well I am not wrong about overheating battery packs in E-GMP cars. Both me and other channels have experiences this several times under certain conditions. These batteries are very sensitive to temperature, and have a much smaller operating temperature for achieving optimal charging speed compared other EVs. As I have illustrated many times on the channel, these cars seem inconsistent when it comes to getting that optimal charging speed. Not sure what you mean about "your passive heating". I don't own or have any type of passive heating, and can't remember ever mentioning that in this video. If this cars not up to date then Kia are the ones to blame, not me. They shouldn't lend out cars for public testing that aren't up to date. It is also their job to inform me if this is the case, which they haven't. Yes, I have driven E-GMP cars many times, and sure I should have remembered how their preconditoning works. But on the other hand, this test is designed to reveal flaws and weaknesses with the cars that are tested. And it is obvious from this test that battery management and preconditioning is a weakness of this car. The fact that to more you go below 20% the battery will start to cool, and quickly. Rendering the real work range if you want fast charging less that other cars. So yes, it is the cars fault that I have to work and plan around this. It is not my fault that the car stops preconditiong below 20%. The ability to charge fast is not due to a lower resistance pack with 800v, that is incorrect. 800v cars charge fast because of the simple math. 800v is twice the voltage as 400v. CCS is limited to 500A (for a short time) and 400A over longer time periods. Twice the voltage at the same current means twice the speed. Sure, 800v batteries can have lower resistance because of the higher voltage. But that is only the case if the components are the same dimension as a 400v battery. All of this is pretty much down the battery design of the individual manufactures battery pack. Some internal resistance is a good thing, because generating heat in the battery pack is useful. An example for this is Taycan battery that will under normal motorway driving conditions have an operating temperature of 20c even in winter. These batteries need a minimum temperature of 30c for optimal charging speed. Even at 50c these batteries can take close to 250kW. This is down to the cell chemistry in the Porsche, and frankly what you get paying twice the price vs E-GMP. Again, not criticizing E-GMP, just simply explaining the differences. E-GMP having 800v at that price point is a real achievement, but it is also a compromise. These isn't much money left for optimal battery chemistry and thus we see time and time E-GMP being very sensitive to battery temp. For EV9 we see Kia have dialed down the peak charging speed to 200kW, even though the battery is 99kWh vs 77kWh. This pack could easily hit 3C and 300kW. But instead they hit 2C, but with a much flatter charging curve. This will result in EV9 being much easier to manage for charging and will in the real world achieve optimal conditions more of the time compared to current E-GMP. I think that is the correct move, and it seems like they agree since that is what they have done.

@@KrisRifa I almost agree about Kia fault, the fact that E-GMP is totally tricky (as a daily user, you can admit that it is not impossible to learn, and then the car becomes more consistent). About 800v architecture, you have to think that at cell level the energy fed is exactly the same regardless the pack voltage. 800v is good for the charger itself and allow the use of smaller/lighter cables in the car, nothing more. The cells have to deal with more power. So they have to be different. The heat management in the E-GMP cars is not overpowerfull, probably way weaker than in a Taycan. The only difference is the cell. Once again, juste type "SK On SF Battery". Low resistance is the way for Kia Hyundai. But not good in winter at all. Even in France at something like 7°C, by driving 2 hours at 130kmh without preconditioning, the charging speed is only around 50 or 60 kw, and car scanner displays a min pack temp at about 8 or 9°C (even without heatpump that sucks heat from the pack, that is a paid option in warmer countries like France). You then have to wait 6 or 7 minutes to get 120 kw (at 15 °C min pack temp), with an active pack heating working at more than 5kw during the charge. I am not an expert of every Ev at all. But drove more 80 000km with my early EV6 during the past 2 years, using tools like car scanner, I know pretty well the way hyundai group designed the system. Nyland did say something about the low resistance, driving really fast an Ev6 GT in Germany. The good is that this GT is able to handle fast driving during way more time than a Tesla, even the S Plaid, don't know VS Porsche. The bad is when it has reach a high temp pack, you have to wait more, because of the weaker heat management system. But the heat build up is really really slow. Regards

And thank you very much for the really huge answer. Thumps up!

This. Except it looks like the North Pole there, that's gotta be one cold battery.

It's in Norway. Oslo - Kristiansand route

I thought I recognised it!! I’ve seen it on other RU-vid channels, mostly that of Stephen Wheeler of Wheelhome.

Eco mode is actually not more efficient than Normal mode, it's just less fun. Level 0 regen has produced better efficiency for me when coupled with adaptive cruise. However, as I said in comments for Kris' last video, the efficiency gain for the GT model is not as pronounced as apparently with the GT-Line or Wind trim levels. The GT does not have a front motor that is capable of decoupling itself with no regen. However, at least for me, there's much less front motor used to accelerate and maintain speed on the highway and my informal non-scientific road trip testing left me with slightly better efficiency in my GT. One more thing to note: I'm in California, not Norway, and I suspect that temperatures have a much higher effect on battery efficiency than anything else here.

True, doesn’t show any of that information… one of the reasons I rate the infotainment of this car so poorly..

​@@KrisRifaThat has been released Kris. I got that around 3 weeks ago. Swedish EV6 GT-Line. Maybe the infotainment on this car does not have the november update?

The updates I have seen does not include SOC as it was in the Beta version.

@@frederiksen666 I have it on my Ev6. It was activated serverside after latest update.

Nice to hear, because I am considering a EV6. Does it also give you how many % you need to charge at you stop in order to get to your destination on the Long drives?

lol, what adjustments did I miss? And you shouldn't have to read the user manual to use the infotainment system. That's on the designers, not the users. You gonna blame the users that the original iPhone was much easier to use than the Nokia N95, and in the coming years leading to the bankruptcy of the company?

@@KrisRifa i.e. add Filter options in Navigation for charging stations I agree on your manual point though

@@potentustheone6896 what filter? there are no more filter options I could see?

Press the button with a filter funnel icon under Navigation Menu -> Nearby POIs -> EV Charging Stations.

Well, Tesla chargers are pretty useless for E-GMP cars, It will max at 75kW even with a preheated car.

@@skyfox77 So what, my brand new Niro EV maxes out at 85 kW anyways. I want cheap fast charging at low cost, not double price at IONITY.

​​@@The_Observer72 Did you buy a Niro EV? I'm also looking for a Niro EV (or Hyundai Ioniq 5/Kia ev6). I think it is very interesting

@@user-dv5if1hm2w Yes, my second Niro EV. Great car besides supercharging. I Charge 99 % at home. Kona is smaller inside.