We took delivery of our beautiful 2023 Ioniq 5 Limited AWD in Digital Teal on November 23rd, and drove away from the dealership with @100% charge. Our drive long home left us with a 60% charge remaining indicated. I set the car to stop charging at 80% through the EV tab, and plugged it into our professionally installed ChargePoint 50 amp Level 2 charger. It dutifully charged the battery pack up to 80% in a few hours and the car stopped the charging. Cool! After some driving the next week along with cool temperatures (25-40 degrees, running the heater, etc.), the indicated charge dropped to 48%, so I plugged it back into the ChargePoint. It charged up to 63% then shut-off. WTF? I disconnected, then plugged back in: low and behold, after a pause, it started taking a charge again, then shut-off at 68%, with the voice booming, "Charging Interrupted". Again, I disconnected, then plugged back in. Once again, after a few minutes, it started taking a charge again, with the charge rising to 73%, but then again, shutting off. Repeat the entire action described, then after another pause, charging began again, but then shutting off at 78%. This time, I just left it plugged in, after an hour or so, leaving it alone, it eventually started taking a charge again, then shut off at 80%, or thereabouts. I disconnected, then checked the charge level by going to Accessory. It initially indicated 80%, then immediately fell to 79%, with me doing nothing but opening the door and accessing a reading through Accessory. Anyone experience anything like this? Is this an indication that I already have a bad cell within the battery pack, with the vehicle having ONLY 220 miles on it! I have had trouble getting the dealer to return phone calls, and to be honest, don't have a good sense that they have a handle on anything having to do with the Ioniq 5. Concerned! This was a big investment for us in our retirement, so any feedback would be GREATLY appreciated.
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US ICCU Recall (aka 12V battery failure issue) and Tesla Supercharger access and adapters. Please do not create duplicate threads on these topics. Links: ICCU Thread | Supercharger Thread | Adapter Thread
Dougfir
2023 Ioniq 5 Stopping Charging
1 reading
To exclude a bad cell, you might want to get a elm327 adapter (15-20 USD) - it will immediately show battery parameters and detect any bad cell:
www.ioniqforum.com
SOC BMS and SOC
Been really disapointed with the charging and range of ioniq 5 so got a OBD2 and had a play. Can see the battery is pretty cold, drove for an hour and allot of regeneration. Also any one know what the difference between SOC BMS and SOC? Numbers are very different?
www.ioniqforum.com
1) "It initially indicated 80%, then immediately fell to 79%, with me doing nothing but opening the door and accessing a reading through Accessory" - this is normal. It seems the Ioniq 5's charge limits are set as e.g. 80% = 80.000%. It seems to then truncate rather than round percentages to an extent, e.g. some cars/electronic devices if at 79.6-79.9% will show 80% but the Ioniq 5 shows 79%. So this makes sense. It's not even so much opening the door, the car can fall from something like 80.000% to 79.999% very quickly even when not in use as that's a tiny amount of energy. Or its measurements while charging could be off by that small fraction then it corrects. This is not an issue.
2) Your issue about stopping charging, e.g. from 48% to 63% when set to 80%, is a known issue with the Ioniq 5. Reduce either your charging station or the car to charge at 32A (on the car's touchscreen, I believe for AC charging this is the "minimum" setting). There are many reports of it having difficulty charging at 40A or 48A, as it would on your 50A ChargePoint Home. Give this a try and it'll probably charge reliably at 32A. If not, there's something wrong with the car and the dealer needs to repair it (it would need either a software fix, or a replacement of the onboard charging module).
2) Your issue about stopping charging, e.g. from 48% to 63% when set to 80%, is a known issue with the Ioniq 5. Reduce either your charging station or the car to charge at 32A (on the car's touchscreen, I believe for AC charging this is the "minimum" setting). There are many reports of it having difficulty charging at 40A or 48A, as it would on your 50A ChargePoint Home. Give this a try and it'll probably charge reliably at 32A. If not, there's something wrong with the car and the dealer needs to repair it (it would need either a software fix, or a replacement of the onboard charging module).
Wow! What an excellent response! Thank you! Tried to reduce the ChargePoint amperage from the initial 50 amp setting to 32a, but could not access a portal on my ChargePoint phone app, no matter where I looked. Just didn't give me the amperage settings like it did when I first set it up. Tried to contact the company, but just got a bot.
So I followed your advice: went into the AC Settings on the vehicle's touchscreen, clicked "Minimum". It gave me a message that the charging time would be longer at this setting (understandable), but that beats having to stop and start it a half dozen times like I had to yesterday in order to get to 80%.
Again, thank you for sharing your "expertise" is such a well laid out way. We'll see what happens the next time I need to charge the Ioniq. Hopefully, that solved the problem so I won't have to drive 90 miles round trip for either a software fix or replacement of the onboard charging module. To be honest, this dealership (the closest one by far) has exhibited very little knowledge of dealing with Ioniq 5 technical issues up to this point.
