Thank you to you and your company for making these videos to help others in the transition. On the charging timing, it might be good for trucks to be able to lower DC charging rates to ensure you can fully utilise rest time and not have to block a charger (currently afaik only possible on AC not DC). On Tritium/Ionity chargers this was an Australian company that expanded globally, listed on NASDAQ, then went insolvent and was bought by an Indian company. Time will tell how well they support the historic chargers. What is clear to me is that with the slowe charging rates (vav petrol/Diesel) a lot more opportunities will be needed, whether at delivery points or rest points (but also requiring relatively simple infrastructure)
Especially in situations where the logistics plan involves warehouse stops, the energy potential of the warehouse rooftops is enormous. In that case, energy storage as an investment makes sense - especially if legislation allows commercial premises to retail their solar energy to other motorists, which would offer an additional revenue stream
There is so much solar potential on all the massive warehouses there are around Europe. They all should have solar but no let's build solar on farm land instead. Unfortunately it will take legislation to force the builders of the warehouses to put solar and batteries on new builds.
@monkeysausageclub totally. Once that roof real estate can be legislated as revenue-earning, you'll have corporate interest. In lower latitudes, solar cover has a passive cooling benefit, so it's already a passive earner.
Thanks for all your videos, my wife and I find them really informative and very interesting indeed, we hope you and all your loved ones have a great Christmas and a happy 2025.
He founded a company on distributed charging for many EVs at home or at companies before he switched to the Electric Trucker life. Essential to report authentically on this topic.😊
Shout out to Nanni Janssen, what a cool company. How about an interview with management or the owners. Lets see the financial side compared to fossil trucks.
Really enjoyed this buddy 😊 Your explanation is the best ever 👍🏻 These videos will surely help people choose electric vehicles well done 👏🏻 Love your English German translation 🤣 UK truck driver 🏴
Wishing you, your family and your wee dog a peaceful and work free Christmas and all the best for 2025. Keep up the fascinating videos - I’m an EV owner (Mini Countryman S E 64kWh after 3 years with a Mini Cooper S E 28kWh) and while I rarely charge out in the wild as I have a home charger on 7p/kW at night and a car with 250 miles range. Maybe one day you should arrange a visit to the big container port at Hamburg to see their electric remote controlled driverless trailers that operate on the quayside under the gantry cranes or see if you can get a visit to the Maersk Terminal at Maasvalkte Rotterdam where they too run electric remotely controlled driverless transporters in the terminal.
He has another channel called "Elektrotrucker". There you can hear his original german voice and also activate englisch subtitles. youtube.com/@elektrotrucker
20:00 Armature!! would never happened to a pro elite master driver like myself! I'd do it the right way and rip the entire wall off while blasting some EDM at full volume and speed of like nothing happened! like a professional 😂
The German version you get at the end of the current week. He started with English only some time later. Maybe Tobias can catch up a bit now that his truck is on a well deserved holiday break.
In my second week with a HGV I took the side off a Vauxhall Zafira ( no one hurt ) so clipping a wall is minor . Love your approach to the work and using the tech. It's refreshing.
Regarding 50kW chargers.. Kempower sells movable 40kW fast chargers with from 200V to 920V support, and can charge two vehicles at the same time. Several years ago the moveable charger also supported permeant installation. This could be a solution for some power limited small depot.
We already discussed that under the German video, there is also a High-Voltage version of ABB Terra (The "Triple-Charger"). Or there is Alpitronic's HYC 50 (which can also do 2x25kW, but that might be a bit low for a truck).
