Scott's Ecotronic Gray Matte 5N

[scotteumach]

Hi, it's Scott from Taiwan. I'm new to Hyundai world, coming from VAG.

Just picked up my 5N last month and this is my first EV (so excited), car was in PPF shop for fully matte PPF right after delivery, almost a month to get it done.

After PPF, Rotiform wheels from my previous car fitted to 5N last week, and my roofbox as well.

Doing brake upgrade this week

Will be doing KW V3 next week to lower the car height a bit, will share more photos

 

[NRGFIVE]

Wow!!
Welcome!! Please keep us updated on the Coilovers, I'm very interested in the outcome.

 

[eozgo]

Looking quite nice. Could you please share more details on the brake upgrade? Thinking of upgrading mine.

 

[scotteumach]

Wow!!
Welcome!! Please keep us updated on the Coilovers, I'm very interested in the outcome.

Definitely!!

But the downside is to delete factory electronic controlled suspension if KW V3 is fitted. Hopefully V3 is much comfortable than stock suspension

Looking quite nice. Could you please share more details on the brake upgrade? Thinking of upgrading mine.

The brake kit is from my previous VAG car, they are Porsche GT3 ceramic brakes, but some modification will be needed so they can install on 5N. Front is 410mm, rear is 390mm.

 

[Chronicbint]

Looks great in that grey!

 

[scotteumach]

some photos from brake upgrade

and more photos from KW V3 upgrade

 

[scotteumach]

Tried the new suspension KW V3 today. To be honest, I can't tell the real difference compared to stock electronic suspension as I didn't drive that much kilometers on stock, maybe just a couple of KMs. Most of 5N owners I have read (from internet) / heard about stock suspension is stiff, but with V3 installed and lowered car height I can feel comfortable not stiff or something. I am totally satisfied with the V3.

I did think about lower spring kit but from my experience, the lower spring with stock suspension will be much stiffer and not comfortable when city driving.

This is current car height:

 

[tadda]

Are these brakes and coils really an upgrade? Or are you doing this for appearance?

How does this all effect regen braking and efficiency?

 

[NRGFIVE]

Tried the new suspension KW V3 today. To be honest, I can't tell the real difference compared to stock electronic suspension as I didn't drive that much kilometers on stock, maybe just a couple of KMs. Most of 5N owners I have read (from internet) / heard about stock suspension is stiff, but with V3 installed and lowered car height I can feel comfortable not stiff or something. I am totally satisfied with the V3.

I did think about lower spring kit but from my experience, the lower spring with stock suspension will be much stiffer and not comfortable when city driving.

This is current car height:

Bullseye!!

Thank you for the KW info.

The stance looks great!

You are the guinea pig, so to speak, and as such, you will be more able to give the lowering spec' on the kw',,
for the rest of us.
Thanks for the time you spent and the photos.

 

[scotteumach]

Are these brakes and coils really an upgrade? Or are you doing this for appearance?

How does this all effect regen braking and efficiency?

Definitely a HUGE upgrade for brake performance , and there is nothing to do with braking regen, everythink works as it should.

Bullseye!!

Thank you for the KW info.

The stance looks great!

You are the guinea pig, so to speak, and as such, you will be more able to give the lowering spec' on the kw',,
for the rest of us.
Thanks for the time you spent and the photos.

I found I will need a rear camber kit with the current ride height (lower), so to get rear tires fully touch to the road, now is -2deg with maximum stock camber adjustment.

REAR UPPER CAMBER KIT - Q1194 | HARDRACE GLOBAL

REAR UPPER CAMBER KIT - Q1194 - Harden Rubber Equipped 2 PCS/SET

www.hardrace.com

 

[N5-Tom]

Looks awesome! Was it a fairly easy change for the brakes?

 

[scotteumach]

Looks awesome! Was it a fairly easy change for the brakes?

I would say it's not easy at all if you plan to do the same front & rear brake as mine. There are some custom items like center disc and caliper adapter bracket. But, if you have everything ready and test fitted, the brake change install is easy work. The rear brake is bit more work as there are two calipers, one is electronic hand brake and another one is rear brake.

 

[scotteumach]

Battery upgrad The battery is LiteBlox LB28XX from Germany.

and some random shots

Had a chance to take picture from here last week, KW V3, Hardrace rear camber kit

 

[EVtec]

Are you familiar with the software calibration procedures for ICCU DC-DC converters?

The integrated low-voltage DC-DC converter is not compatible with lithium-ion battery chemistry and the voltage profile of the specified battery.

The onboard DC-DC converter can supply 15.1V, significantly exceeding the capacity of your proposed aftermarket solution.

The battery BMS's ability to interrupt charging or discharging poses a safety risk during operation if the battery unexpectedly enters protection mode, resulting in a complete loss of the low-voltage DC system.
There is also possibility of damaging electronics on the low DC side if this battery turns off charging ( Onboard DC-DC converter is producing ripple effect and lead-acid chemistry as buffer and prevents from ripple effect reaching can bus network ( another concern associated with this type of battery).
I hope you are not operating on legal roads with this battery.