So I followed your advice: went into the AC Settings on the vehicle's touchscreen, clicked "Minimum". It gave me a message that the charging time would be longer at this setting (understandable), but that beats having to stop and start it a half dozen times like I had to yesterday in order to get to 80%.
Again, thank you for sharing your "expertise" is such a well laid out way. We'll see what happens the next time I need to charge the Ioniq. Hopefully, that solved the problem so I won't have to drive 90 miles round trip for either a software fix or replacement of the onboard charging module. To be honest, this dealership (the closest one by far) has exhibited very little knowledge of dealing with Ioniq 5 technical issues up to this point.
Wanted to follow up my above reply to Megaton. Did get hold of a live one at ChargePoint finally. He was able to reduce the setting on my ChargePoint Level 2 Home Charger from my initial setup at 50 amps (which on an Ioniq 5 YouTube video recommended: "put as much in as you can"!) to 30 amps. The tech (?) did it remotely, which is a little spooky and said the settings were in increments of 10 only, so no 32 amps available. I'll put the car back on AC Charge--Maximum as a result. Keep your fingers crossed this solves the intermittent stop/go with trying to charge up to 80%.
Having the same charging interruption issues with our Ioniq 5 SEL. Worked beautifully for 3 months before this started. Using a JuiceBox 40 amp charger. Drive the 3 1/2 hours to dealer and left it for 2 weeks for them to get and replace a battery charging cable that was overheating. Picked up yesterday and had the same charging issue last night. Will try to lower setting for tonight but very frustrated that dealership doesn’t really know what issue is and seemed unaware that many owners are having this issue with a variety of level 2 home chargers.
I noticed this the last two nights with my 22 I5 connected to the Autel at 48amps. Would disconnect at random times. Never had a problem with the ChargePoint at 40amps and once I dropped the Autel down to 40amps also no problem. I am going to try running the Autel at 45 or 46 amps to see if the issue continues.
Sucks because I specifically ran a 60amp line so I could have the charger at 48amps….
Sucks because I specifically ran a 60amp line so I could have the charger at 48amps….
I'm glad that my co-workers with Tesla's pointed me to this forum and that I'm not the only one with charging stop issues. I got my 2023 Ioniq 5 SE RWD in Nov '22 and now have 4800 mi on it. I did the software upgrade on 12/31/22.
I bought and used a Shell branded L2 portable charger capable of charging on 120V and 240V up to 40A. I used it at home once back in Dec to make sure it works and had no problems (it said it pulled 36A). I also have a JuiceBox 40 at home but only used it twice in Dec w/o any issues before the software upgrade on the car.
I have the ability to charge at work. Initially, we had three Nema 14-50 outlets, a few 120V Nema 5-20 and some weird 240V outlet (maybe a 6-20) for a Chevy Volt on a shared 100A box with 208V 3-phase, with 50A individual breakers for the 14-50s. My portable charger was set to 40A and my car to "reduced" (Max would trigger an Over Current shutdown at ~47A on the portable). The "reduced" car setting would show ~216V, 41-42A (of 40) and ~9.1kW on the portable controller but the car showed only ~7.4-7.5 kW (where the other ~1.5 kW went is a puzzle to me). Everything worked fine for quite some time. I had my first charging stop issue on Feb 3 (at least to my knowledge). I couldn't figure out what's going on, there were no messages on the car or portable L2 charger and I just re-started it. The next incident was on Feb 15 (twice) and Feb 20 (4x). With my 75 mi commute, I charge 2-3 times a week at work. Starting Feb 24 I used the 32A setting on the portable controller and "reduced" on the car, the controller said it pulled ~33A, relatively stable and not as jumpy as the 40A setting. I charged 6x like this w/o any issues and one DC session.
Last week Fri, Mar 10, they installed two ClipperCreek dual chargers capable of charging at 40A for a single car and 20A if two cars are on each increasing charging capabilities to 4 L2 chargers. The first charge on Fri I used "reduced" and I was the only one on it, so it charged at the 40A setting - no problems (got to 100%, 314 mi). On Tue, Mar 14, I charged again but this time on the "Max" setting, and since a Tesla was on the other side, it used the 20A setting and pulled 4.1 kW per my car. Later, the Tesla had left and I went to check my car and it was pulling 8.3 kW as was predicted. A few hours later, I checked on the charging status thru the website (the BlueLink app doesn't work on my phone since it's on Android 9) and it showed "not charging". I logged out and logged back in within a minute to check on the time stamp and now it said "Charging". 15min later, I went outside to check on the car and just when I was looking at the ClipperCreek, the Charging light turned off and back on after ~20sec and the car announced, "charging started" (I did not hear a "charging interrupted" announcement by the car). It finished charging to 100% / 326mi using the 40A and 20A settings but it was very confusing. I asked my (Tesla) co-workers about it since they installed the ClipperCreeks but no one else was having an issue, just me (the only Ioniq 5). And now, I'm here finding out others with Ioniq 5s, EV6s and GV60 have similar issues. I'll have to charge tomorrow again and will use the "reduced" setting and I will monitor. I'll update if I run into another issue. I'll also have to test out my JuiceBox and portable at home again at some point.