@@Jonas-fs8nz "ABB Terra (The "Triple-Charger")" ABB Terra 54 (= "tripple charger") got updated serval years ago (ABB Terra 54HV). Supports from 150V to 920V. I do not see a use case for bying a new Terra 54HV today. The 50kW that I have seen being installed in 2024 have all been destination fast chargers that supports wall mounting and two cars. They are now currently installing Terra 54 as destination chargers 5km from my home, but it is reuse of existing equipment. A good solution for reuse of equipment. qoute: "Or there is Alpitronic's HYC 50 (which can also do 2x25kW, but that might be a bit low for a truck)." Yes, 20-50kW is now destination chargers for cars. And is a good way to free up capacity on higher power chargers. The Alpitronic's HYC 50 closest to me (12 of them on one site, installed 2024) has one charger (with CSS/CHAdeMO) per parking spot. A Kempower satellitt system would be better solution for truck overnight charging if you have a power budget of 50kW per stall.
I still think it's better to put a battery and some motors in the trailer. That will replace some of the weight of the semi into the trailer, the trailer will become a range extender, the trailer can contain some solar panels, the trailer can charge the semi, while driving! The trailer can park more easy, because the semi doesn't have to be attached, you can leave a smaller trailer behind charging, while the rest of the semi can still carry on driving, so you can pick up the trailer later on. It's a range extender and a fuel saver for any semi, including the diesel ones. Even if the battery is empty, you can still keep driving with a diesel, the benefits are countless. *When it's in a dock, the charging should be easy, the charger can just be attached to the dock.
Thanks for that voltage explanation. I didn't know how that worked but your expectations and that graph made it easy to understand. By the way wouldn't it be cool with a little automatic drone that could direct feed a vid to your cabin when maneuvering.
19:47 - no worries, trust me when I tell you that's just a "baby scratch" and scrapes and scratches are just an INTEGRAL PART of the overall RUNNING COSTS of operating a large fleet of vehicles, in other words "it's in the budget" ($$). therein what a Commercial Driver simply has to keep in mind is, in stark contrast to the Merc or "Bey Oom Vey" they drove in to work that day (to which they usually have a personal attachment and feelings to) these are WORKING VEHICLES. okay so when the day comes that you manage to make contact with a bollard in the middle of a wide open parking lot, and TEAR OUT THE BOGIES from underneath the Trailer (as seen in that viral video) okay that's when you have to worry. 😉
18:00 Renault Zoe Q210 and Q90 could charge at 63A 3 phase 400V, which is about 43kW, over type 2 socket. System used coils and MOSFET for drive motor as buck/boost converter during charging. So 400V or 800V DC architecture does not matter. All you need to change to charge the truck is 63A red outlet, which is very common on industrial sites and charging station. EVSE side can be even integrated into the truck. In 8 hours, truck can add over 300kWh of charge. For charging the truck during rest periods this is more than enough, you will not need to move the truck after it is charged, the truck can be fed via 5x10mm cable that can be over the road and run over by other trucks with no damage (or laid in cheap conduit).
Parking and sleeping spots are always an issue, even when you are not in a tuck. Most of the time, I am happy sleeping in the back of my vehicle, but some frown on that. I don't want any of your services other than a place to safely stop. When charging for such a long time it is just wiggle room if it is not a minimum spec, but most times you don't need the fastest need to charge now. Yes... 'Don't be a Zero Hero'. So many think they can push it to the next stop, but on that odd occasion, you can't; you slow everything down, and with diesel getting air in the lines, you are stuck even longer. Lots of teething pains as standards come and go... Trust is a hard thing to get back when lost, some would have said nothing and played it off/hidden it... or carry a can of spray paint with them.
That Zero Hero mention, don't watch Out of Spec Reviews then with Kyle Connor as that is his total mantra arrive with either 0% or close to 0% to get max charge rate. Giving other drivers the experience with your EV truck is one of the best ways to get people across the line plus if you have fuel and maintenance cost savings is another good way. If they save say 1,000 Euro each month on fuel costs alone is a big incentive it's just a matter of understanding charging and efficiency and hopefully a GoM that is accurate.
Waiting for the price to drop while you have to rest is not time well spent. This makes only sense if the range of the electric truck is enough for one working day.
800 V is the way to go because you have cheap or daft companies installing EV chargers that are rate limited by the cables. You can also reduce cable thickness or keep the thickness the same and use the extra space for oil cooling.
