With the battery at optimum temperature I have found 50 KWh chargers to reliably give that on a low SOC. 100 KWh chargers sometimes close to 100 but mostly 60-75. 200 KWh chargers never approaching that. Usually 60-80. Just once barely broke 100.

 

The charging infrastructure must be inferior in my region. Envious of those fast charge rates others see.

 

No. If it's warm enough I've had upto 200KWh quite a few times, but i normally charge at home.

 

During road trips last summer, I regularly got into the 230’s kw at 350 kw EA chargers.

At 150 kw chargers, I often hit 170 kw.

 

This, if i pull up to a 150 kW charger after driving for a while I'll routinely see 175-185 kW sustained. I love charging from 19% to 80% in 19 minutes on widely available free 150 kW chargers

 

Too many variables to make a blanket statement. If you use DCFC as a substitute for home charging it’s doubtful you’ll ever see true speeds, unless you are driving an hour to the charger and that seems pointless.

 

Max charging speeds are max

It would be interesting if EPA started a charging speed rating program though, testing in a variety of controlled scenarios and publishing some single metric

 

It would be interesting if EPA started a charging speed rating program

Since that won't happen (anytime soon), the website of the European charging network Fastned has charge diagrams from real world usage at their stations:
https://support.fastned.nl/hc/en-gb/sections/4428932764573-Vehicles

Here's one for the Ioniq 5 "Long Range" charging with a battery at about 30 ° Celsius:
https://support.fastned.nl/hc/artic...article_attachments/6904615984797/Hyundai_IONIQ_5_LongRange_Fastned_Q3_2022.png

I own a 2023 Ionic 5 AWD Preferred AWD Long Range with Ultimate package (Canadian trim wording) and it has battery preconditioning (heating up the battery on the way to a DC fast charger). You have to set the DCFC as destination in the Ioniq 5's navigation and it will preheat the battery on the way there. This feature uses extra energy on the way to the fast charger, but it's worth it as I can charge with more than 200 kW even in cold weather.

Without preconditioning I get the 60 KW in cold weather like the 2022 models.

Frank

 

As a other Dutch Ioniq 5 driver i can tell you will reach those speeds. In the winter its a little bit lower but mostly not far off.

The problem i see a lot is a Fastnet hub with 6 places then there is just not enough power on the grid to give you full speed. When you are at a fast charger you will reach it. Yesterday i went to a Shell recharge and got 175KW at the 175KW spot.

At my company i control the car fleet and we have Polestars/MG/Tesla/Opel and i can tell you the Ioniq 5 is your best option in the Netherlands.

 

It'll be interesting to see, as more rapid chargers are deployed with MW batteries to allow them to charge without using the grid during peak time, if folks see better speeds. Obviously, it's winter in Canada now, so if it's 43 degrees where I am in southern California, I'm sure it's not warmer up north - however I've long wondered if some chargers throttle the charge during peak times.

 

however I've long wondered if some chargers throttle the charge during peak times.

I guess it depends which electricity market you're in - for private electricity use there are no peak/off peak time rates here in BC, I don't know about commercial electricity use rates though.

 

I've gotten the magical 10-80% in 18mins and peak 225kW a few times, but it does depend on getting to a working 350kW charger at the right time (low battery percentage, around 10-20% and over 20°C in the battery pack). Looking back at my Ionity charging sessions in August and September, each session is averaging 28mins delivering 58kWh. This is before I got the battery pre-conditioning update.

I charged at Ionity today, temp was -7°C (battery temps: min: -2°C, max: 0°C) drove 12mins (14km) from work to Ionity, with no pre-conditioning (was at 16%) and got 64kWh (10% to 87%) in 50mins (max 130kW) which I think is respectable for the temperature and without pre-conditioning.

 

You're unlikely to see 50 kW from a 50kW Rapid (let's say your car can take 75 kW) as the electronics are limited by max current as well as max voltage. Chances of the car drawing that exact amount of amps at that precise voltage to get the most out of the Rapid are slim! That's one reason you might see a Rapid providing rather less power than you hoped for!

