Thank you very much for your effort, Mr. Lüning. Appreciate your view as a "hardcore" Tesla user in that regard. It's somehow refreshing to gain a different perspective on that topic. All the best on your journey. Chris
Das schlechte Englisch geht perfekt klar 🤗 Sie sind einer der wenigen RUclipsr, welcher seine Persönlichkeit auch in einer Fremdsprache beibehält bzw. beibehalten kann. Das gefällt! Oftmals hat man ja eine "andere" Persönlichkeit abseits seiner Muttersprache.
Would love you to pronounce "Porsche" the correct german way... this sounds so wrong and maybe foreign viewers could adapt the correct pronounciation :)
Thank you for the inspiration, thinking about using a lower Charge if I know, my stop will take more time (f.e. lunch with the kids). It's also provides a higher availability of the >150-HPC for other drivers.
Vielen Dank Herr Lüning für das sehr informative Video - wie von Ihnen gewohnt präsentieren Sie die wichtigen Fakten auf gut verständliche Weise-nur über den "logarithmischen" Abfall bei 10:50 und 12:10 bin ich im Zweifel - meinen Sie nicht eher einen exponentiellen Abfall nach exp(-t/tau)? Noch eine Nebensache: Sie hatten ja mal ein tolles Video über die Rolex Submariner gemacht, und jetzt tragen Sie eine Explorer II. Bin auch ein Fan dieser Uhr (gute Ablesbarkeit, unverwüstlich, Wasserdichtigkeit, Schnellverstellung), wäre schön, wenn Sie darüber auch ein Video machen würden.
Sry, here is the English version: Thank you Mr. Lüning for the very informative video - as usual you present the important facts in a highly pedagogic and easy to follow way - I only wonder about the "logarithmic" drop at 10:50 and 12:10 - doesn't that rather qualify as an exponential drop following exp(-t/tau)? Another side issue: you once made a phantastic video about the Rolex Submariner, and now you wear an Explorer II. I'm also a fan of this watch (good readability, indestructible, water resistance, quick adjustment), would be nice if you would also make a video about it.
Hallo Herr Lüning ! Mit Ihren "schlechten" Englischkenntissen haben sie aber mächtig tief gestapelt ! 😉 Ich persönlich hätte die EQS- Beiträge trotzdem gerne in Muttersprache gehört.
H.L. ist ein Vollblutgeschäftsmann. Er hofft wahrscheinlich, dass der neue Kanal weit mehr, als 172.000 Abos bekommt, weil Englisch auch die Petrosprache ist. Wenn es gut läuft, dann wird die Eigenwerbung für Alkohol gemacht, da weltweit gesoffen wird.
Thanks for the very informative video! My girlfriend just got a good point as she asked why the mbux isn't set to English language as well, as it can be seen in the background. Maybe helpful for the viewers outside buntland. Cheers
Hello Mr. Lüning, congratulations to the new channel. Not at least thanks to your videos, I'm now driving electrically since a year. I am very interested in the EQS because it could replace our family car (combustion SUV). Great first video. I'm very much looking forward to the next and your opinion on the spearhead of German electromobility. However, I have to criticise one point. The charging power of the Taycan is far better than you describe it. It holds >250kw up to 50% and falls below 100kw shortly before 90%. Preconditioned at Ionity. Best regards, M.M.
@@EQSelectric Nextmove was the first (afaik) to prove the charging curve originally provided by Porsche PR was indeed real: ruclips.net/video/dNUWcPlNls0/видео.htmlm26s This actually was 2 years ago.
@@EQSelectric Sure. And it will not charge with the full abilities until the battery has the right temperature. There is one more point I would like to make. Most people think the advantage of the 800V System is a high charging peak. That's nice but the real advantage is the charging capability over 50%. In real driving on long distances you can charge >60kw/h in 15min or 70kw/h in about 25min. Another advantage of the 800V System is that it is able to deliver the full power while driving down to 30% and most of the power down to 20%. Do you really need that? - No, but it's nice because the car behaves almost the same from 100% to 20%. The 800V System halves the stress in each battery cell compared to a 400v battery pack of the same capacity - please correct me if I'm wrong. Best regards, M.M.
@@m.m.286 Oh no. You're not right. 1. Please have a look at your units. kw/h is a change in power. Not a capacity. Please use kWh instead. Unless you use the right units, no expert will follow your thoughts. 2. And the voltage has no influence on charging speed. My EQS charges faster at higher SoCs than the 800V systems. It only depends on the chemistry of the cells and the recklessness of the engineers, how they stress the batteries. It does not matter, how high the overall voltage is. It only depends on the voltage applied to the single cell. Instead of putting all cells behind each other in a row and apply 800V on all, you may connect them in two parallel strings and apply 400V. As long as you look carefully at the voltage on the single cell, nothing will change. Only the current in the cable to the car an in the car from the connector to the batteries will be half as high.
Legacy OEMs usually leave a big unused battery buffer on the top end, so charging to 100% is more like charging the cells to 80-90%. This leads to a flat apparent charging curve, and a lot of unused capacity (which is paid for, but locked out for customers).
