What was your initial mileage available, when you started the charge? The 100kwh charging capabilty is usually only available with a car that has a low charge. I have had good luck with Chargepoint 60kw chargers. Bad luck with EVGo chargers. It probably depends on the station specifics more than the brand.

 

What was your initial mileage available, when you started the charge? The 100kwh charging capabilty is usually only available with a car that has a low charge.

I was around 46% SoC believe l. I’d understand not getting the full 100, but I sincerely hope I can expect a lot better than 19, otherwise this road trip will be a nightmare.

 

Up to 102kW for a period of time if SOC is low. Tapers down to about 80kW from about 35-80% SOC. Tapers down from there. All of those figures are for a warm battery (about 65-80F). Rates will vary outside the sweet spot.

If the battery is cold, some energy will go to heating it. If the battery is hot (summer months) some energy will go to cooling it. You can expect low battery charging rates until temperatures are acceptable for a higher rate.

I suspect the battery was cold in your test.

 

Up to 102kW for a period of time if SOC is low. Tapers down to about 80kW from about 35-80% SOC. Tapers down from there. All of those figures are for a warm battery (about 65-80F). Rates will vary outside the sweet spot.

If the battery is cold, some energy will go to heating it. If the battery is hot (summer months) some energy will go to cooling it. You can expect low battery charging rates until temperatures are acceptable for a higher rate.

I suspect the battery was cold in your test.

that makes sense thank you! Yes today was about 39 degrees F. But - I had been driving the car for about 45 minutes before starting the charge. Wouldn’t that have warmed the battery some?

and are the charging speeds you described (100 kw below 35% and 80kw from 35-80%) theoretical or realistic to expect in real life?

thanks!

 

It has been my experience on road trips. I don't expect 100kW rate in winter months. The battery never gets warmed to the sweet spot temperatures.

 

Thanks!

 

I don't want to be a negative-nellie here, but what you have experienced is not unusual. I have been relegated by many EA chargers (both 150kw and 350kw) to incredibly slow speeds of charge. 19 kw is not out of the question. Do keep in mind that some chargers (like some of the EA ones in Wisconsin) can cost you by the minute....not by the kwh. Therefore, if you are getting 19kw at a per minute charger, EA will slam you for big bucks. I got stuck at one where I needed the juice just to move a little down the road (bad planning by me) and it cost my a pretty penny just to get enough power to move to a cheaper charger. I took a picture of the screen on the charger where it showed that it cost me $1.57 for 1.53 kwh. Yikes. Use the Plugshare App to help pinpoint good chargers for your I-Pace. It requires a little research but its worth being prepared.

 

I've found that switching chargers often helps. I did a Montreal-Toronto trip a couple of weeks ago and was getting 35kW on one machine and up to 100kW on the one next to it. This happened twice so there is something that makes some of these chargers twitchy. These were not EA chargers, but I've had that happen on EA as well.

 

EA is having some hiccups. Many have reported poor charging experiences with them on other forums.

Your experiences is similar to mine, and I actually freaked out at first but then was reassured by this forum as well!

You shouldn’t expect such low numbers once the battery gets warmed up.

 

I have always had disappointing fast charging experiences, from EA to Tesla to others, in three different EVs.

 

Interesting. Does anyone know what the latest software version available is? My car shows TCU 20.2 and battery energy control system br-aaj-be-ae-be

 

So the tech service called me back today, after I wrote them an email stating a DC charge maxing at 25 kW in not possible, something has to be done. He's the chief atelier just to say. Ah ah, ah 25kW is it AC right? WTF NO. Ah ah so I think on a mains plug it needs 24 hours. GRRR WTF. Ah ah ya ya on a DC charge it takes 4 hours? Yes that's yes that's yes yes yes.
It was very polite, but the american way: oh we are so sorry so sorry we take note so sorry.
So i cut the bullsh*t and wished him a pleasant day. These <insert an insult here> should drive an EV sometimes, just to have a vague clue of what they are selling.

 

Your TCU and BECM software is up-to-date.

 

A few local car dearlers in my area have free 50kw DC charger and I always get close to 50Kw charging rate until close to full in any weather condition.

 

For long-distance trips, I am using A Better Route Planner, warmly recommended. Tells you when to stop where to charge how much, considers elevation, weather, wind... Only issue is that with default settings it is terribly pessimistic about the I-Pace's consumption in my experience.

In cold weather you really want to head of with 100% SoC and battery preconditioned. That way the first charge will be fast, and every stop after that as well because of fast charging the battery will be nice and warm anyway. With a warm enough battery you should see 95-105kW up to 40%, gradually dropping to 70kW at 60%, 50kW at 80%, 35 at 90, 15 near 100%.

Very odd, all the negatives about Electrify America. They are the equivalent of Ionity in Europe, I understand, and Ionity is certainly the go-to provider in my experience. For €200 per year the rates are roughly the same as at home, they are very reliable and if not, you can call and get real support 24/7.

If you do not get what you expected, please pick up the phone and call support to report the issue. Support teams can simply reset the charger remotely, you may be doing yourself a favour as well as all coming after you.

