u/ZealousidealLab2920

Is this what Lucid really needs to be releasing right now? An even faster and expensive Gravity? Really??

Hyundai and Kia share the same e-GMP platform and manufacturer of the ICCU-Owner of an Ioniq 5 for 18 months now and like many have been interested in hearing updates about the ICCU. Been following a lot of subs for 6+ months now. Here's a good summary and update as to where we are right now- Take with a grain of salt as some of the details are not official or confirmed.

Summary of the ICCU System and the Root Cause of Failure The Integrated Charging Control Unit (ICCU) is a consolidated component in Hyundai Motor Group's E-GMP platform (covering the Hyundai Ioniq 5/6, Kia EV6/EV9, and Genesis GV60). Unlike legacy EVs that kept the On-Board Charger (OBC) and Low-voltage DC-DC Converter (LDC) separate, Hyundai merged them into a single bidirectional power hub.

• The Failure Chain: Electrical over-current or thermal spikes—triggered by high-load AC charging, V2L use, or frequent 12V auxiliary battery maintenance charging—short-circuit the internal high-voltage Silicon Carbide (SiC) MOSFET transistor located on the ICCU's internal Printed Circuit Board (PCB).
• The Symptom: When the transistor fails, it pops the ICCU's internal high-current fuse. The car can no longer charge its 12V battery from the main high-voltage pack, forcing the vehicle into a "limp-home" mode before shutting down completely.

2. Findings from Korean Blogs, Engineers, and Forum Insiders Discussions on anonymous Korean corporate forums (Blind), technician boards (Bluehands/AutoQ), and car enthusiast networks (Bobaedream, Clien) reveal key technical insights:

• Narrow Tolerances: Current and former R&D engineers indicate that components were specified with narrow thermal and electrical safety margins to meet tight weight, size, and unit-cost budgets during a rushed development timeline.
• The "Dew Point" and Environmental Degradation Theory: Independent failure data indicates that this is not an "infant mortality" issue (defects manifesting at 0 km), which would point to a simple batch manufacturing error. Instead, failures predictably peak between 20,000 and 40,000 kilometers, indicating cumulative environmental degradation over time. Post-charging thermal drops in humid or cold environments cause the trapped air inside the 8-liter water-cooled housing to contract, pulling in ambient moisture. Over thousands of miles, extreme thermal cycling fatigues the uneven protective conformal coating applied to the internal PCBs. Once the coating is compromised, condensed water is able to bridge the high-voltage traces across the MOSFET pins, causing a catastrophic short circuit.
• Aggressive Telematics: Continuous background pings from third-party apps and Bluelink drain the 12V battery, forcing the ICCU to "wake up" and cycle far more frequently than original lab simulations predicted.

3. Organizational Dynamics: The Blame Game and Corporate Delay Rather than a cover-up to protect a specific executive, insiders attribute the delayed response to systemic and financial calculations:

• Namyang R&D vs. Hyundai Mobis: A friction point exists between Hyundai’s Namyang R&D center (which created the system specifications) and supplier Hyundai Mobis (which manufactures the hardware). R&D cites assembly quality control, while Mobis points to unforgiving architecture specs.
• Cost vs. Global Recalls: Rebuilding and physically replacing every ICCU globally presented a multi-billion-dollar logjam. Management initially relied on software service updates (NHTSA Campaign 24V-204) to lower peak currents and widen warning windows, which bought time to re-tool manufacturing lines but failed to reverse physical silicon degradation.

4. Interim Updates and Physical Hardware Revisions To manage the defect while avoiding a total immediate platform redesign, HMG deployed a tiered response combining software patches and evolving hardware:

• Software "Soft Starts": The primary mass fix (NHTSA Recall 272) utilizes a firmware update to introduce a "soft start" to the LDC, preventing sudden overvoltage spikes. It also alters the liquid cooling logic to reduce the rapid thermal gradients responsible for internal condensation.
• Breather Valve and Interim Parts: For vehicles that experience a hard failure, replacement ICCU modules (often ending in "QQK" part numbers) exhibit subtle physical changes. Technicians have noted that the breather valves on newer iterations appear structurally modified or sealed, tacitly acknowledging the fluid dynamics and moisture intrusion hypothesis.
• Gen 2 Redesign and NACS Integration: The transition to the 2025 and 2026 model years, driven by the mandatory integration of the North American Charging Standard (NACS), forced a physical "Gen 2" redesign of the ICCU. Engineers utilized this opportunity to re-lay the internal PCBs, spacing vulnerable components further apart to mitigate thermal concentration and arcing. Furthermore, newer models like the 2025 Kia EV6 now utilize highly durable AGM 12V batteries, fundamentally reducing the continuous charging load placed on the ICCU's LDC subsystem.