800V allows smaller wires in the trucks and cars. for 1 or 2 vehicles it dose not make much difference but the extra copper per vehicle cuts into there profit. Anytime they can make something less expensive without loosing any quality it is a no brainer.
That is true except the cost of the copper is not the most expensive component in the battery architecture. 800V battery packs are generally more expensive to manufacture than 400V battery packs because the higher voltage requires specialized components and interlinks which are far more expensive then the copper savings. If this wasnt the case you would be seeing much more 800 v but so far that is prevalent only in expensive cars like the Porche Taycan and Lucid. With time the cost of electrical components may come down and the copper savings will become more relevant but we are not there yet.
Advantages and disadvantages. Notably only Tesla's largest Cybertruck is 800V (and full 48V architecture). That's probably a crossover point but still waiting for infrastructure to catch-up
don't forget everybody that the EGMP platform built by the Hyundai Megacorp (while not necessarily "cheap") is effectively a MASS MARKET, LOW COST, 800V architecture, and their cars are EVERYWHERE (at least here in 'Murica) in the form of numerous Hyundai, Kia, and Genesis models, ref: Ioniq5, Ioniq6, Ioniq9, EV6, EV9, GV60, GV70-e, GV90-e, etc. as the Brits say the South Koreans have effectively "stolen a march" on the entire Auto Industry (yes including the Elon Corp).
@ Your exception to the rule actually proves my point. Except for the most expensive models which are true 800v models, for the sake of cost savings many of the cars on that list are “only” 500-600V. They are classified as “800V” class because as was explained in the video the two generally accepted architecture classes are 400 V and 800V and a 560V EGMP couldnt be considered a 400V car even though its closer to 400V then 800V cause 400V class chargers would not be able to charge it so they are classified as high voltage 800V. But the point is that even in the 800V there are ranges of voltage for the sake of cost savings from the barely 500V vehicles to the true 700-800V cars then the very high end 900V+ vehicles like Lucid.
2:29 Having screens and card readers on all stalls is a bad move from the EU, it will just make charge points more expansive and less reliable (breakdown, vandalism, etc.). If the EU wanted to enforce something good for EU adoption it should have been plug & charge.
I tend to agree... Simpler less complex stations (ergo Tesla) just work. Its not that hard to sign up for an account or push intercompatability at a small fee
Plug and charge isn't optimal because it relies on roaming and that is currently the wild west. There are multiple companies in the roaming chain and they all want to earn money. The charging station operator might get 35 cents per kwh, but you are billed 80 cents from your charge card provider, because the roaming operators in the billing chain are grabbing into your wallet. We either need regulation on roaming, just like it happend for visa/mastercard and cell phone providers, or we use the passthrough system Germany introduces for megawatt charging for trucks. Basically you sign an energy supplier contract, just like for your household electricity, which then provides the electricity to the charger you use. You then just pay the charge point operator a usage fee of a few cents for ac or maybe 15 cents for dc fast charging per kwh plus the electricity costs through your supplier with monthly bills.
@@mark123655 Disagree totally, one app, fine, but needing to manage five different apps is just a mess. It's absolutely better with contactless readers on the chargers. It's bad enough for me currently where I need to have a special card to even work the chargers I use.
I don t think its a bad move. Having card reader and a screen that shows how much you pay is good for the average consumers. Todays society is already full of with automat machines with screen and card readers. Also many of the DC charging infrastructure are far from city centers.
Just discovered your channel and I like it. Already learned some things and you have great ideas for what needs to change. i am the same way. Giving feedback to companies and municipalities. I liked your reference to Nylands channel which Ive followed for years. I must say though. It is not only ultimately about saving money. It has also to do with not having to build too much redundance in the grid with power producing plants just because people are lazy. We need to use our resources efficiently. Otherwise we get unnessecary climate inpact from that. Question. How come all the voice over? And how do you do it? At first I thought you used the same solution as the guy in Blacktail channel where you can choose multiple voice languages made in his voice with AI.