No. These times are long over. If they ever existed. Marketing needs every mile of WLTP range and kWh capacity, they can get. Therefore the car has a normal charging limit of 80% which you can increase to 100%.
@@EQSelectric How about researching the gross and net battery capacity of an EQS, before telling me I'm wrong? There is a lack of transparency on buffer sizes and customers enjoying flat charging curves should know that's done at the expense of using only 80 or 85% of usable capacity.
AutoData lists 120 kWh installed and 107.8 kWh usable. So probably bottom 5% and top 5% are locked. Ok, not as bad as initially assumed, but still not transparent.
@@RobertPuklin Sorry for the unexact answer. You got me on the wrong foot. Very often people tell me, that German car manufacturers do not use as much capacity as Tesla does. So that in the cars like the Mercedes EQS the cells are less stressed than in a Tesla. You are completely right, that Mercedes has the same block and overvoltage protection as others have.
As the EQS in Germany comes with 1 year free charging at IONITY, I'd of course only charge there if possible. After that whatever fits best to my trip. Another benefit is that EQS supports plug&charge, so no need to tap a charging card or start the session remotely via smartphone. Just like Teslas at Tesla Superchargers.
@@EQSelectric I'd say closed ecosystems like Tesla's have their clear advantages here. Plug & Charge is open for everyone and encrypted so it's a bit more complex than Tesla's approach plus the bureaucratic mess behind it to make it work for everyone. Just look at the CCS plug, there are still car manufacturers struggling to install a mechanically well fitting CCS socket in their car. From my experience for example Kia and Hyundai often have problems there so you have to push the CCS plug by hand into the socket until the charging session starts because it doesn't lock the connection before the session starts and the have liquid cooled cable might pull the plug out a bit, when the connection is not locked, which results in a failed session. With my eVito I just plug it in and the connection is locked right away, no need to wait for the charge session to start. To unlock you just press the button next to the socket, easy. Every EV should use that approach. Also handy for public charging, where it is not always clear how you can stop the session. If you have a stop button at the car's socket you just press it, session ended, cable unlocked, easy again.
@@EQSelectric Charge & Fuel still has 26 Cent per kWh (plus monthly fee) for Ionity and its member car brands, so it makes perfect sense to charge there as much as possible.
Thank you for this Video and your general comments about charging and charging speed. That's right, you don't always need the highest charging power. I use a 50kW charger to charge my car during a video conference lasting 60 minutes, when I was on business trip. Staggered prices for staggered charging power would already make sense. Travelling families also have longer stays at rest stops and do not necessarily need the highest charging power. Keep us updated on your experiences with the EQS in the daily use. Please also show the charging on your photovoltaik system and compare it to the Tesla. I am concerned about fluctuating charging power with a sun cloud mix on a typical spring day.
I already charge on my PV. There is no difference between a Tesla or an EQS. It only depends on the algorithm inside the wall box. I am always a little scared charging in those cloud sun mixes, because the high power switch inside the car acts a few dozen times a day. This will wear out the switch over the years. And replacing the switch may cost over 1,000.
Very interesting video. I hope the new channel will be a success like the other German-speaking ones. It is certainly better to stay in English in the comments.
What tires do you have on the car. in the first edition there are 21 inch 265s 19 inch 235s are significantly more economical (That should make > 40 km) I also read about level 3 autonomous driving on the internet. but it can't be ordered, can it?
Thanks for your channel. I will follow with interest, as I hope to get delivery of my (UK) 450+ in May 22. So it will be interesting to compare our experiences. You pose a question ‘which public charger would I use’ I plan wherever possible to charge it from my home. It depends on personal usage I guess. I am concerned about overusing high power chargers because of battery degradation. MB don’t appear to have any clauses that effect the battery warranty? Would be interested to hear views about this? Ie. After say 100k miles would the warranty be invalidated if the car had been constantly charged on a 350KW charger?
I am fall less critical in terms of fast charging. I learned that with Tesla. As soon as free charging at the ionity stations is over (1 year), I will also charge most often at home. The range will bring me just 10 times a year to a fast charger. This will do no real harm. And there is a switch in the software, that you can limit the chaging power to 100kW on fast chargers. And this is just the 1C value, to which the battery was designed and tested. (1C will empty the battery in 1 hour). If you are rushing the car, the amps will rise to 3C or even 5C in the AMG 53. Charging with max power 2C in the lower half of the capacity will do less harm than often rushing the car.
Dear Mr Lüning A really good made channel. I like as well as the Unterblog channel I follow, too. Data based, focused on the technical background and gives a good understanding. This I liked in your German channel, too. I am not willing to spend so much money on a car, MB or Tesla is not the question as I am driving less than 10 km p.a. However I have 25 kWp PV on my home, an E3DC with 18 kWh and a Wallbox "OpenWB" installed sind 1,5 yrs. But the electric car is still overpriced for me and I think I will wait 1 or yrs when prices come back to normal. Challenges for an e-car is trailer capability of min 1,2t as I have a small camper with pop up roof which has exactly 2m hight & 2m with. An other transport trailer with 1,35 t weight is not that critical as this trailer is used for short distances, only and I can load less. A bike carrier for the trailer hitch I use as well. I assume in 1-2 years there are much more e-cars available with more (battery)capability for cheaper prices and I am still using my 10 yrs old Opel Astra 140 hp with OEM LPG engine which allows to fill it up for 40€ for 450 - 500 km range. As soon as economic I will drive electric with my PV electricity. Bye and I am looking forward to next videos on this and UNTERBLOG channel.