 

Lol. You would be surprised how many people have no idea what the different types of charging are. I asked a friend what amp his Tesla wall charger was and he looked at me like I was speaking Spanish.

 

In the 2019 IPACE I get around 80kW at the outset (at low charge) but it quickly tapers off to around 50kW once the battery approaches 40% and then around 90% SoC it slows down again.

 

Here is my charging curve from 20 to 80% on a recent trip. Very good IMO. This is Florida so not cold. Cold has a huge impact on charging and simply driving does not warm up the huge mass of a traction battery very much when cold air is flowing over its bottom. That is why more modern EVs pre-heat the battery en route to a DC charger.

 

Lovely - he brings data!

 

My experience with EA has been extremely uneven. As I look back on my charging history, I have sometimes gone from 15% to 90% in just under an hour. Just last weekend, I had 80 miles left and wanted to add 40 miles to get home. I stopped at an EA 350KW charger and saw less than 12KW in 20 minutes (36KW/hr).

I agree with the post suggesting that you try switching chargers, as that has sometimes led to improved rates. That said, I have visited EA locations where three out of four chargers were not working.

 

I’m my first an only long distance trip with the I pace I left with just enough charge to make it to next charger. I had range anxiety the whole way and got to the charger with 10% to spare. I would also recommend starting at 100% and charging a little more than you need to for peace of mind. That’s what I did on the return trip and it was much smoother.

 

I have a feeling the right answer is a balance between regulation and the Wild West.

For instance, matrix head lights have been shown to be better but we’re not allowed in the US until recently, some say because of over regulation.

For what happens in the wild Wild West, look no further than FTX and crypto.

 

I think the peak charging rate I've ever seen on my I-Pace was 107kW--which is held for about 90 seconds. Typically the best I can hope for is 20 minutes at 80kW before it tapers significantly(assuming starting at very low SoC). that was acceptable when I got the car in 2019--but is really frustrating now. For me, charging is the worst part about this car.

 

Here is one more tip if you are experiencing low charge rates at EA (30 KW or below). Try the other cable on the unit before changing stalls to try another unit. A frequent problem with the older EA units is a failed temperature sensor which prevents the unit from monitoring the temp of the liquid cooling in the cable. In that case, the unit reduces power to around 30KW since that rate doesn’t demand super cooling. Of course on one unit per site the other cable is CHADEMO so always avoid that unit if possible (also, of course, to leave it open for a Leaf).

 

Had my first (well, second, as the previously noted one was a test before an actual road trip) dc fast charging experience the other day, and it was actually perfect. So, considering I was worried about this earlier, I thought I’d come back here and update.

I’d love to think this is typical but I’ve heard too much about EA to believe that. But anyway, stopped at an EA fast charger and added 21% (17.8kw) in 11 minutes. When you do the math, it just about maintained 100kw/h the entire time.

granted - I started at 11% SoC and ended at 32%, likely wouldn’t have maintained that speed at higher SoC. But, it gave me what I needed to get home and it did so quickly and without issue. Here’s hoping for more experiences like this one…

 

Jaguar adverstied since the first model a 10-80% fast charging time of 40 minutes. We should sue them for false advertising because I have never seen that time.

 

Hi, the iPace isn't the fastest charger. Maxes out at 100kW. To get that speed, you need to be at a state of charge (SoC) that is low. Start at ten percent, for examples. When you hit 50% SoC the charging rate will drop to fifty kW and from 80% it will not be worth waiting anymore.
When I roadtrip, I cycle between <10% and 50ish. That means about 100 min of hwy travel and then a meal, a coffee or visiting something (like Ben and Jerry's). Works great for me, because I will fly if the distance is over ~350 miles.

 

When I roadtrip, I cycle between <10% and 50ish. That means about 100 min of hwy travel and then a meal, a coffee or visiting something (like Ben and Jerry's). Works great for me, because I will fly if the distance is over ~350 miles.

Absolutelly, that is the way to minimize the charging time, and get the best charging curve.

 

For 90% of my driving at home charging is fine. That being said when I do need DC fast charging, the rate at which the Ipace charges is ... disappointing. That coupled with "not great" real world range means I am spending at least an hour at a DC fast charger. Granted I drive a 2019 but even in 2019 100Kw was low. For example, my last trip was from Clevland to Detroit I planned my route, there were EA Fast chargers right by my meeting, arrived with 10% (from 100%). Meeting over I drive to the Fast chargers. 350 Kw stall #1 won't connect at all. Stall #2 is down. Stall # has a car in it and the other charger is chadmo. Guy in the ID4 leaves so I get to plug in. Boom 48Kw. This was in summer 84 degrees outside. I go into walmart to try and kill time, grab a drink for the road. Come out. Three cars waiting for charger after they figure out the 350kw charger is not connecting. Angry guy ask me why a 90,000 dollar ev only charges at 48kw (he has a Kia Ioniq 6) and if he can jump in since he gets 150kw and need to go home. I say "so do I and I have a longer drive." He leaves in a huff. an hour over when I started I get 63%, enough to get me to the EA station on the turnpike so I leave as the two F150 lightings fight for who was next.