Are you able to preconditioning the battery for charging? At least in Tesla vehicles, if you set a supercharger as destination it will preheat the battery for charging performance. Og you can use S3XY app/commander to do the preheating if another charger is used. On the other side, if you are pulling a heavy load, battery temperature may not be any issue? Our model 3 likes to have around 50°C for maximum charging speed (and low SOC)
"The truck is down to 60% because of all the slow city driving" Do trucks flip the efficiency ratio back to highway being better? For cars, slow city driving is more efficient in an EV, because the motors are more efficient at low speed, and there's so much regen braking. But I do imagine that trucks having SO MUCH weight to bring up to speed, then down again, then up to speed again can flip that back to how it was with gas again.
If you talk to the regulator for clarification, you risk getting the answer you don’t want. Sometimes it is better to leave uncertainty so you have a defence that you didn’t know. Let sleeping dogs lie.
Within a few years you don't have to worry about range anymore . There will be solid state batteries and other chemistries that will double your range. No worries.. These European speed limits are the pits. Sooo slow and boring. Safer for sure. If you have ever seen the TV show "highway from hell" you know that 80km is not that bad. greetings from Canada.
I think the problem should be solved technologically, not legally. German government suggests to separate the power modules from the dispensers (like it is done at most Ionity and Tesla). Then one can build relatively cheap dispensers, which would be too much for all trucks with full power. Over the day, few dispensers can provide high power for the day-breaks. Over the night, they can do load-management and slowly or sequentially charge the trucks. Then many trucks charge with low power. And can stay at the charger over night.
10:45 It truly is amazing. Every single issue mentioned would be solved if batteries were swapped in 3-4 minutes. From grid demand fees to pack voltage to driver rest to EV trucks purchase price difference from combustion trucks.
Battery swapping for trucks won't happen. 1. The truck oems won't standardize their batteries, because batteries are a big part of their revenue. 2. Producing a second battery pack for trucks to put them into swapping stations increases the total production costs by around 50%. OEMs want to reduce the cost of electric trucks not increase them.
Definitely look forward to watching these on my Sunday mornings.
It's a nice break from the doom and gloom and hatred of US media.
Why would you waste one iota of your time on broadcast news?
Thank you for sharing your enthusiasm for EV trucks!
thanks for 800v and 400v car architecture explanation, you are the best
American here, interested in EVs. Love what you're doing, you explain things very well and I love what you're doing to help the infrastructure.
Wow your level of understanding is incredible.
Thank you to you and your company for making these videos to help others in the transition.
On the charging timing, it might be good for trucks to be able to lower DC charging rates to ensure you can fully utilise rest time and not have to block a charger (currently afaik only possible on AC not DC).
On Tritium/Ionity chargers this was an Australian company that expanded globally, listed on NASDAQ, then went insolvent and was bought by an Indian company. Time will tell how well they support the historic chargers.
What is clear to me is that with the slowe charging rates (vav petrol/Diesel) a lot more opportunities will be needed, whether at delivery points or rest points (but also requiring relatively simple infrastructure)
Such a positive attitude, admirable.
Especially in situations where the logistics plan involves warehouse stops, the energy potential of the warehouse rooftops is enormous. In that case, energy storage as an investment makes sense - especially if legislation allows commercial premises to retail their solar energy to other motorists, which would offer an additional revenue stream
There is so much solar potential on all the massive warehouses there are around Europe. They all should have solar but no let's build solar on farm land instead.
Unfortunately it will take legislation to force the builders of the warehouses to put solar and batteries on new builds.
@monkeysausageclub totally. Once that roof real estate can be legislated as revenue-earning, you'll have corporate interest. In lower latitudes, solar cover has a passive cooling benefit, so it's already a passive earner.
@@danshillabeer9523 maybe building owners could monetise the roof by leasing it to power companies which might speed up the uptake of EVs?
@@monkeysausageclub yeah we definitely need even more overpriced buildings so we can crash whole economy... lol stupidty
Thanks for all your videos, my wife and I find them really informative and very interesting indeed, we hope you and all your loved ones have a great Christmas and a happy 2025.
