Wow that is so interesting. I wonder if the charger was limiting you? Only OBD2 data could back that up. But anyways, Branden Flasch told me E-GMP charging curves can vary a lot anyways. Basically almost every charge curve can be different day to day ⚡

Thanks for checking me out from the podcast & that sounds awesome! So very little degradation in the Taycan? I think the 800-volt architecture is superior in many ways and especially in terms of less waste heat. My EV6 has a calculated 1% of degradation according to Car Scanner, but I can't see it in real life. I've charged it to 100% at least a total of 2 months straight in the last 13 months. I believe it's better to use the top part of the battery (100 to 20%) instead of the bottom half (80% to near 0%). The E-GMP's heavy thermal throttling at only 50°C I believe is helping preserve long term battery longevity. Tesla runs their battery cells hard to over 60°C.

Thanks for watching! It was a bear to create, I had to type all the datapoints manually in Google Sheets. Then just a few days ago silly me noticed that Car Scanner had been logging all my drives for months! So I could have just pulled the logs from my phone. Hindsight is 20-20 I guess.

⚡Agreed, no other EV in that price point even comes close. Road tripping my EV6 feels just as fast as a gas car. Of course, that's when the chargers work and can output the full 240 kW.

I do really like to see the 240 kW peak speed though. But charging at least at 175 kW doesn't seem to be that much slower. However, using paired CPE-250s at 120 kW max does seem to be twice as slow if I plug in below 70% SoC. A steady 180 kW is around where the time difference between seeing the full 240 kW peak speed is marginal.

@@ArtiePenguin1 Yes. I try to align my charging speeds/times to my stops. The CPE 250 seems perfect for a meal stop with the E-GMP cars. A 12-minute bathroom stop on a 150 kW added something like 29 kWh, which was enough to keep driving another hour or so.

Yeah, makes sense. Wish I had that option here in New Mexico. The Socorro Plaza CPE-250 install can turn into a "nightmare" stop if another EV is charging. I actually saw another EV6 there and I left to do drone photos. Because if I plugged in then we'd both need to stay there twice as long. I guess low traffic volumes of all types is why the I-25 corridor south of Albuquerque only has Tesla Superchargers with a site concentration of more than 2 plugs. I really hope Francis Energy uses new SKSignet DCFCs for their NEVI awards in T or C, Socorro, Los Lunas, and Raton. Their Power Electronics 150 kW units have issues with E-GMP (and other 800-volt) EVs.

Hi, I have a RWD model so there is no heat pump, just a regular air conditioner. The air conditioner compressor kicked on about 3 minutes after charging started. It just wasn't able to cool the battery enough to prevent thermal throttling. If I had kept the cabin A/C button enabled, then the battery wouldn't have been cooled much and the thermal throttling would have been much worse. You need to disable the cabin A/C button in the car whenever you leave the car on and are charging over ~ 170 kW and it's hot outside. I'd say that overall the entire battery cooling package in the EV6 is under-specced for the hot Desert Southwest US. It is very clear they designed this car in Korea for largely urban/suburban driving in temperate climates. Hope this helps!

World's first published on KZfaq with full OBD2 battery data from 0 to 100%

Interesting... Mine will hold the 305 amps until 57% and then I think it's 250 amps until 67% I can't remember the other ledges I'll have to look

You have to look at the battery data. But the starting ambient temp was 30°C (90°F) and the first thermal throttle is when the battery max temp hits 50°C (122°F).

If you do full 0 to 100% charge cycles often, it will degrade your battery for most EVs. I would say 10 to 100% is safer than 0 to 90%. But it will vary slightly depending on the EV and the individual battery chemistry/engineering.