 

[scotteumach]

Are you familiar with the software calibration procedures for ICCU DC-DC converters?

The integrated low-voltage DC-DC converter is not compatible with lithium-ion battery chemistry and the voltage profile of the specified battery.

The onboard DC-DC converter can supply 15.1V, significantly exceeding the capacity of your proposed aftermarket solution.

The battery BMS's ability to interrupt charging or discharging poses a safety risk during operation if the battery unexpectedly enters protection mode, resulting in a complete loss of the low-voltage DC system.
There is also possibility of damaging electronics on the low DC side if this battery turns off charging ( Onboard DC-DC converter is producing ripple effect and lead-acid chemistry as buffer and prevents from ripple effect reaching can bus network ( another concern associated with this type of battery).
I hope you are not operating on legal roads with this battery.

Below link is the battery I am using now, and this is LiFePO4 not lithium-ion

LITE↯BLOX LB28XX lightweight battery for performance and motorsport

Our smart LITE↯BLOX "PERFORMANCE" rechargeable battery in a stylish CFRP housing replaces the technically outdated car starter battery in high-performance vehicles and features innovative vehicle theft protection, controllable via a smartphone app - manufactured & developed in Germany!

liteblox.de

 

[EVtec]

Below link is the battery I am using now, and this is LiFePO4 not lithium-ion

LITE↯BLOX LB28XX lightweight battery for performance and motorsport

Our smart LITE↯BLOX "PERFORMANCE" rechargeable battery in a stylish CFRP housing replaces the technically outdated car starter battery in high-performance vehicles and features innovative vehicle theft protection, controllable via a smartphone app - manufactured & developed in Germany!

liteblox.de

This still has independent BMS that can cause dangerous situation of 12V battery BMS decide to turn off charging or discharging.
LFP chemistry will be overcharged any time onboard ICCU DC-DC converter profile call for 15.1V.

 

[EVtec]

Lithium iron phosphate (LFP) chemistry. Cell voltage ranges up to a maximum of 3.65V (though most manufacturers impose a lower hard limit). A four-cell series connection yields a nominal voltage of 3.65V x 4 = 14.60V. LFP chemistry exhibits a relatively flat voltage profile. Over time, a 12V battery's battery management system (BMS) may lose accuracy in state-of-charge (SOC) tracking, a phenomenon known as drift. Consequently, the battery pack may display an inaccurate SOC. The lower voltage limit for LFP chemistry is 2.60V, resulting in a minimum pack voltage of 2.60V x 4 = 10.4V. Manufacturers of 12V LFP batteries typically advertise a voltage range of 2.6V to 3.65V. Vehicle electronics operate within a voltage range of 11.2V to 15.1V. Therefore, only 30-40% of the LFP chemistry's actual capacity will be utilized, and the 12V battery will not operate at optimal capacity or voltage.
So to give you better idea.
ICCU DC-DC converter has dynamic voltage and current profile.
It has ability to provide current much higher than what you posted for LFP chemistry. It has much higher voltage than what your LFP battery can handle.
You will be risking to loose control of the power steering , can bus network, modules that run on low DC side, communication for low DC side.
While in motion, try to imagine your car is completely dead and you are left to still operate steering wheel without 12V power assist, ABS system will be dead, mechanical foot brake only, getting confused at the moment of this happening, getting involved in catastrophic accident and etc.
Software and dynamic voltage and current profiles are designed to handle lead-acid chemistry.
If you want more robust lead-acid chemistry go for AGM lead-acid chemistry and use LFP 12V battery as home storage or something else.

 

[EVtec]

Okay, enough with the scary stuff.

If you want, I can explain how to make 12V lithium-ion batteries (LFP or NMC) safe enough for cars and legal roads.
But if you go this route it will not be cheap.

 

[EVtec]

For people trying to post about sodium chemistry.
Sodium chemistry, huh? Electric vehicles are still hobbled by that independent BMS on the 12V battery and its DC-DC converter. Let me break it down. The DC-DC converter needs CAN bus or LIN to talk to the 12V battery's BMS (for cell balancing, protection, etc.). That 12V battery needs a standard communication protocol. The car's ICCU needs software to chat with the 12V BMS. The 12V BMS has to obey the ICCU (if it cuts charging/discharging). The ICCU's hardware can't mess up the CAN bus. Reverse-engineering all this with extra hardware would take ages for a DIY project to get it reliable.

 

[EVtec]

Hey, let's not give up yet.
I'd love to see someone tackle this retrofit, whatever it takes.
I'm happy to give you all the info you need to make it as reliable as a lead-acid battery, and totally street legal.
But one thing I would not be able to do.
To be tested by independent laboratory and receive all necessary approvals to be used in automotive industry and become certified for use on legal roads.