Another great video. I laughed at the diesel joke 😂
diesel trucks catch fire more than electric ones too.
This was inspirational. Thank you for doing this.
Great report. Well done you are just the type of employee that employers want.
He founded a company on distributed charging for many EVs at home or at companies before he switched to the Electric Trucker life. Essential to report authentically on this topic.😊
Shout out to Nanni Janssen, what a cool company. How about an interview with management or the owners. Lets see the financial side compared to fossil trucks.
It's so well spoken and detailed , love it.
Really enjoyed this buddy 😊 Your explanation is the best ever 👍🏻 These videos will surely help people choose electric vehicles well done 👏🏻 Love your English German translation 🤣 UK truck driver 🏴
Wishing you, your family and your wee dog a peaceful and work free Christmas and all the best for 2025. Keep up the fascinating videos - I’m an EV owner (Mini Countryman S E 64kWh after 3 years with a Mini Cooper S E 28kWh) and while I rarely charge out in the wild as I have a home charger on 7p/kW at night and a car with 250 miles range. Maybe one day you should arrange a visit to the big container port at Hamburg to see their electric remote controlled driverless trailers that operate on the quayside under the gantry cranes or see if you can get a visit to the Maersk Terminal at Maasvalkte Rotterdam where they too run electric remotely controlled driverless transporters in the terminal.
I like to hear the German language with English undertitle.You have a good job which you enjoy.
He has another channel called "Elektrotrucker". There you can hear his original german voice and also activate englisch subtitles. youtube.com/@elektrotrucker
I really like watching your struggles! It's a form of catharsis!
That VOLVO FL truck looks attractive!
Haha, "Why you need to fill up? I thought you had so much more range?" Here, have a like!
You thought that means never charging?
Not sure if being that confused or having that weak of a sense of humor is worse.
@@ericmaclaurin8525bro did not watch the video
Oh my, you are so right. 🤦♂️
@@ericmaclaurin8525 Haha, you know what citation marks mean?
Try first rewatching the video. :)
Have a good one!
Channel-Supporting-Posting 🖐
20:00 Armature!! would never happened to a pro elite master driver like myself! I'd do it the right way and rip the entire wall off while blasting some EDM at full volume and speed of like nothing happened! like a professional 😂
Thought this was filmed earlier in the year, it was still light at 8pm 🤭
Then you said about a summer party 🥳🎉
Hope you had fun 🍻🍻
The German version you get at the end of the current week. He started with English only some time later. Maybe Tobias can catch up a bit now that his truck is on a well deserved holiday break.
In my second week with a HGV I took the side off a Vauxhall Zafira ( no one hurt ) so clipping a wall is minor . Love your approach to the work and using the tech. It's refreshing.
Great video!
Regarding 50kW chargers..
Kempower sells movable 40kW fast chargers with from 200V to 920V support, and can charge two vehicles at the same time.
Several years ago the moveable charger also supported permeant installation.
This could be a solution for some power limited small depot.
We already discussed that under the German video, there is also a High-Voltage version of ABB Terra (The "Triple-Charger").
Or there is Alpitronic's HYC 50 (which can also do 2x25kW, but that might be a bit low for a truck).
@@Jonas-fs8nz "ABB Terra (The "Triple-Charger")"
ABB Terra 54 (= "tripple charger") got updated serval years ago (ABB Terra 54HV). Supports from 150V to 920V. I do not see a use case for bying a new Terra 54HV today.
The 50kW that I have seen being installed in 2024 have all been destination fast chargers that supports wall mounting and two cars.
They are now currently installing Terra 54 as destination chargers 5km from my home, but it is reuse of existing equipment. A good solution for reuse of equipment.
qoute: "Or there is Alpitronic's HYC 50 (which can also do 2x25kW, but that might be a bit low for a truck)."
Yes, 20-50kW is now destination chargers for cars. And is a good way to free up capacity on higher power chargers.
