On 6/25/2026 at 3:18 PM, Pib said:

Regarding the Sealion 7 82.5KWH battery which has a rated max/peak charging rate of 150KW, today I went to a high power DC charger to see if I could get that charging rate since my SL7 had a 30% SOC and from my googling that SOC ballpark was where the battery should accept a 150KW charge rate.

I used a OneCharge network 720KW charger which uses a cable rated at 375A (max 500A) per its specifications plate on the charger. Ambient temp was 40C and I drove 15km to reach the charger...the car's first trip of the day.

I started charging with 30% SOC...it started with a 108KW charge rate. As the SOC increased the charge rate increased and at 47% it peaked at almost 153KW....then the charge rate started to slowly roll off....I stopped charging at 50% while still getting a 143KW charge rate.

So, the SL7 82.5KW battery sold in Southeast Asia can indeed charge at its advertised max/peak rate of 150KW.

On 6/25/2026 at 4:11 PM, JBChiangRai said:

We saw 160Kw briefly on an EVstationPluz Hub whilst on our 4,000km road trip.

This morning in the 10:45-11:30am ballpark here in western Bangkok I did another quick test of the SL7 DC charging speed since my SOC was under 40% where I should get the car's max/peak DC charge rate....that is, I went out to play with EV DC chargers. The SL7 82.5KW battery is rated for a 150KW max/peak charge rate.

I first went to OneCharge HUB (6 chargers / 12 charging points) where they have 720KW chargers. I hooked up to a 720KW/500A charger and could only get 60KW. 9 of the 12 connectors were in use...mostly by small EV taxis.,,,my connection made it 10 of 12 and my charger (dispenser) was sharing with a BYD Dolphin. (Note: This is the same location where I got the 152KW charge rate 5 days earlier and around 10 EVs were charging at the time just like today) After waiting a few minutes to see of the charge rate would ramp-up but it didn't I stopped the session. While this OneCharge HUB is all 720KW, 350A or 500A chargers I think (guessing) the chargers were being throttled by the electric company (MEA) during certain times....OR, while this charging HUB proudly advertises 720KW chargers and even if the electric company is not throttling power it may mean the chargers can only provide 720KW under certain ideal conditions since these chargers appear to be "dispensers only" with the actual DC power modules being contain in a nearby "power cabinet" that feeds all the dispensers.

I then drove to PTT EV Station Pluz 180KW/300A charger....3 chargers / 6 connectors....4 of 6 connectors in use...my connection made it 5. The chargers went operational about a month ago. I got a 120KW charging speed. Charged for a few minutes to see if the speed would ramp-up but it didn't....so I stopped that session....time to move to another charger.

I then drove to a nearby MEA charger....just a 2 minute drive away. MEA is also the electric company for the Bangkok area. A 180KW/350A charger....I'm the only one using it....I got a 154KW charge rate. Maybe MEA was making sure its chargers received full power. After charging for a few minutes to see if a ramp-up occur but didn't, I stopped the charging session.

So, in using three different charging networks and three different chargers this morning between 10:45-11:30am....starting SOC very, very similar...180KW and 720KW chargers used...I got three significantly different charging speeds. MEA 154KW....PTT 120KW...and OneCharge 60KW. Expect the varying rates was "not" caused by the SL7 but caused by the "actual at the time" KW charging capability of the DC chargers.

Edited June 30Jun 30 by Pib

7 minutes ago, Pib said:

deleted...duplicate

Edited June 30Jun 30 by Pib

On 6/30/2026 at 12:30 PM, Pib said:

got three significantly different charging speeds. MEA 154KW....PTT 120KW...and OneCharge 60KW.

interesting report, I dont know about the high power chargers in Bangkok, but I think you need to take into the consideration the voltage as well. because Battery voltage dictates how much power you can get out of a fixed 200 or 300A charger.

A 180kW charger will only provide 180kW as long as the voltages are high. Let's take an example for the Shell 180kW:

The 180kW shell charger is rated as follow:

Rated Current: 300A

DC Output: 200-920V

let's look at two cars:

BYD SL7:

HV Battery nominal voltage: 550V

DC Fast charge: 150kW or 272A

✅ You will get 150kw, because the 272A is below the max 300A

Tesla Model 3 and Model Y:

battery nominal voltage: 370V, max DC Fast charge 175kW or 472 AMP. (higher than SL7)

❌ you will NOT get 175kW. you will get only 110kW, because the 300A x 370V => 111kW (most likely the Tesla will charge at 100-105kW at most)

The battery Voltage is usually the limiting factor for high power DC fast charging, this is why most 300kW capable cars are 800V or higher.

