With my model 3 on an HYC 300 I can charge up to 190 kW but only 150 kW if sharing with another véhicule, whatever the power it use. So with this new charger I will have the max power with or without sharing 👍🏻 Alpitronic is the best 😮 Thanks for this test Felix 😊
Having been reading all the Plug and Charge specs I now know that the car and charger talk to each other over a HomeAV network set up between the two devices-just like that power line-LAN stuff you can set up at home. Which means that a lot of "handshaking" is the car, trying to set up a network connection, first to the charger, and then start with where they discuss batteries and what powers needed, as well as setting up billing from the car or as you have done. Which means, that people who are used to dealing with network errors should be able to understand -if the car manufacturers would actually provide a way for us to get at them
@@JohnGeorgeBauerBuis with an explosion in vehicle choices and charge operators I fear it'll get worse before better. But as a software developer I know we always get surprises when our applications are deployed in environments/configurations other than the ones we test in. We get the field those support calls, grab the logs from wherever we can, debug, workaround fix and add new tests to verify the fix. So I put a lot of effort into making all the logging and diagnostics useful. I don't see that here: where can we see the error logs in our own cars? How do I raise a bug report with the manufacturer "doesn't charge with Tesla gen 3" or "only gets 60kW from a 150 kW charger"? Without that-nobody is going to care enough to fix things.
E-tron GT has no tiny batteries 😉 Do you think this could be a case of coldgate driving only 100 km/h in netherlands and made worse by not continue charging at 250 kw due to sharing and therefore not getting the required heat into the battery? I like that in the Taycan you can check the temperature on display.
The owner was complaining and sounded like “a racer” and there’s not many flashes so 100kmh not very strictly enforced - plus it wasn’t a cold day so it surprised me. Really hard to judge without knowing what happened where he came from etc. But I know an owner who rarely hits great fast charging speeds so it’s definitely more wide spread “issue”..
Cool, I was starting to wonder if the HYC400 was just a fata Morgana. 😅 Do you know if it has smart reallocation of (internal) power modules? With the old HYC300 you had to restart a session to acquire the ones that became "free".
I live near the Alpitronic HQ, really impressing a small company like them was able to create the best chargers in Europe.
All I can say is Wow! Thanks Felix.
With my model 3 on an HYC 300 I can charge up to 190 kW but only 150 kW if sharing with another véhicule, whatever the power it use. So with this new charger I will have the max power with or without sharing 👍🏻
Alpitronic is the best 😮
Thanks for this test Felix 😊
Thanks for Germany demanding 200 kW each chargepoint for the Deutschlandnetz tender.
We in the UK still think 100 kW is a high end charger-there are whole regions where there aren't even those (the Welsh "electric desert")
@@SteveLoughran and the East Coast, it really is pathetic
So awesome! Can‘t wait to try this one out later this year (maybe in August) :D
Having been reading all the Plug and Charge specs I now know that the car and charger talk to each other over a HomeAV network set up between the two devices-just like that power line-LAN stuff you can set up at home. Which means that a lot of "handshaking" is the car, trying to set up a network connection, first to the charger, and then start with where they discuss batteries and what powers needed, as well as setting up billing from the car or as you have done. Which means, that people who are used to dealing with network errors should be able to understand -if the car manufacturers would actually provide a way for us to get at them
Indeed. Hopefully the makers will start testing this stuff more soon.
@@JohnGeorgeBauerBuis with an explosion in vehicle choices and charge operators I fear it'll get worse before better. But as a software developer I know we always get surprises when our applications are deployed in environments/configurations other than the ones we test in. We get the field those support calls, grab the logs from wherever we can, debug, workaround fix and add new tests to verify the fix. So I put a lot of effort into making all the logging and diagnostics useful. I don't see that here: where can we see the error logs in our own cars? How do I raise a bug report with the manufacturer "doesn't charge with Tesla gen 3" or "only gets 60kW from a 150 kW charger"? Without that-nobody is going to care enough to fix things.
This is fantastic!
Truth was spoken ⚡️
I am wondering, why did you park the other way around?
E-tron GT has no tiny batteries 😉
Do you think this could be a case of coldgate driving only 100 km/h in netherlands and made worse by not continue charging at 250 kw due to sharing and therefore not getting the required heat into the battery?
I like that in the Taycan you can check the temperature on display.
The owner was complaining and sounded like “a racer” and there’s not many flashes so 100kmh not very strictly enforced - plus it wasn’t a cold day so it surprised me. Really hard to judge without knowing what happened where he came from etc. But I know an owner who rarely hits great fast charging speeds so it’s definitely more wide spread “issue”..
Cool, I was starting to wonder if the HYC400 was just a fata Morgana. 😅
Do you know if it has smart reallocation of (internal) power modules? With the old HYC300 you had to restart a session to acquire the ones that became "free".
According to Alpitronic - it is dynamic = no need to unplug anymore
The output is limited to 500 amps. As the i7 is a 400v system (likely a bit lower depending on the soc), it can't reach 200kw.
Hopefully HYC400 for Germany soon.
No doubt about it! DACH special :>
500kw next?
Happening in China ..
😍
En uiteraard een Golf aan een HPC... Die rijders leren het ook nooit.