The Alpitronic's HYC 50 closest to me (12 of them on one site, installed 2024) has one charger (with CSS/CHAdeMO) per parking spot.
A Kempower satellitt system would be better solution for truck overnight charging if you have a power budget of 50kW per stall.
Would love to see a little more about your sleeping situation.
I liked the zuckerberg joke 😀
It seems to make sense for the charging management system to know where each truck is and when it is needed next.
Tx again. Love your videos. Tx for technical stuff.
I still think it's better to put a battery and some motors in the trailer.
That will replace some of the weight of the semi into the trailer, the trailer will become a range extender, the trailer can contain some solar panels, the trailer can charge the semi, while driving! The trailer can park more easy, because the semi doesn't have to be attached, you can leave a smaller trailer behind charging, while the rest of the semi can still carry on driving, so you can pick up the trailer later on. It's a range extender and a fuel saver for any semi, including the diesel ones.
Even if the battery is empty, you can still keep driving with a diesel, the benefits are countless.
*When it's in a dock, the charging should be easy, the charger can just be attached to the dock.
Thanks for that voltage explanation. I didn't know how that worked but your expectations and that graph made it easy to understand.
By the way wouldn't it be cool with a little automatic drone that could direct feed a vid to your cabin when maneuvering.
19:47 - no worries, trust me when I tell you that's just a "baby scratch" and scrapes and scratches are just an INTEGRAL PART of the overall RUNNING COSTS of operating a large fleet of vehicles, in other words "it's in the budget" ($$). therein what a Commercial Driver simply has to keep in mind is, in stark contrast to the Merc or "Bey Oom Vey" they drove in to work that day (to which they usually have a personal attachment and feelings to) these are WORKING VEHICLES. okay so when the day comes that you manage to make contact with a bollard in the middle of a wide open parking lot, and TEAR OUT THE BOGIES from underneath the Trailer (as seen in that viral video) okay that's when you have to worry. 😉
18:00
Renault Zoe Q210 and Q90 could charge at 63A 3 phase 400V, which is about 43kW, over type 2 socket.
System used coils and MOSFET for drive motor as buck/boost converter during charging. So 400V or 800V DC architecture does not matter.
All you need to change to charge the truck is 63A red outlet, which is very common on industrial sites and charging station. EVSE side can be even integrated into the truck. In 8 hours, truck can add over 300kWh of charge.
For charging the truck during rest periods this is more than enough, you will not need to move the truck after it is charged, the truck can be fed via 5x10mm cable that can be over the road and run over by other trucks with no damage (or laid in cheap conduit).
Parking and sleeping spots are always an issue, even when you are not in a tuck. Most of the time, I am happy sleeping in the back of my vehicle, but some frown on that. I don't want any of your services other than a place to safely stop.
When charging for such a long time it is just wiggle room if it is not a minimum spec, but most times you don't need the fastest need to charge now.
Yes... 'Don't be a Zero Hero'. So many think they can push it to the next stop, but on that odd occasion, you can't; you slow everything down, and with diesel getting air in the lines, you are stuck even longer.
Lots of teething pains as standards come and go...
Trust is a hard thing to get back when lost, some would have said nothing and played it off/hidden it... or carry a can of spray paint with them.
Knowing the German edition, the wall painting at 24:26 didn‘t last long 🤫🫣
That Zero Hero mention, don't watch Out of Spec Reviews then with Kyle Connor as that is his total mantra arrive with either 0% or close to 0% to get max charge rate. Giving other drivers the experience with your EV truck is one of the best ways to get people across the line plus if you have fuel and maintenance cost savings is another good way. If they save say 1,000 Euro each month on fuel costs alone is a big incentive it's just a matter of understanding charging and efficiency and hopefully a GoM that is accurate.
I am sure that if someone can manage energy logistics then it is the logistic companies 🤔🥳
I would say that own charging is way cheaper than public charging :) Still the same, but the meaning is different
We need the price of electricity at charging stations to vary according to the load on the grid. People will adjust their power use accordingly.
