Luckypants

Ionity are starting to get more competitive but not near Tesla yet. Electroverse tends to skew my view a little as I get the IOG discount on Ionity. Just did a little checking, Tesla have 194 SC sites in UK, so 116 open to all means more than half are available for general use. They must be putting pressure on the other networks with their pricing. It'll be interesting to see what happens on Anglesey with regards pricing. The new SC site is 53p/kWh IIRC and the majority of other rapids on the island are 70+p/kWh. As its a small place, I wonder if the existing rapids will suffer reduced volumes due to the Tesla chargers being easy to get to? Will this force the council (majority of rapids provided by them) to reduce prices?

Tesla have opened more Supercharger sites in the past week. All open for non-Tesla. Anglesey (Gaerwen) 12, Swindon 16 and Faversham 16. Eurocentral in Glasgow has reopened with 18 stalls. There are now 116 SC sites open to all, making Tesla one of the largest and cheapest CPOs.

Tesla have officially reopened the Eurocentral supercharger, with 18 stalls.

This is one I'm not sure is warranted. The idea is to reduce congestion, which EVs do not do. The ULEZ charges are about reducing pollution, so reductions there are fair enough. It won't affect me, just expressing my opinion that it's not 'fair' EVs get a reduction when they are part of the congestion issue.

Much cheapness

I have no idea, but to those of us living here it seems grossly unfair given the amount of cheap renewable energy generated right on our doorstep. Thank you. It's not here to provide Birmingham and Liverpool with free water either, but that's the reality.

Thats a good consumption figure. I'd be ecstatic with 4.4m/kWh - my average is more like 4 and overall 3.8 April through September. Winter average is 3.4 m/kWh.

Actually that seems fair, given that Intelligent Octopus Go is a BETA product. No manufacturer will approve a BETA product to access their systems. As has been mentioned before, the problem with IOG not charging is often down to conflicting charging schedules being set manually by the owner in the car and/or charger. Clear any schedules from both and allow IOG to do it's thing. If you have a home location set up in the car, make sure to clear that too.

He doesn't seem anxious to me. 🙂 He knows what the car is capable of due to the miles he puts in. I've arrived home with less than 5% on several occasions but probably would not go as low as he does, just because I know I need 2-3% to make it up the hills to my house. Having a charger waiting at home is a very comforting thing.

🤣

Thanks @Bowdie , those look neat and like they belong on the car.

Maybe Skoda have not implemented that as a specific option in the app? My suggestion was based on the assumption that all MEB cars are basically the same.

Do you have the setting to maintain the 12v from HV set? In my ID.4 this is called Optimised Battery Use. Some people don't set it or even unset it as it 'affects range' but the effect is miniscule. Perhaps @domhnall will know what Skoda call the setting?

Instavolt still opening new sites

Things looking good for used sales of EVs

Looks like I mixed up my units.... corrected.

Most likely handled by the top buffer of the battery. My ID.4 has an 82kWh battery of which 77kWh is usable (net capacity). The remaining 5kWh is split into a top buffer to prevent over charging and bottom buffer to prevent complete discharge. ISTR its 2kWh for top buffer and 3kWh for bottom buffer on MEB cars.

That time I was part of a power out dis/rec test...... power off went well until two hours in when everything went dark! The diesel generators had not kicked in so when the UPS batteries were exhausted everything went off. We could see the generators from the Sys. Prog. office window, so added a step to the run-book to 'Look out the window to see if there is smoke from the generator exhaust' 😊 We tested our procedure for a cold start that day too.... Caused a lot of paperwork. Sorry will stay on topic now...

My entire career has been in mainframes and therefore datacentres. No loss of data in a disaster scenario was the goal of disaster recovery 30 years ago. Things have moved on considerably since then. Remaining operational is both a regulatory requirement and a matter of staying in business for financial institutions these days. Staff losing access to the system due to a gateway or VPN server going down will be part of 'graceful fallback', where non-essetial equipment is powered down to conserve backup power. Most essential staff will be connected via backed up access.

If you think anyone runs a datacentre without backup power you live in cloud cuckoo land. For financial institutions in the EU this is a minimal regulatory requirement. Non-bank ATMs might be out due to local power especially the kind located in shops but most will be working in branches with backup power. Comms will be powered by back-up power sources over private circuits. This stuff will be tested regularly for disaster scenarios (regulatory requirement) of which a major power cut is such a scenario.

Please feel free to ask further questions if it will help.

I'm assuming you are talking about a wall mounted home charger here. Any Type 2 wall mounted charger is compatible with the Elroq, it is the charging standard almost all manufacturers now use for AC charging. As to whether a particular charger is 'compatible' with an energy supplier, again all are electronically compatible and will work with regards to charging your car. The stumbling block can be when you want to use a clever tariff which controls when your car charges and your chosen charger does not talk to that supplier. This is fine normally as the car may be able to talk to the supplier. My advice would be to think about your tariff first to determine your preferred supplier and the tariff you'd like to be on. It is safe to assume the Elroq will work with all suppliers. See if the chosen tariff talks to the car or if it needs a specific charger(s) to work.

I believe this requirement is the stumbling block for V2H systems. Manual change over is not good enough for UK regulations. Although using the main switch would work to isolate from the grid, relying on a human to flick that over before connecting the car is not considered safe. This is why the only V2H charger available is so expensive, as I understand it.