Luckypants

🤣

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.

MFG are claiming to have opened 19 new charging locations this month

Pics when done please 😉

Are the mudflaps specific to the Elroq or some generic ones? How do they look? Pictures would be appreciated.

Shamelessly stolen from Electric Cars forum Summary of new hubs:- 9x Sainsbury's Bamber Bridge, PR5 6BJ 16x MFG , Lobley Hill Road, Gateshead, NE11 0UH 20x Osprey Rainhill, L35 6NE 16x Osprey Garston, Watford, WD25 7JZ

Just one that I spotted today. Gridserve have expanded charging at Toddington services on the M1. There are now 6 new High Power charging bays northbound by installing 3 brand new chargers and an additional 12 new charging bays served by 6 new chargers at the Southbound services ! All of the chargers are 360kW-capable.

Really? How many ICE cars have an eight year engine/gearbox warranty? (EV battery/motor warranties are for the drive train) Once you are out of manufacturer's warranty period you are on your own. If the engine starts using loads of fuel at 7 years old after 70k miles its on the owner to fix that. Holding EVs to a higher standard is an unfair comparison. The battery warranty demonstrates to the customer the manufacturer has faith in the technology. What gives ICE owners confidence in a ten year old car is anecdotal evidence of similar cars working fine until 10 years (or longer). That anecdotal evidence is still building for EVs and the warranties help with that. There are now many examples of 200K+mile Teslas with good batteries, many older Leafs and Zoes with a high percentage of original range available. These are the cars that have been around long enough to 'test' if the long battery / motor warranties are needed. The oldest MEB platform cars are 2020 ID.3s with many reporting over 200K KM on European forums. I think it will take time for trust in older EVs to build up, but it will as more and more people buy second-hand EVs.

Well on the battery front, VW ones are warranted for 8 years or 100k miles to have greater than 70% of original capacity. My own ID.4 now has 50K miles in 4 years and by my rough calculation still has 73kWh capacity from the original 77kWh. (95%) I calculated that recently by trying to force a calibration / cell balance by running the battery low as possible (3% in my case), allowing to sit for 12 hours so the car 'sleeps', then full charge to 100% and leave plugged in for a few hours at 100%. I then started a cabin preheat which woke everything up and the battery started charging again even though showing as 100%. This 'extra' charge added an extra 3kWh (or 10 miles) to my full battery, although S0C display dropped to 99% and then 98% before climbing back up to 100%. Working from an assumed 8% charging losses on a nice day and allowing for the 30 minute cabin preheat gave me my capacity calculation. In this nice weather the car is claiming a full battery range of 290 miles. So a real world example of how the battery is faring that you can refer him to.

I quite like this guy, but he's a bit of a geek...

Videos like this remind me of why I love the West Coast. If only it wasn't so far away.

@Stonekeeper BTW the 12V socket in the boot can be made permanently live by moving the fuse just like most VAG cars if you need to run the cool-box while parked. I've done mine.