Waiting for the price to drop while you have to rest is not time well spent. This makes only sense if the range of the electric truck is enough for one working day.
800 V is the way to go because you have cheap or daft companies installing EV chargers that are rate limited by the cables. You can also reduce cable thickness or keep the thickness the same and use the extra space for oil cooling.
1:02 people in the us need to understand this too. Although, i am guilty of the first time i saw this, i wasn't happy.
a daily rest can be held over 2 periods if the first period is atleast 3hrs and the second period is atleast 9 hours
800V allows smaller wires in the trucks and cars. for 1 or 2 vehicles it dose not make much difference but the extra copper per vehicle cuts into there profit. Anytime they can make something less expensive without loosing any quality it is a no brainer.
That is true except the cost of the copper is not the most expensive component in the battery architecture. 800V battery packs are generally more expensive to manufacture than 400V battery packs because the higher voltage requires specialized components and interlinks which are far more expensive then the copper savings. If this wasnt the case you would be seeing much more 800 v but so far that is prevalent only in expensive cars like the Porche Taycan and Lucid. With time the cost of electrical components may come down and the copper savings will become more relevant but we are not there yet.
Advantages and disadvantages. Notably only Tesla's largest Cybertruck is 800V (and full 48V architecture). That's probably a crossover point but still waiting for infrastructure to catch-up
@@mark123655 not realy its 2x 400v and a 3rd that can be added if wanted
don't forget everybody that the EGMP platform built by the Hyundai Megacorp (while not necessarily "cheap") is effectively a MASS MARKET, LOW COST, 800V architecture, and their cars are EVERYWHERE (at least here in 'Murica) in the form of numerous Hyundai, Kia, and Genesis models, ref: Ioniq5, Ioniq6, Ioniq9, EV6, EV9, GV60, GV70-e, GV90-e, etc. as the Brits say the South Koreans have effectively "stolen a march" on the entire Auto Industry (yes including the Elon Corp).
@ Your exception to the rule actually proves my point. Except for the most expensive models which are true 800v models, for the sake of cost savings many of the cars on that list are “only” 500-600V. They are classified as “800V” class because as was explained in the video the two generally accepted architecture classes are 400 V and 800V and a 560V EGMP couldnt be considered a 400V car even though its closer to 400V then 800V cause 400V class chargers would not be able to charge it so they are classified as high voltage 800V. But the point is that even in the 800V there are ranges of voltage for the sake of cost savings from the barely 500V vehicles to the true 700-800V cars then the very high end 900V+ vehicles like Lucid.
1:44 “because of all of the slow city driving” - do EV trucks consume more per km/mile at slow speed than at high speed?
Cruising at lower speeds is less energy (to a point), but stopping/starting is more energy. Regen reduces this, but not entirely.
You must of filmed your videos a few months ago as it looks like spring or summer outside.
how do you find / choose your charging station? With an app like ChargeMap or so?
He has his own database and he is developing his own app for truck charging.
2:29 Having screens and card readers on all stalls is a bad move from the EU, it will just make charge points more expansive and less reliable (breakdown, vandalism, etc.). If the EU wanted to enforce something good for EU adoption it should have been plug & charge.
I tend to agree... Simpler less complex stations (ergo Tesla) just work. Its not that hard to sign up for an account or push intercompatability at a small fee
Plug and charge isn't optimal because it relies on roaming and that is currently the wild west. There are multiple companies in the roaming chain and they all want to earn money. The charging station operator might get 35 cents per kwh, but you are billed 80 cents from your charge card provider, because the roaming operators in the billing chain are grabbing into your wallet. We either need regulation on roaming, just like it happend for visa/mastercard and cell phone providers, or we use the passthrough system Germany introduces for megawatt charging for trucks. Basically you sign an energy supplier contract, just like for your household electricity, which then provides the electricity to the charger you use. You then just pay the charge point operator a usage fee of a few cents for ac or maybe 15 cents for dc fast charging per kwh plus the electricity costs through your supplier with monthly bills.