BYD Flash charge in China on the new models carry a battery with nominal voltages of 850-950V, which allows very high power.

for me, the higher the high voltage the better.

another example, if you let me 💓

Power transmission lines, you may ask, how can those power lines transmit so much current for a whole district or town?

the answer is they dont, the power lines current is not that high, only 500A-2000A but the Voltage is massive, in the range of 22kV to 115kV .

so 2000A * 115,000 V => 230 MW (Mega Watt)

then it gets stepped down at the end by the step down transformers you see on the streets... normally in Bangkok is 24kV.

Voltage and Current work hand-in-hand to determine Power like the basic Power formula of P=V*I.    You can have a Voltage source with varying degrees of Current (amperage) capability.   A simple example is an AAA, AA, C, and D-sized battery cell that powers things like remotes, flashlights, etc. Think of them as mini DC chargers.    Although each is a different physical size, each size has the same output Voltage level of 1.5V but each has a different maximum Current output capacity which also means it has a different Power output capacity.    A 1.5V D cell battery has a much greater Power/Current output capacity than a 1.5V AAA cell battery....both same voltage.

Unless running across an "old" DC charger limited to around 400-500V the sDC charger you find now days will have an upper voltage rating around 900-1000V (probably closer to 950-1000) whether it's a 50KW, 120KW, 180KW, 360KW, 720KW, etc., DC charger. Nothing really special about that voltage rating. Well, if they all have the same upper output voltage level capability why can the 720KW charger put out a ton more power than the 120KW charger....the answer is greater current output capability.

Yes, high power lines feeding power across an area will be at a HIGH "voltage" because much smaller in physical size/weight lines are required compared to lines required to carry HIGH "current/amps." Generating "high voltage" is much easier than generating "high current"...and also requires much smaller conductors. Heck, we can drag our feet along a carpet and build-up static electricity on our body of up to approx 10,000V and when touching a door knob we'll see a mini lightning bolt jump between our hand and door knob to get a zap!!!!....a 10 kilovolts zap that although very high voltage but which has very little current/power capacity....our hand is not vaporized due to little current capability in the 10K volt static voltage charge.

Also, those voltage levels for the SL7 and Tesla batteries represent their "nominal" voltage which is 3.2V for each LFP cell times the number cells. To fully charge an LFP cell it requires 3.65V. So in a SL7 battery with a 550V nominal voltage that means it has 172 blade battery cells. 172 cells x 3.2V = 550V. However, to fully charge those 172 cells (all in series) the DC charger will need to output up to 628V (3.65x172=628).....a voltage far below the 900-100V capability of the DC charger. However, unless that DC charger also has the current (amps) capability to provide the BMS EV battery requested current level of X-amps and volts, the power output will fall short since voltage and current must work hand-in-hand to provide power.

Additionally, you can have two identically sized EV batteries....say two 100KW batteries and each could have a different "max/peak" charging rate and completely different 0-100% SOC charging curves depending on battery design/chemistry. While both will charge to 100KW, one battery might take 1 hour while the other 2 hours....each requesting different levels of power during the charging process.

During the DC charging process the DC charger and EV BMS constantly communicate with each other like the DC charger tells the EV the maximum voltage & current (a.k.a. power) it can provide AND the BMS requesting a certain power level....both come to an agreement as to what power level actually ends-up flowing. That is, the charger "will/can not" provide more than a certain amount of power and the EV BMS agrees not to request more than that. If while charging the DC charger's output capability increases (like an EV sharing the charger finishing charging) then the DC charger BMS tells the EV BMS it can now provide more power if still needed and does the BMS want it?....the BMS will respond with a yes or no depending on its SOC charging curve requirements.

Anyway, voltage and current go hand-in-hand for power. Increasing or decreasing either results in a increase or decrease of power. However, an EV charging system is design such as whether its a 400V or 800V charging architecture, max/peak charging capability, charging curve, etc., is another story in itself.

2 hours ago, Pib said:

Voltage and Current work hand-in-hand to determine Power like the basic Power formula of P=V*I.    You can have a Voltage source with varying degrees of Current (amperage) capability.   A simple example is an AAA, AA, C, and D-sized battery cell that powers things like remotes, flashlights, etc. Think of them as mini DC chargers.    Although each is a different physical size, each size has the same output Voltage level of 1.5V but each has a different maximum Current output capacity which also means it has a different Power output capacity.    A 1.5V D cell battery has a much greater Power/Current output capacity than a 1.5V AAA cell battery....both same voltage.

