Yes, 7 liters of Diesel equating to 70 kWh energy content did the same work as 15 kWh of electrical energy in this very test. The cycle contained lots of acceleration and deceleration making the process more inefficient. You can say a good car Diesel engine operates between 10 and 35% efficiency whereas 35% is only reached in a very limited scenario like towing a trailer uphill or something (high torque at medium speed). Fast highway driving with little load changes is a practical scenario where Diesel works best but still 3x worse than electric drive trains. Hybrids try to run the engine in high load scenarios and take advantage of regen. This can capture 25% energy in hilly or city driving. On highway driving the efficiency can reach 30% according to a Björn Nyland test (don't exactly remember which car he tested). Still any combustion engine relies on burning something, so it pollutes our lungs and in case of fossil fuels transfers more or less carbon from underground into the atmosphere.

Danke, willst du das Video of Englisch? Ich übersetze es eventuell

​I would love the English translation if not too much trouble!

nana, die Kunst des Weglassens ;) "zumindest dann nicht, wenn der Verbrenner mit Benzin oder Diesel betrieben werden kann". Eine recht gängige Meinung ist leider, dass das Verbot auch für den Bestand gilt. Entsprechend lässt sich Stimmung dagegen machen

Doch. Sogar nach 2035 kann man Verbrenner noch kauf, die vorher einmal zugelassen waren. Das bedeutet lediglich, dass ab dem Zeitpunkt keine neuen Verbrenner mehr produziert werden, weil man sie nicht mehr erst-zulassen kann.

@@BlueSplashNo1 Jup, danke für die Ergänzung 👍

Ja, allerdings handelt es sich dabei auch wieder größtenteils um thermische Energie, nicht um elektrische.

Things is the current doesn't flow for prolonged time in battery sizes typical for conversions. Peak current will be there for less than 10 minutes. With CHAdeMO I ran only 16mm² cables and these showed no signs of overheating damage despite using 100 kW CHAdeMO chargers @180A from time to time. The culprit for alarming overheating is usually bad crimps, dirty or scratched contact area and insufficient contact pressure/bolt torque

move to germany if you do not like the country you live in ...

Export it to germany, let a german dude do the conversion legally in germany and import it back ahaha Maybe ask a lawyer beforehand

@@_DSch Thats okay. But I don't know the legal requirements

Ja der Hochleistungskram taktet leider oft im hörbaren Bereich. Ist halt keine Handy-Ladegerät 😉

Ich dachte der Ton sei eine Fehlfunktion. Aber wenn das so by Design ist ... gibt es noch viel zu entwickeln. 🤗

@@unoxunox4086 Auf jeden Fall!

I tried to replicate VWs stock charge curve by collecting data e.g. form Björn Nyland videos. If you like to read code, see here: github.com/jsphuebner/stm32-car/blob/touran-meb/src/mebbms.cpp

just read @celeron55's comment. I think warming up of the drivetrain could also have had a significant impact

Fair point though I did just return from a 40 km trip. Like 30 minutes before the test

Yes, see 6:00

@@EngineersFear Ooops! Sorry...

Guter Punkt. Ich würde sagen die Anforderungen an die Messtechnik sind höher aber es würde trotzdem schneller gehen

Inflation and width of the tyre might be the most important Parameter in the Autobahn. Hard and narrow are better.

Another video coming ;)

May do that on a smaller test loop though

Oh cool, so that actually exists then. At least in vehicles and with synchronous motors I have only seen absolute feedback such as resolvers or sin/cos hall chips.

That's very good news! I rely on the voltage reported by the charger. Have the voltage measurement ready but never bothered to actually hook it up ;)

Great. Did you use pyPLC or something else as charger? Any chance to record a pcap?

That is a very good result, congrats. It would be amazing if Tesla just provided V2G or V2L for all of their new vehicles. If the Model Y is capable of V2G with a software update, I would definitely buy. I am glad they pushed the envelope with the best-of-breed technologies on the CyberTruck. We have NEM3 in California as of 2024 and PG&E will pay a high price for electricity at certain times of the month and specific hours. You need to know these hours and be able to feed back to the grid from your batteries to take advantage. It is all about capitalizing on this opportunity or getting screwed over by high electricity rates. I think this would be bring more value from your Tesla. I don't drive a high amount of miles and would benefit from V2G or V2L. Love to see the tech folks push the envelope.

@@ReddyToGo. yes pyPLC, sorry i didn't recorded pcap. i canged my setup to non bidi at the moment, and i don't have time to do it again at the moment. i only have some grafana graphs from the homestorage where i can see the power flow from the past.

Thank you. Yes, totally overcomplicated.

Let's turn it the other way around: Goal is to use the current model Y - and not only that. Not waiting that somebody will hopefully do something in the future.

@@ReddyToGo. That is obvious. For my user case Im looking forward for Tesla to implement it in the near future

The first gen made by Continental. The charging will likely not be reverse engineered, it's a separate box which needs more convoluted comms, presumably.

Will bring in snoop dog next time

Spelled Foccci (Fully OpenSource CCS Charging Interface) :)

Yes indeed. I have to find out which max rotor current Renault runs

Sagen wir mal NOCH nicht ;)

Mega Projekt respekt :-) Drücke die Daumen das es alles läuft ;-)

@@EngineersFear Hab ein Update vom openV2Gx gepusht. Wäre cool, wenn das nochmal jemand am Model Y testen könnte. Oder jemanden kennt in Bayern wo ich das mal testen könnte...

of course 😄 github.com/uhi22/pyPLC/

Thank you. I am gonna take a look at it. A video on how to get this code running on a raspi or similar would be great.

At least it should get it to the next step where it closes the port relays. Next question is, how long does it keep them closed when it doesn't detect charge current?

Answer: you can "extract" 5kWh from a Tesla before it closes the session with an error :)

​@@MastroGippoThat's not bad, how do you know that?

I did it

@@MastroGippo Great, did you need to apply physical voltage during precharge? Do you have a pcap or other log?

Yes a logical next step would be to pair this to a hybrid PV inverter or something

​​@@EngineersFearI was thinking the same thing, there are hybrid inverters that support these voltages

theoreticly you can pair it with a hybrid inverter. and very probably it would work but don’t forget that most hybrid inverters have no galvanic isolation and that could be a safety risk. Use a galvanic isolated bidirectional charge module instead. like this one to exchange energy from homestorage and car: BEC75025 or this one to directly go to AC: BEG1K075G

@@mizettelzettel I would expect there to be a DC/DC converter with isolation transformer between battery and grid - also to increase the input voltage range

@@EngineersFear true maybe you are right, i thought they don't do it due to efficency reasons like in the bigger industrial ones. (blueplanet SMA trumpf) and in most of the hybrid i have read inverters its mentioned in the datasheet that you cannot use multiple inverters on one battery. I was assuming its because they are not isolated. Ah but maybe its just because it doesn't work with the power limits of the battery. Ok then that would be really cool to have it directly on the inverter :D Would be interessting if someone can get the inveter to do the precharge phase for the model 3. otherwise we need some sort of isolated software adjustable high-voltage low-power supply that can do it.