5. The Future: Integrated Modular Architecture (IMA) To permanently resolve the systemic vulnerabilities of the E-GMP, HMG is transitioning to the next-generation Integrated Modular Architecture (IMA) for widespread deployment by 2026. This platform structurally eliminates single points of failure through several key shifts:

• Zonal Control Units (ZCUs): The IMA completely abandons the centralized ICCU and domain-based wiring. Instead, decentralized ZCUs distribute power based on geographic locations within the chassis.
• Solid-State "e-Fuses": The self-destructing mechanical high-voltage fuses of the E-GMP are replaced with software-resettable e-fuses. These smart switches detect micro-shorts in milliseconds, dynamically isolate faults, and instantly reroute power to preserve drivability.
• In-House SiC Development: By decoupling hardware from software and bringing critical Silicon Carbide (SiC) component design in-house, HMG aims to master thermal tolerances and prevent the silicon degradation seen in the first generation.

**Feel free to add to the findings or discussion if you have info to share
*And yes, a lot of this information is readily available from technical and official sources

. Summary of the ICCU System and the Root Cause of Failure The Integrated Charging Control Unit (ICCU) is a consolidated component in Hyundai Motor Group's E-GMP platform (covering the Hyundai Ioniq 5/6, Kia EV6/EV9, and Genesis GV60). Unlike legacy EVs that kept the On-Board Charger (OBC) and Low-voltage DC-DC Converter (LDC) separate, Hyundai merged them into a single bidirectional power hub.

• The Failure Chain: Electrical over-current or thermal spikes—triggered by high-load AC charging, V2L use, or frequent 12V auxiliary battery maintenance charging—short-circuit the internal high-voltage Silicon Carbide (SiC) MOSFET transistor located on the ICCU's internal Printed Circuit Board (PCB).
• The Symptom: When the transistor fails, it pops the ICCU's internal high-current fuse. The car can no longer charge its 12V battery from the main high-voltage pack, forcing the vehicle into a "limp-home" mode before shutting down completely.

2. Findings from Korean Blogs, Engineers, and Forum Insiders Discussions on anonymous Korean corporate forums (Blind), technician boards (Bluehands/AutoQ), and car enthusiast networks (Bobaedream, Clien) reveal key technical insights:

• Narrow Tolerances: Current and former R&D engineers indicate that components were specified with narrow thermal and electrical safety margins to meet tight weight, size, and unit-cost budgets during a rushed development timeline.
• The "Dew Point" and Environmental Degradation Theory: Independent failure data indicates that this is not an "infant mortality" issue (defects manifesting at 0 km), which would point to a simple batch manufacturing error. Instead, failures predictably peak between 20,000 and 40,000 kilometers, indicating cumulative environmental degradation over time. Post-charging thermal drops in humid or cold environments cause the trapped air inside the 8-liter water-cooled housing to contract, pulling in ambient moisture. Over thousands of miles, extreme thermal cycling fatigues the uneven protective conformal coating applied to the internal PCBs. Once the coating is compromised, condensed water is able to bridge the high-voltage traces across the MOSFET pins, causing a catastrophic short circuit.
• Aggressive Telematics: Continuous background pings from third-party apps and Bluelink drain the 12V battery, forcing the ICCU to "wake up" and cycle far more frequently than original lab simulations predicted.

3. Organizational Dynamics: The Blame Game and Corporate Delay Rather than a cover-up to protect a specific executive, insiders attribute the delayed response to systemic and financial calculations:

• Namyang R&D vs. Hyundai Mobis: A friction point exists between Hyundai’s Namyang R&D center (which created the system specifications) and supplier Hyundai Mobis (which manufactures the hardware). R&D cites assembly quality control, while Mobis points to unforgiving architecture specs.
• Cost vs. Global Recalls: Rebuilding and physically replacing every ICCU globally presented a multi-billion-dollar logjam. Management initially relied on software service updates (NHTSA Campaign 24V-204) to lower peak currents and widen warning windows, which bought time to re-tool manufacturing lines but failed to reverse physical silicon degradation.

4. Interim Updates and Physical Hardware Revisions To manage the defect while avoiding a total immediate platform redesign, HMG deployed a tiered response combining software patches and evolving hardware:

• Software "Soft Starts": The primary mass fix (NHTSA Recall 272) utilizes a firmware update to introduce a "soft start" to the LDC, preventing sudden overvoltage spikes. It also alters the liquid cooling logic to reduce the rapid thermal gradients responsible for internal condensation.
• Breather Valve and Interim Parts: For vehicles that experience a hard failure, replacement ICCU modules (often ending in "QQK" part numbers) exhibit subtle physical changes. Technicians have noted that the breather valves on newer iterations appear structurally modified or sealed, tacitly acknowledging the fluid dynamics and moisture intrusion hypothesis.
• Gen 2 Redesign and NACS Integration: The transition to the 2025 and 2026 model years, driven by the mandatory integration of the North American Charging Standard (NACS), forced a physical "Gen 2" redesign of the ICCU. Engineers utilized this opportunity to re-lay the internal PCBs, spacing vulnerable components further apart to mitigate thermal concentration and arcing. Furthermore, newer models like the 2025 Kia EV6 now utilize highly durable AGM 12V batteries, fundamentally reducing the continuous charging load placed on the ICCU's LDC subsystem.