Question regarding charging status on the owner's website (might be the same in app), since Hyundai customer service had no clue: sometimes it says "plugged-in, 240V" and CHARGING in red letters and sometimes in red letters. Does anyone know the meaning of the colors? It does not have to do anything with SOC level it seems since I have seen it at levels below 50% and above 50% (the red or green lettering).
I bought and used a Shell branded L2 portable charger capable of charging on 120V and 240V up to 40A. I used it at home once back in Dec to make sure it works and had no problems (it said it pulled 36A). I also have a JuiceBox 40 at home but only used it twice in Dec w/o any issues before the software upgrade on the car.
I have the ability to charge at work. Initially, we had three Nema 14-50 outlets, a few 120V Nema 5-20 and some weird 240V outlet (maybe a 6-20) for a Chevy Volt on a shared 100A box with 208V 3-phase, with 50A individual breakers for the 14-50s. My portable charger was set to 40A and my car to "reduced" (Max would trigger an Over Current shutdown at ~47A on the portable). The "reduced" car setting would show ~216V, 41-42A (of 40) and ~9.1kW on the portable controller but the car showed only ~7.4-7.5 kW (where the other ~1.5 kW went is a puzzle to me). Everything worked fine for quite some time. I had my first charging stop issue on Feb 3 (at least to my knowledge). I couldn't figure out what's going on, there were no messages on the car or portable L2 charger and I just re-started it. The next incident was on Feb 15 (twice) and Feb 20 (4x). With my 75 mi commute, I charge 2-3 times a week at work. Starting Feb 24 I used the 32A setting on the portable controller and "reduced" on the car, the controller said it pulled ~33A, relatively stable and not as jumpy as the 40A setting. I charged 6x like this w/o any issues and one DC session.
Last week Fri, Mar 10, they installed two ClipperCreek dual chargers capable of charging at 40A for a single car and 20A if two cars are on each increasing charging capabilities to 4 L2 chargers. The first charge on Fri I used "reduced" and I was the only one on it, so it charged at the 40A setting - no problems (got to 100%, 314 mi). On Tue, Mar 14, I charged again but this time on the "Max" setting, and since a Tesla was on the other side, it used the 20A setting and pulled 4.1 kW per my car. Later, the Tesla had left and I went to check my car and it was pulling 8.3 kW as was predicted. A few hours later, I checked on the charging status thru the website (the BlueLink app doesn't work on my phone since it's on Android 9) and it showed "not charging". I logged out and logged back in within a minute to check on the time stamp and now it said "Charging". 15min later, I went outside to check on the car and just when I was looking at the ClipperCreek, the Charging light turned off and back on after ~20sec and the car announced, "charging started" (I did not hear a "charging interrupted" announcement by the car). It finished charging to 100% / 326mi using the 40A and 20A settings but it was very confusing. I asked my (Tesla) co-workers about it since they installed the ClipperCreeks but no one else was having an issue, just me (the only Ioniq 5). And now, I'm here finding out others with Ioniq 5s, EV6s and GV60 have similar issues. I'll have to charge tomorrow again and will use the "reduced" setting and I will monitor. I'll update if I run into another issue. I'll also have to test out my JuiceBox and portable at home again at some point.
Question regarding charging status on the owner's website (might be the same in app), since Hyundai customer service had no clue: sometimes it says "plugged-in, 240V" and CHARGING in red letters and sometimes in red letters. Does anyone know the meaning of the colors? It does not have to do anything with SOC level it seems since I have seen it at levels below 50% and above 50% (the red or green lettering).
I had my car at dealership today for its first service (8580mi). I printed and took the TSB with me. From car drop off, to shuttle to work, shuttle pick up from work and receiving the car back was under 2 hours incl the TSB. The service rep thanked me for bringing them the TSB and to help them to fix the issue. I'm charging at work right now to test it out.
Hyundai, Kia & Genesis EV Battery Charge Defect | Hagens Berman This just hit my husband's daughter, whose genesis just had to be towed. This can affect 2023 IONIQ 5, IONIQ 6 customers and Kia electrics too. I felt so smug about NOT buying Tesla, and now this! She said the car charged normally for several thousand miles, but now, at 8000 miles, it's difficult for her to get her Genesis to fully charge. Hyundai should fix this!
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