Unless running across an "old" DC charger limited to around 400-500V the sDC charger you find now days will have an upper voltage rating around 900-1000V (probably closer to 950-1000) whether it's a 50KW, 120KW, 180KW, 360KW, 720KW, etc., DC charger. Nothing really special about that voltage rating. Well, if they all have the same upper output voltage level capability why can the 720KW charger put out a ton more power than the 120KW charger....the answer is greater current output capability.

Yes, high power lines feeding power across an area will be at a HIGH "voltage" because much smaller in physical size/weight lines are required compared to lines required to carry HIGH "current/amps." Generating "high voltage" is much easier than generating "high current"...and also requires much smaller conductors. Heck, we can drag our feet along a carpet and build-up static electricity on our body of up to approx 10,000V and when touching a door knob we'll see a mini lightning bolt jump between our hand and door knob to get a zap!!!!....a 10 kilovolts zap that although very high voltage but which has very little current/power capacity....our hand is not vaporized due to little current capability in the 10K volt static voltage charge.

Also, those voltage levels for the SL7 and Tesla batteries represent their "nominal" voltage which is 3.2V for each LFP cell times the number cells. To fully charge an LFP cell it requires 3.65V. So in a SL7 battery with a 550V nominal voltage that means it has 172 blade battery cells. 172 cells x 3.2V = 550V. However, to fully charge those 172 cells (all in series) the DC charger will need to output up to 628V (3.65x172=628).....a voltage far below the 900-100V capability of the DC charger. However, unless that DC charger also has the current (amps) capability to provide the BMS EV battery requested current level of X-amps and volts, the power output will fall short since voltage and current must work hand-in-hand to provide power.

Additionally, you can have two identically sized EV batteries....say two 100KW batteries and each could have a different "max/peak" charging rate and completely different 0-100% SOC charging curves depending on battery design/chemistry. While both will charge to 100KW, one battery might take 1 hour while the other 2 hours....each requesting different levels of power during the charging process.

During the DC charging process the DC charger and EV BMS constantly communicate with each other like the DC charger tells the EV the maximum voltage & current (a.k.a. power) it can provide AND the BMS requesting a certain power level....both come to an agreement as to what power level actually ends-up flowing. That is, the charger "will/can not" provide more than a certain amount of power and the EV BMS agrees not to request more than that. If while charging the DC charger's output capability increases (like an EV sharing the charger finishing charging) then the DC charger BMS tells the EV BMS it can now provide more power if still needed and does the BMS want it?....the BMS will respond with a yes or no depending on its SOC charging curve requirements.

Anyway, voltage and current go hand-in-hand for power. Increasing or decreasing either results in a increase or decrease of power. However, an EV charging system is design such as whether its a 400V or 800V charging architecture, max/peak charging capability, charging curve, etc., is another story in itself.

I’m trying to determine whether you were a nuclear physicist or a science teacher in your working life Pib?

I was a mirror inspector. It's a job I could really see myself doing.😄

(sarcasm) This topic should be renamed Electric Batteries in Thailand (/sarcasm).
Apart from those information on current and voltage, anyone drove the new MG Urban already ?

58 minutes ago, khunphil said:

(sarcasm) This topic should be renamed Electric Batteries in Thailand (/sarcasm).
Apart from those information on current and voltage, anyone drove the new MG Urban already ?

I guess because Battery is one of the most important components of the Car?

Headlightmag made a full review of the MG Urban, check it out: https://www.headlightmag.com/first-impression-mg-urban/

they do really good reviews and you can translate it.

the interesting things I read:

1) "I adjusted the driver's seat to fit my body and then moved to the back. The result was plenty of legroom, enough to comfortably cross my legs. The overall feeling wasn't much different from a D-Segment car like the Toyota Camry (specifically in terms of space), which is impressive for a car in this category. The seats themselves are well-designed."

2) "Another interesting point is that from the Max model upwards, the tailgate comes standard with an electric opening and closing system, which is quite rare in electric vehicles in this segment. Currently, the only competitor that offers this from the factory is the Aion UT 500 Premium"

3) "In terms of safety, the MG Urban has passed both Euro NCAP and ANCAP tests with a 5-star rating by 2025"

4) "if I had to choose between these two cars based solely on driving dynamics, I would still give the edge to the MG4. It has one of the best suspension and steering setups in a similar price range of electric vehicles. However, that doesn't mean the MG Urban is a terrible car to drive."

5) "If we don't compare it to the MG4 at all, I'd say it's one of the best-tuned cars in its class in terms of suspension and steering. Overall, it feels more stable than the Aion UT and Geely EX2, which still exhibit some body roll, especially at higher speeds. The closest comparison would probably be the BYD Dolphin Standard, which has a fairly well-balanced suspension (not including the Dolphin Extended, which leans more towards softness)."

