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Results from my range tests, banana box tests and other goodies here:
https://docs.google.com/spreadsheets/d/1V6ucyFGKWuSQzvI8lMzvvWJHrBS82echMVJH37kwgjE/edit?usp=sharing
Main folder with everything:
https://drive.google.com/open?id=1HOwktdiZmm40atGPwymzrxErMi1ZrKPP
My equipment:
https://www.foto.no/ecoflow/140865/ecoflow-delta-max-2016wh-2400w
https://www.foto.no/ecoflow/140866/ecoflow-delta-max-smart-extra-battery-2016wh-for-delta-max
https://www.foto.no/ecoflow/140862/ecoflow-solar-panel-160w
https://www.foto.no/canon/117819/canon-hf-g60-4k-video-kamera
https://www.foto.no/canon/117820/canon-hf-g50
https://www.foto.no/canon/109080/canon-eos-6d-mark-ii-kamerahus-fullformat-26-2mp-full-hd-video
https://www.foto.no/sigma/106703/sigma-24mm-f-14-dg-hsm-art
https://www.foto.no/r%c3%b8de/138324/r%c3%b8de-wireless-go-ii-plus-2-lavallier-mic-pakke-med-2-stk-r%c3%b8de-lavalier-go-mygg
https://www.foto.no/lowepro/113571/lowepro-nova-200-aw-ii-skulder-bag-35-x-20-x-18-5-cm
https://www.foto.no/fotostativ/122919/joby-gorillapod-3k-pro-gorillapod-for-systemkamera-opp-til-3-kg
The app I use when connecting to OBD ports on most EVs:
https://play.google.com/store/apps/details?id=com.ovz.carscanner
ScanMyTesla app for showing battery temperature, etc:
https://play.google.com/store/apps/details?id=com.emon.canbus.tesla
https://www.facebook.com/scanmytesla/
https://www.e-mobility-driving-solutions.com/produkt/diagnostics-cable-tesla-m3-01-2019-bundle/?lang=en
https://www.e-mobility-driving-solutions.com/produkt/diagnostic-adapter-cable-facelift-pre-facelift-bundle/?lang=en
The OBD dongle I use in Tesla, Leaf, Ioniq, e-Niro, e-Soul, i3, ID3/ID4 (Android only):
https://www.obdlink.com/products/obdlink-lx/
My Artlist playlist:
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This video was brought to you by AED Ro Planner Camp power Marcus B storm and B Componente yo what's up we are now at Neb supercharger in an ID bus and you Know this is a V2 supercharger and I Discovered something Interesting okay this is the kilowatt Reported by the app 146 i ooh nice well But it's it is as expected right because These a V3 it's supposed to be Maxim 150 KW well except for if you look closer Here so HB is off cooling is off AC Compressor is off and then let me see Let me turn down here so you see that 375 amp that is usually the max you get From V2 supercharger and then the Voltage is a bit low that's why we are Getting 135 KW into the battery and then Wait wait wait so there's 11 KW loss Here somewhere right well actually not Or or yes or no um I did discovered this With a uh mxus mea 9 is that the mea Also when the mea was charging at Supercharger V2 it was reporting getting 130 KW but I Got only around 120 something into the Battery and then after some testing now It seems like you know at one point Tesla said that they will start charging You money for losses uh previously when You charge a Tesla if you use the heater if if you uh Use whatever uh losses uh they only Charge you for whatever goes into the
Battery but at one point they said you Have to pay for losses and what does That mean well apparently they they Measure um loss in the charger which is A bit weird because when you look at Camp power or the rest of the car Industry cam power ionity or know all The other charge p with other charging Stations like like uh Delta or whatever They actually charg you for whatever Comes out of the plug but here how the Heck can it be like this well because Tesla V2 will actually measure uh before some DC conversion loss or something yeah so This is like this is something I don't Know from the grid I'm not sure where it Is but it's only for v2 so if also you Look at the kilowatt hour here versus The kilowatt hour you gain and like That um you actually paying I calculated It's roughly 6% More um but the strange thing is that This only applies to V2 supercharger on V3 and V4 um you don't have this this uh uh Diff here then then on V3 V4 you will See that Whatever the the app reports is the one That goes into the Battery so um yeah this is an Interesting Discovery it actually means That if you're charging on V2