5. The Future: Integrated Modular Architecture (IMA) To permanently resolve the systemic vulnerabilities of the E-GMP, HMG is transitioning to the next-generation Integrated Modular Architecture (IMA) for widespread deployment by 2026. This platform structurally eliminates single points of failure through several key shifts:

• Zonal Control Units (ZCUs): The IMA completely abandons the centralized ICCU and domain-based wiring. Instead, decentralized ZCUs distribute power based on geographic locations within the chassis.
• Solid-State "e-Fuses": The self-destructing mechanical high-voltage fuses of the E-GMP are replaced with software-resettable e-fuses. These smart switches detect micro-shorts in milliseconds, dynamically isolate faults, and instantly reroute power to preserve drivability.
• In-House SiC Development: By decoupling hardware from software and bringing critical Silicon Carbide (SiC) component design in-house, HMG aims to master thermal tolerances and prevent the silicon degradation seen in the first generation.

**Feel free to add to the findings or discussion if you have info to share

Hello cousins! I hail from the Ioniq 9 crowd.

I read through some discussions but didn't get any conclusive data. Perhaps the following will help everyone-

1)What's the longest mileage people have gotten on their O.E. kumho crugen tires?

2)What about longest miles/tread or expected/current tread on a new set of tires?

I see this debated and argued a lot- that U.S. consumer is "conned" into only buying expensive ICE vehicles and "If only EV's were affordable I'd buy one!". It just appears the U.S. consumer doesn't care for affordable EV's, or really EV's in general.

Discuss!

"Summer break is here, but we’re keeping our proverbial foot on the pedal. We’re preparing to launch fully autonomous operations in Denver, Las Vegas, San Diego, and Tampa. We’re also beginning to drive our newest vehicle—the Hyundai IONIQ 5—autonomously with a specialist present.

Adapting to New Platforms: The Hyundai IONIQ 5
Beyond confidently navigating new cities, our 6th-generation Waymo Driver is also adapting to new vehicle platforms. We’ve begun autonomously driving, with an autonomous specialist present, our growing fleet of Hyundai IONIQ 5 vehicles. This phase allows us to validate our technology for fully autonomous operations as we work to bring riders even more ways to enjoy Waymo in the future."

Funnily enough y'all I had a very vivid dream that Lucid announced huge price cuts on their vehicles. Like 30% discounts! I was so excited!

Alas, twas just a vivid dream. Probably my brain from Prime Day and the real news of Lucid cutting workforce 😅

https://preview.redd.it/j0euvf4jy59h1.jpg?width=4000&format=pjpg&auto=webp&s=da6ae6eff99e337d5d669fa347b7d7cfd05bce86

Looking for some advice upgrading my rear satellites.

1. There are actually studs about 15cm(6in) wider from where the current satellites are at. With the rears being 7.5lbs each I probably should put them on the studs? Or a sturdy 3 or 4 bolt drywall bracket sufficient? I plan on angling at about 110°. Sweet spot center is actually the 2nd cushion on the left.
2. couch is pulled out ~30cm(12in) from wall and with cushions sitting position is about 60cm(24in).

I could maybe pull the couch further but would need some ideas for stuff behind it (maybe something toddler related) my kids love running behind the couch and climbing over it as is.

2b) with the rears so close I'm thinking maybe I should raise the mounting height to something more like 2m(6ft) with some tilt down. Ceilings are 9ft.

New Locations?

Looking for some advice. Upgrading from an old Vizio 5.1 system to Samsung q990f 5.1 system. Looking at optimizing the rear satellites.

1. There are actually studs about 15cm(6in) wider from where the current satellites are at. With the rears being quite a bit larger and heavier at 3.4kg (7.5lbs) each I probably should put them on the studs I'm thinking? Or a sturdy 3 or 4 bolt bracket? I plan on angling at about 110° .Sweet spot center is actually the 2nd cushion on the left.
2. couch is pulled out ~30cm(12in) from wall and with cushions sitting position is about 60cm(24in).

I could maybe pull the couch further but would need some ideas for stuff behind it (maybe something toddler related) my kids love running behind the couch and climbing over it as is.

2b) with the rears so close I'm thinking maybe I should raise the mounting height to something more like 2m(6ft) with some tilt down. Ceilings are 9ft. I realize now that the rears are probably way too close to someone sitting on the edge of the couch and that's why I'm thinking for a broader appeal to all sitting positions raising them higher and wider is better.

What do ya'll think for positioning?

https://www.nhtsa.gov/laws-regulations/standing-general-order-crash-reporting#data

Was just perusing through some stuff and found this. Quite shocking to be honest. Most modern ADAS systems from any manufacturer are classified as Level 2 according to the definition from NHSTA.

If ADAS was active within 30 seconds of a crash it is legally mandated to be reported.