@@mark123655 Disagree totally, one app, fine, but needing to manage five different apps is just a mess. It's absolutely better with contactless readers on the chargers. It's bad enough for me currently where I need to have a special card to even work the chargers I use.
I don t think its a bad move. Having card reader and a screen that shows how much you pay is good for the average consumers. Todays society is already full of with automat machines with screen and card readers. Also many of the DC charging infrastructure are far from city centers.
Just discovered your channel and I like it. Already learned some things and you have great ideas for what needs to change. i am the same way. Giving feedback to companies and municipalities. I liked your reference to Nylands channel which Ive followed for years.
I must say though. It is not only ultimately about saving money. It has also to do with not having to build too much redundance in the grid with power producing plants just because people are lazy.
We need to use our resources efficiently. Otherwise we get unnessecary climate inpact from that.
Question. How come all the voice over? And how do you do it?
At first I thought you used the same solution as the guy in Blacktail channel where you can choose multiple voice languages made in his voice with AI.
I really don't want to work in germany after watching this. Seems like regulatory madness.
Better than unregulated hellscapes...you never know when things will kill you in such countries!
Did you generate the voice?
This is a voiceover. The original is in German and was aired already some month's ago.
Are you able to preconditioning the battery for charging? At least in Tesla vehicles, if you set a supercharger as destination it will preheat the battery for charging performance. Og you can use S3XY app/commander to do the preheating if another charger is used.
On the other side, if you are pulling a heavy load, battery temperature may not be any issue? Our model 3 likes to have around 50°C for maximum charging speed (and low SOC)
"The truck is down to 60% because of all the slow city driving"
Do trucks flip the efficiency ratio back to highway being better? For cars, slow city driving is more efficient in an EV, because the motors are more efficient at low speed, and there's so much regen braking. But I do imagine that trucks having SO MUCH weight to bring up to speed, then down again, then up to speed again can flip that back to how it was with gas again.
If you talk to the regulator for clarification, you risk getting the answer you don’t want. Sometimes it is better to leave uncertainty so you have a defence that you didn’t know. Let sleeping dogs lie.
Within a few years you don't have to worry about range anymore . There will be solid state batteries and other chemistries that will double your range. No worries.. These European speed limits are the pits. Sooo slow and boring. Safer for sure. If you have ever seen the TV show "highway from hell" you know that 80km is not that bad. greetings from Canada.
EVs add stress to an already stressful job, they need to make allowances instead of hard and fast rules.
I think the problem should be solved technologically, not legally. German government suggests to separate the power modules from the dispensers (like it is done at most Ionity and Tesla). Then one can build relatively cheap dispensers, which would be too much for all trucks with full power.
Over the day, few dispensers can provide high power for the day-breaks.
Over the night, they can do load-management and slowly or sequentially charge the trucks. Then many trucks charge with low power. And can stay at the charger over night.
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youtube.com/@elektrotrucker
Ja, er hat: Elektrotrucker
Ja hat er heißt Elektrotrucker
@@philbot01 @st-ex8506 Danke!
👀👍
well a few years from now 800V-1000V will dominate, Others will go away
7:29 battery swapping trucks and stations would sure solve a lot of these logistics problems
10:45 It truly is amazing. Every single issue mentioned would be solved if batteries were swapped in 3-4 minutes. From grid demand fees to pack voltage to driver rest to EV trucks purchase price difference from combustion trucks.
Battery swapping for trucks won't happen. 1. The truck oems won't standardize their batteries, because batteries are a big part of their revenue. 2. Producing a second battery pack for trucks to put them into swapping stations increases the total production costs by around 50%. OEMs want to reduce the cost of electric trucks not increase them.
Sounds like lot of unnecessary steps for same results as they have in US with cheap oil lol
Cheap oil that is wrecking our climate, thanks...
And it will get more and more expensive as more electric cars hit the road and our power generation don't keep up and infrastructures are not upgraded
pretty stiff and rigid rules