My Ioniq 38 runs at a lowish voltage, around 350V as opposed to more common 400, thanks to limited number of cells packed in. So it can max out a 50 kW Rapid in terms of current taken, but as the voltage is less than max, I'll never see actual 50 kW!

 

You're unlikely to see 50 kW from a 50kW Rapid (let's say your car can take 75 kW) as the electronics are limited by max current as well as max voltage. Chances of the car drawing that exact amount of amps at that precise voltage to get the most out of the Rapid are slim! That's one reason you might see a Rapid providing rather less power than you hoped for!

Actually, the Hyundai/Kia E-GMP platform that the Ioniq 5 uses will always provide 50 kW at a 50 kW charger (except probably at the very top of the SoC range or at very low battery temperatures) as it has a variable DC/DC converter. This means that even at a low SoC, the car will always charge at the maximum voltage of the charger.

There are currently no other cars (other than the E-GMP cars Ioniq 5, EV6, GV60 and Ioniq 6) that can do that as far as I am aware. The Porsche Taycan and the Audi e-tron GT use a voltage doubler so can't take advantage of this.

 

I’ve seen 227kW peak on 350kW chargers and 170kW peak on 150kW chargers. No pre-conditioning, just road tripping in California.

 

I had 220s and 170s reliably (on 350kW/150kW EA stations in the summer (over 65 degrees outside). But now that it’s cold it’s mostly Level 2 for me.

1hr for fast charging 27% - 80% isn’t fast. I warmed up the battery on L2 and took another picture. 32 - 80% in 46 is a little better but still not great. I could really go for some battery preconditioning.

Slight regret on the RWD option.

 

My ICEV is rated at 30 mpg. But on my last trip to the mountains (4000 ft. elevation rise, average speed 75 mph), I only got 21 mpg!

30 mpg is a hoax!!!

 

Last weekend I put an EA 350w charger in my navigation that was only 11 miles away with a 30% SOC. Outside temps were in the mid 60s so it wasn't "cold". Within the first couple minutes, the car was taking in 150kw and it maxed out at 241kw before dropping down to 135kw when I was near the 80% mark.

The hardest part here in SoCal is finding a EA charger that is available and working. They really need stations with more than 4 chargers because one is usually out of service and the working ones have cars waiting.

 

There are several threads about this issue. I started one myself. So many responses are focused on temperature. I live in CA and temp is not an issue. Somehow I got 227 or so kw speeds last February at 60 degree outside temps and now I get 75 KW.
I have a different theory, and it is just a theory at this point.
I assume you received an email recently from Electrify America stating their prices would be going up this March. It revealed something I was not aware of...that they have two tiers in their charges...one for up to 90 kw rate and one for up to 350. Two tiers.
My current theory as to why I no longer get over 80 kw from my 350 fast Charger in downtown Chico CA is that "Guests" (all of us getting free chargning for two years as one of the perks of purchasing our $49K vehicles) have been relegated to the lower tier rate. I have called customer support at EA...they are clueless (or dishonest).
Class action anyone?

 

My current theory as to why I no longer get over 80 kw from my 350 fast Charger in downtown Chico CA is that "Guests" (all of us getting free chargning for two years as one of the perks of purchasing our $49K vehicles) have been relegated to the lower tier rate. I have called customer support at EA...they are clueless (or dishonest).
Class action anyone?

I'm in CA on the free plan and have maxed out at 230kw several times. There are a lot of variables including the car, charge curve, temps, charging dispenser, and even total available power at each location. Think of it as the ability to get as much as "xx speed" if the stars align instead of a guaranteed speed. Lately, I've been happy to just see an empty port that is working around here.

 

Lots of comments are yes I hit 170 or 220 once or a few times. What about the other 70% of times? My experience - no matter temperature or hours of previous highway driving. Usually 60, if I get lucky 100 or 120. Disappointed customer and sold the car after 1.5 years of this and other disappointments.

 

Under normal conditions, mine is always over 200 kW. Here's my trip back to FL from IA. It was a chilly morning and for some reason setting the charger in the nav did not activate preconditioning. But once the battery warmed up, it was always over 200 if the charger was capable of it.