4) consumption was 13.2 kWh/100 km with 3 large passengers! that is really good

Conclusion: "If you ask me what I like most about the MG Urban, the answer isn't the acceleration, the panoramic sunroof, or the driver assistance systems. It's the rear seats and the entire interior. It's one of the most comfortable electric hatchbacks in the 500,000-700,000 baht price range I've ever experienced. The ample legroom, the comfortably comfortable seats, and the airy interior make long journeys significantly more comfortable than many competitors. I believe this is a key reason why many people choose it."

My in laws just got a dolphin standard range in the motorshow for 450K baht, I test drove and it was really firm and well setup suspension, I liked it. it was much better than the atto 3 that cost twice as much.

Edited July 2Jul 2 by brfsa2

Here are some June 2026 RY1 category new registration stats from DLT. BEVs lead in the type of 4 wheel private vehicle being bought...for every 1,000 registered 365 were BEVs. See post below for more details.

Tesla model 3 sold more than Honda Civic this month. They both cost nearly the same.

https://autolifethailand.tv/sales-report-c-segment-may-2026-thailand/

Civic e:HEV EL+: ฿1,099,000

Civic e:HEV RS: ฿1,239,000

Model 3 base RWD: ฿1,149,000

I never expect that Tesla could that cheap in Thailand.

Actually, that registrations for May. Registration stats for June is now beginning to appear on DLT website. Car250.com and autolifethailand.tv both seem to report month old data now whereas before they reported fresh data.

I had to wait till June before Car scanner updated the profile db with the Jaecoo 5 EV. Fortunately since db version .28 it is there.
Would like to know what other EV drivers like to gauge, while driving or charging.

Here is my take. The one with the dials are to me the most important. I would have liked to gauge the SOH of the 12V battery, as the J5 engineering menu can show it. Maybe in future updates of car scanner db. On the dashboard only 3 custom sensors were needed: the delta sensors and efficiency. The J5 is also lacking sensors for min/max cell temps.

2 hours ago, 4myr said:

I had to wait till June before Car scanner updated the profile db with the Jaecoo 5 EV. Fortunately since db version .28 it is there.
Would like to know what other EV drivers like to gauge, while driving or charging.

Here is my take. The one with the dials are to me the most important. I would have liked to gauge the SOH of the 12V battery, as the J5 engineering menu can show it. Maybe in future updates of car scanner db. On the dashboard only 3 custom sensors were needed: the delta sensors and efficiency. The J5 is also lacking sensors for min/max cell temps.

for my atto 3 I mostly use these 2 dashboards, and also a Battery cell chart.

the Bjorn style one I removed some sensors, the second one is temperature focused dashboard.

for the MG IM5 I still haven't tried car scanner, but the profile is there already.

interesting photos of the Cherry V23 production lines: https://autolifethailand.tv/official-assembly-chery-v23-in-thailand/

I think very different from China Factories :D

@JBChiangRai

is that your sealion 7? are you secretly charging at a tesla supercharger? 😉

... the wrapped car looks great ...

aussi

Not sure if this has been discussed but how do you guys with EVs go about parking in Bangkok's overcrowded overparked malls that often require double parking gear neutral hand brake off set ups? EVs are not designed for that are they?

2 hours ago, motdaeng said:

@JBChiangRai

is that your sealion 7? are you secretly charging at a tesla supercharger? 😉

... the wrapped car looks great ...

aussi

Not mine, but it does look fantastic.

Can BYD use Tesla Superchargers here in Thailand?

Edited Saturday at 03:02 AM4 days by JBChiangRai

7 minutes ago, Hamus Yaigh said:

Not sure if this has been discussed but how do you guys with EVs go about parking in Bangkok's overcrowded overparked malls that often require double parking gear neutral hand brake off set ups? EVs are not designed for that are they?

I never even bother trying with neutral parking, what I used to do instead was to charge in the shopping mall AC chargers, now a days that trick is gone, way too many EVs now, Jaecoo and BYD are just everywhere.

19 minutes ago, JBChiangRai said:

Can BYD use Tesla Superchargers here in Thailand?

no, only teslas can use the tesla superchargers here in thailand ...

(the photo of the wrapped sealion 7 is from an australian facebook group ...)

2 hours ago, Hamus Yaigh said:

Not sure if this has been discussed but how do you guys with EVs go about parking in Bangkok's overcrowded overparked malls that often require double parking gear neutral hand brake off set ups? EVs are not designed for that are they?

You simply turn off/release the Emergency Parking Brake (EPB) that automarically engages when turning the vehicle off. It varies a little from model to model in how to turn off/release the EPB but it's easy/simple.

