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The Electric Global Modular Platform (E-GMP) is Hyundai Motor Group's dedicated EV architecture. Its packs are unusual on the second-life market for a specific reason: many of them run at 697 V nominal instead of the industry-standard 400 V.
What is an E-GMP pack. Electric Global Modular Platform battery packs (58.2, 72.6, 77.4, 76.1 and 99.8 kWh) power Hyundai Ioniq 5, Ioniq 6, Kia EV6, Kia EV9 and Genesis GV60/GV70/G80 EV. Chemistry is NMC (SK On or LG Energy Solution cells). E-GMP is best known for its 800 V DC fast-charging capability — the 77.4 kWh pack runs at ~697 V nominal (192s2p configuration, 384 SK Innovation NMC pouch cells) with an operating range of ~480–806 V (per battery teardown data, batterydesign.net). Some smaller variants (58.2 kWh Ioniq 5 Standard Range in some markets) use a lower 400 V configuration. Packs are liquid-cooled with the vehicle BMS retained; BMS-EV controllers translate the E-GMP CAN protocol to standard hybrid inverters. 400 V variants integrate with the same inverter families as any HV pack; 697 V nominal packs currently require a DC-DC step-down or the 1000 V-capable Ferroamp EnergyHub.
E-GMP is a purpose-built battery-electric platform launched by Hyundai Motor Group in 2021. It underpins every dedicated EV in Hyundai, Kia and Genesis line-ups from that year onwards. Its most notable engineering choice is a nominally 800 V DC drivetrain that enables 350 kW DC fast charging with a 400 V charger via an on-vehicle boost inverter. For second-life storage, the practical consequence is that E-GMP packs come in two very different voltage classes — the mainstream 697 V nominal (192s2p) large packs (77.4 / 84 kWh), the ~523 V nominal (58.2 kWh RWD variant), and the ~400 V configurations used in some regional Ioniq 5 Standard Range variants and commercial/PHEV derivatives.
| Vehicle | Model years | Pack capacities (gross) | Pack voltage class |
|---|---|---|---|
| Hyundai Ioniq 5 | 2021+ | 58.2, 72.6, 77.4, 84 kWh | 697 V (192s / 216s) |
| Hyundai Ioniq 6 | 2022+ | 53, 77.4 kWh | 697 V (192s) |
| Hyundai Ioniq 9 | 2025+ | 110.3 kWh | 697 V (216s) |
| Kia EV6 | 2021+ | 58, 77.4, 84 kWh | 697 V (192s / 216s) |
| Kia EV6 GT | 2022+ | 77.4 kWh | 697 V (192s) |
| Kia EV9 | 2023+ | 76.1, 99.8 kWh | 697 V (192s / 216s) |
| Genesis GV60 | 2022+ | 77.4 kWh | 697 V (192s) |
| Genesis GV70 Electrified | 2022+ | 77.4 kWh | 697 V (192s) |
| Genesis G80 Electrified | 2022+ | 87.2 kWh | 697 V (192s) |
Usable capacity is 91–94 % of gross. Chemistry is NMC across all E-GMP packs; no LFP variant is in production as of 2026.
| Parameter | 77.4 kWh (192s) | 99.8 kWh (216s) | 58.2 kWh 96s variant |
|---|---|---|---|
| Cell configuration | 192s | 216s | 96s |
| Nominal voltage | ~697 V (77.4 kWh) / ~523 V (58.2 kWh RWD) | 587 V | 355 V |
| Operating window | ~480–806 V (77.4 kWh) | 520–784 V | 270–410 V |
| Max continuous discharge | ~350 A | ~400 A | ~200 A |
| Cooling | Liquid (glycol-water) | Liquid (glycol-water) | Liquid (glycol-water) |
| Weight (bare pack) | ~480 kg | ~620 kg | ~360 kg |
| HV connector | Rosenberger HVR300 (2-pin + shield) | Rosenberger HVR300 | Rosenberger HVR300 |
| CAN bit rate | 500 kbps | 500 kbps | 500 kbps |
Every E-GMP pack ships with its factory BMS — a Hyundai Mobis-manufactured unit integrated into the pack case. It manages cell balancing across all 192 or 216 series cells, over/undervoltage protection, over-temperature protection, isolation monitoring, current shunt and contactor sequencing. BMS-EV does not replace or disable this BMS; the controller simply subscribes to its CAN reports and re-encodes them for the target hybrid inverter.
E-GMP uses a 500 kbps CAN bus with Hyundai Motor Group-specific message IDs, shared across all Hyundai, Kia and Genesis E-GMP vehicles:
0x200 — Pack SOC, pack voltage, pack current (100 ms)0x220 — Cell min/max voltage, cell delta (500 ms)0x230 — Module temperatures, coolant inlet temperature (500 ms)0x240 — Charge/discharge current limits, available energy (100 ms)0x260 — Isolation resistance, HVIL status, contactor state (500 ms)Wake-up sequence is triggered by the vehicle IG3 signal, which BMS-EV emulates on a dedicated low-voltage wake line to the BMS.
This is the defining constraint for E-GMP second-life installations. A 77.4 kWh 192s2p pack operates between ~480 V (empty) and ~806 V (full). Most residential hybrid inverters cap DC input at 500 V — Deye SUN HP3 goes to 500 V, GoodWe EH/ET to 500 V. However, SOFAR HYD 5-20KTL-3PH accepts up to 800 V DC per its official datasheet, making it compatible with the full E-GMP 192s pack range. This is the practical option BMS-EV has validated with a Kia EV6 pack: see the case study below. That leaves three practical options overall:
A fourth option — an aftermarket DC-DC step-down between pack and inverter — is technically possible but is not currently productised.