Supercharger you're actually paying 5% More 5 6% more which is basically the The DC charging conversion loss thing uh So is this a bug or is does it work as Intended um yeah I don't know but we are Obviously not getting this this one what But what you can do is you can do the M Actually you can already do the M this One multip this one is that one and we Don't have 11 kilowatt heat loss right Now don't know that that doesn't work Man so you can even see here the rate of The cool I mean the the battery heating Up it's not 11 Kow so um it's just um Yeah charging loss so uh I wonder if I'm One of the few one or maybe the first One to discover this So um if you can choose you should go For V3 or V4 because you're paying 5% More on the V2 does it matter nah probably not Because this is still do cheap it cost 2.2 nuke per kilowatt hour so this site Is uh very very cheap compared to for Example yeah you see 2.2 Nook per Kilowatt hour or with membership pricing And stuff uh but still less than three Nook per kilowatt hour right and then Over there at recharge you are paying uh Rough double around six n per kilowatt Hours that's why everyone and the mother With at least CCS Port they come here And they charge there was also another Non Tesla on the other side see yeah let
Me see this so that's why these guys They don't charge at recharge the Charger Tesla Supercharger is Dead um but yeah so Um interesting we will see what Tesla Say to this uh and if they we should Test event EV in I don't know couple of Weeks months and see and you guys should Also test by the way uh to see if you Get the same result as me you need to Have some kind of OBD tool or something And you will see a difference in a V2 Supposedly uh and now I tested in mea I Tested here in the in the ID bus and I Get the same result the same diff here Whatever uh so um eventually Tesla might Change this and we will see what they do Are they going to apply the the the lo You have to pay for the losses in the V3 Or V4 also was that a glitch that they Forget to think about maybe uh my theory Is that they they implemented the loss Uh pay for the losses in the V2 but they Forgot to implement it on V3 and V4 or They might remove it Because to be honest I think they should Just raise the price by 5% and then Remove this thing because it is Misleading and confusing because when You look at the app you think oh yeah I'm charging at 146 KW no you're Charging at 133 KW and by the way uh What about the car what is the car Reporting well guess
What no that's kilowatt hour per Hour uh I've got you have to go here you Have to go here what is the car Reporting 134 KW 134 134 146 which one do you trust do you trust The car screen the BMS Or [Laughter] Tesla oh okay Anyway uh interesting Discovery so let Me know what you guys think about this Huh that's going to be for now I hope You guys enjoy this video as always Thank you for watching and talk to you Later
Electric City Vehicles (EVs) Power the Power Grid
Electric City Vehicles
Aside from their green appeal, EVs are two to six times more efficient than traditional cars when it comes to using energy from the power grid. The US consumed 4,130 billion kWh of electricity in 2019 and, based on estimates, would need to produce 20-50% more if all vehicles were EVs.
EVs are lighter, require less maintenance, and offer lower fuel costs than gasoline-powered vehicles. These advantages allow for a smooth, quiet, and comfortable ride, as well as instant, powerful acceleration. EVs are also capable of regenerating braking energy and putting it back into the battery when needed.
In the urban driving environment, EVs such as the Renault ZOE are ideal. They’re small, easy to maneuver in traffic, and come with a host of convenience features, including a rear parking camera and an automated system that steers the car into bay and parallel spaces. Another option is the Volkswagen ID.3, which delivers a similar experience with plenty of usable real-world range, a sleek design, and comfort and safety technologies such as a standard 10-inch infotainment display, city emergency braking, and fast charging.
However, the transition to EVs is not without its challenges. For one, consumers will have to be prepared for the extra time required to charge their vehicles at home or work vs. the less than five minutes it takes today to fill up at a gas station. Dealers will need to educate potential buyers on the importance of having access to a Level 1 charger and how to install a more advanced 240-volt home charging station (Level 2 or higher). They’ll also need to help their customers plan for the time it will take to travel long distances with an EV, especially since not all recharging stations offer the same level of service.
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