2 minutes ago, Pib said:

You simply turn off/release the Emergency Parking Brake (EPB) that automarically engages when turning the vehicle off. It varies a little from model to model in how to turn off/release the EPB but it's easy/simple.

Easy and simple if your car still gives you access to the system settings.

But if that's broken, you need a drag and load.

3 hours ago, Hamus Yaigh said:

Not sure if this has been discussed but how do you guys with EVs go about parking in Bangkok's overcrowded overparked malls that often require double parking gear neutral hand brake off set ups? EVs are not designed for that are they?

Not only EVs. My petrol Volvo EX40 can't be left in neutral.

14 minutes ago, josephbloggs said:

Not only EVs. My petrol Volvo EX40 can't be left in neutral.

3 hours ago, Hamus Yaigh said:

Not sure if this has been discussed but how do you guys with EVs go about parking in Bangkok's overcrowded overparked malls that often require double parking gear neutral hand brake off set ups? EVs are not designed for that are they?

It used to be the case that Japanese auto ICE cars usually had a little slot by the gear selector lever into which you simply put the key to be able to select N when parked. Euro cars (eg Volvo, BMW, Merc, my VW Scirocco) did not have that function, which could be very irritating.

It's not supposed to good for auto gearboxes to be in N when the car is being moved around, although I really don't think that being pushed backwards and forwards over a few feet will damage anything.

With an EV - I have an Atto 3, but I'm not near the car at the moment so no idea if this (selecting EPB Trailer Mode in an onscreen menu) works:

To be specific I own a BYD Seal EV. I live in Indonesia and there are times where I need to park the car in Neutral gear (in the ICE counterpart). How do I do this? I search this sub and read the manual and I still can't figure out if this is possible.

If it is possible, will this cause issue to the motor? I am aware that EV doesn't has transmission/gear.

Edit: Got the answer from u/dinyok and u/hhartanto3. I just tested the suggestion and it works. You got to Service -> Overhaul -> EPB Trailer Mode. There is splash screen with quite a stern warning. But now I can park and turn off the car and it can roll. I will probably only use this when I am really desperate. Thank you everyone.

https://www.reddit.com/r/BYD/comments/1kaehny/is_there_a_way_to_park_byd_cars_in_neutral_gear/

Interesting replies on the EV neutral gear parking with no brake. Wifey just got an MG ES5 EV and Bangkok dealer said no can do. So no shopping mall trips for her.

The Sealion 7 has a towing mode function which allows the car to be left in neutral while the doors are locked and the parking brake is off.

On my BYD Seal it is something like:

Put the car in Neutral

Press down the EPB

Turn off the car while EPB is depressed for a few seconds.

I tried it once and it worked but it was around 2 years ago so might not be 100% word perfect.

I don’t park in that fashion, if there is no space I will go somewhere else, have seen scratches on bonnets from rings when people have to push your car out of the way, also the Seal bonnet is remarkably thin material and have seen complaints by people that they have dinted it when closing !!

23 hours ago, Andrew Dwyer said:

I tried it once and it worked but it was around 2 years ago so might not be 100% word perfect.

These tricks such as what you mention, others mention tow mode are all software driven workarounds that car makers are phasing out to meet global standards. It seems most modern EVs are programmed to lock the wheels as soon as ones butt leaves the driving seat and thats the end of it. No more Thai style double parking shenanigans it seems?

16 hours ago, Hamus Yaigh said:

These tricks such as what you mention, others mention tow mode are all software driven workarounds that car makers are phasing out to meet global standards. It seems most modern EVs are programmed to lock the wheels as soon as ones butt leaves the driving seat and thats the end of it. No more Thai style double parking shenanigans it seems?

Yes I think double parking is definitely not a given with EVs. Apparently the Geely EX2 doesn't let you lock the car in towing mode.

As we've seen on the websites of car250.com and autolifethailand.tv where new vehicle "model" releases are being announced at an extremely rapid pace, primarily for the China market, below video may explain the "real reason" behind the numerous, numerous, many, many new models always being announced. And something a person should think about before buying one of these new models. This really applies to BEV, PHEV, HEV, etc.

https://vt.tiktok.com/ZSCGA6ajP/ 

On 7/2/2026 at 8:28 AM, khunphil said:

(sarcasm) This topic should be renamed Electric Batteries in Thailand (/sarcasm).
Apart from those information on current and voltage, anyone drove the new MG Urban already ?

No, but I'm liking the specs & price. Hopefully end of year auto show will have a nice promo.

Edited Monday at 02:40 AM2 days by KhunLA