Verified pairing: Kia EV6 (77.4 kWh, 192s2p E-GMP pack, ~697 V nominal, ~480–806 V operating) with SOFAR HYD 15KTL-3PH hybrid inverter, using BMS-EV controller firmware 15.0.14. Referenced in the PV Magazine Deutschland feature article on second-life EV battery storage (July 2026).
The Kia EV6 77.4 kWh pack has a nominal voltage of ~697 V and an operating range up to ~806 V at 100 % SoC. Deye SUN HP3, GoodWe EH/ET and most other residential hybrid inverters cap DC input at 500 V, making them fundamentally incompatible. SOFAR HYD 5-20KTL-3PH accepts up to 800 V DC per its datasheet, which fits the practical residential storage window: the BMS-EV controller limits maximum SoC to approximately 95 % so the pack stays under ~790 V DC at full charge, giving a safety margin below the 800 V inverter ceiling. This is standard practice for second-life residential storage anyway (limiting SoC to 90–95 % roughly doubles calendar life). The BMS-EV controller reads state of charge, cell voltages, temperatures and charge/discharge limits from the Kia native BMS over CAN and re-encodes them into the BYD Battery-Box HVS format that SOFAR HYD expects.
Featured in PV Magazine Deutschland (July 2026) — the article describes BMS-EV technology and the reuse of used EV battery packs for home solar storage. This Kia EV6 + SOFAR HYD 15KTL configuration is one of the examples covered.
| Inverter family | DC input max | Works with 96s E-GMP (~400 V) | Works with 192s E-GMP (697 V) |
|---|---|---|---|
| Deye SUN HP3 | 500 V | Yes | No |
| SOFAR HYD 5-20KTL-3PH | 800 V | Yes | Yes — tested by BMS-EV, Kia EV6 case study |
| GoodWe EH / ET | 500 V | Yes | No |
| SolaX X3 Hybrid | 500 V | Yes | No |
| SMA Tripower Smart Energy | 550 V | Yes | No |
| Fronius Symo GEN24 Plus | 500 V | Yes | No |
| Sungrow SH RT | 500 V | Yes | No |
| Kostal Plenticore Plus | 500 V | Yes | No |
| Ferroamp EnergyHub XL | 1000 V | Yes | Yes |
A residential retrofit using a 77.4 kWh Kia EV6 pack paired with the currently supported inverter family:
Because the pack's full-charge voltage is 697 V and the Deye's DC input is capped at 500 V. Presenting 697 V to a 500 V DC port would either trip the inverter's over-voltage protection or damage its input stage.
Almost all — the mainstream 58.2, 72.6 and 77.4 kWh packs are 192s / 697 V nominal. A minority of regional variants (some markets received a 58.2 kWh Standard Range at 96s / ~355 V) are the exception. Verify by counting cell groups or reading pack ID before purchase.
No. As with the MEB pack, once modules are physically disconnected the original BMS refuses to close contactors — it expects to see all 192 series cells. Splitting the pack would require replacing the BMS entirely with an aftermarket unit and voids the pack's safety architecture.
Not currently. The engineering effort for a bidirectional 20 kW 697 V ↔ 400 V converter is significant and Ferroamp EnergyHub already covers the use case commercially. If a lower-cost DC-DC solution emerges from the industry it will be evaluated.
IG3 is a 12 V ignition-status line that the Hyundai vehicle asserts to bring the BMS out of deep sleep. Without it the BMS will not respond to CAN traffic. BMS-EV synthesises the signal from its low-voltage output pin.
NMC E-GMP packs typically deliver another 1500–2500 cycles at 80 % DoD, or 8–12 years of daily household use before falling below 70 % of rated capacity. Thermal management via the external cooling loop extends useful life at the upper end of that range.
All are NMC. Cell manufacturer differs — SK On supplies most 77.4 kWh packs, LG Energy Solution supplies most Gen 2 84 kWh and EV9 packs. Chemistry curves for both are shipped in BMS-EV firmware.
The V2L inverter is a separate on-vehicle module, not part of the pack itself. It is not shipped with the recovered pack and cannot be used stand-alone. Bidirectional AC output in a home installation is provided by the hybrid inverter, not by V2L.
192s (76.1 and 77.4 kWh packs) has 192 series cell groups and a full-charge voltage of ~697 V. 216s (99.8 kWh EV9 pack and 84 kWh Ioniq 5 refresh) has 216 series cell groups and a full-charge voltage of ~784 V. Both use the same E-GMP CAN protocol; BMS-EV auto-detects configuration from BMS reports.
| Parameter | Value | Source |
|---|---|---|
| Kia EV6 77.4 kWh nominal voltage | ~697 V (192s2p) | batterydesign.net 2022 Kia EV6 teardown, Kia EV6 Wikipedia |
| Operating voltage range | ~480–806 V | batterydesign.net teardown, SK Innovation cell spec |
| Cell configuration | 192s2p, 384 cells | SK Innovation pouch cell 55.6 Ah, 3.63 V nominal, 201.8 Wh per cell |
| Kia EV6 + SOFAR HYD 15KTL field-verified | 2026-07 | PV Magazine Deutschland July 2026; BMS-EV production installation firmware 15.0.14 |
| Deye SUN HP3 battery voltage range | 160–700 V (5-25K) / 160–800 V (29.9-50K) | Deye SUN 5-25K SG01HP3-EU datasheet, Deye approved battery list DY-HV(160-800)-028 |
Sources verified 2026-09-18.