Maybe you should add that Tesla doesn't charge extra between V2 or V3. I was suprised to charge with 200kW+ with my Model 3 near Leipzig for the first time.
u should try a 150kw charger. maybe the car can keep this charging speed a little longer, because of a lower temperature. hopefully timeloss is very short..
hallo Herr Lüning, Daimler hat es versäumt eine brauchbare Wärmepumpe einzubauen. Zudem ist die Verwendung von R1234yf eine sehr sehr schlechte Idee. In früheren S Klassen waren CO2 Klimaanlagen verbaut. Jetzt wird wieder gespart. Hier eine unabhägige Analyse zu der VW CO2 Wärmepumpe. ruclips.net/video/V1dvP_TyerY/видео.html Die Verwendung von R1234yf Tetrafluorpropen als Kältemittel ist aus der Zeit gefallen. Effizienz: R1234yf ist weit weniger effizient als Propan, die Anforderungen an den Kompressor und den Kältekreis sind bei Propan R290 geringer als bei R1234yf Gefährlichkeit: Die Zündtemperatur von R1234yf liegt an der Luft bei 405 Grad Celsius, die von Propan bei 455 Grad Celsius. Autogastanks als Kraftstofftanks mit einem Gemisch aus Propan/Butan sind erlaubt und enthalten etwa 150 mal so viel Gas wie ein Kältekreis im Auto. Propan verbrennt beinahe rückstandsfrei, R1234yf nicht. R1234yf kann mit Wasser regieren, dabei entsteht Flußsäure einem Giftgas im ersten Weltkrieg. R1234yf verursacht gesundheitsschädliche Kontaminationen wenn es in die Umwelt und in den Wasserkreislauf gelangt.
Please answer on English. You are completely right with the R123yf. But this is the result of the overregulation of the EU. I drive EVs with and without heat pumps (Tesla Model 3 & Y). Down to the freezing point you can heat the car with the waste heat of the motor. You typically use 20kW for driving and with a motor efficency of 90% you have 2kW waste energy. That is enough for the passengers with the insulating glass. Below the freezing point, the work figure of a heat pumps is very bad. And @ -10 °C (14 F) the efficiency of heat pumps (espacially in cars) goes down to 1:1,5. Those heat pumps deliver a basket full of problems in very cold weather and salted roads. They have to de-ice quite often and every advantage is gone. I am no fried of heat pumps in cars.
@@EQSelectric Hello Mr. Lüning, I prefer to write in German. The risk of Chinese spies training here and then supplying us with better and cheaper electric cars is somewhat lower. ;-) Die Verwendung von R1234yf Tetrafluorpropen als Kältemittel ist aus der Zeit gefallen. Effizienz: R1234yf ist weit weniger effizient als Propan, die zirkulierenden Volumenströme sind bei Propan R290 kleiner als bei R1234yf Gefährlichkeit: Die Zündtemperatur von R1234yf liegt an der Luft bei 405 Grad Celsius, die von Propan bei 455 Grad Celsius. Autogastanks als Kraftstofftanks mit einem Gemisch aus Propan/Butan sind erlaubt und enthalten etwa 150 mal so viel Gas wie ein Kältekreis im Auto. Propan verbrennt beinahe rückstandsfrei, R1234yf nicht. R1234yf kann mit Wasser regieren, dabei entsteht Flußsäure einem Giftgas im ersten Weltkrieg. R1234yf verursacht gesundheitsschädliche Kontaminationen wenn es in die Umwelt und in den Wasserkreislauf gelangt. Bereits in der Vergangenheit hat ein ähnlicher Stoff im Grundwasser zu massiven Gesundheitsschäden geführt, es handelte sich um Perfluoroctansäure in Gendorf. Der Aufbau mit einem kompakten Kältekreis und einer Anbindung an Wärmequellen und Wärmesenken über Solekreisläufe macht den Aufbau von Klimaanlagen und Wärmepumpen in Fahrzeugen sicherer, sowohl für R1234yf als auch für Propan. Es ist überflüssig und eine unnötige Gefahr wenn innerhalb von Fahrzeugkabinen Kältemittel führende Leitungen und Wärmetauscher eingebaut sind. Für den Einsatz als Wärmepumpe in Elektrofahrzeugen ist R1234yf, dem Propan deutlich unterlegen. Unter minus 10 Grad kann kaum noch Wärme erzeugt werden, bei Propan sind es etwa minus 25 Grad. Wir haben sowohl für Gebäude als auch Fahrzeuge überzeugende Lösungen - gegen den Widerstand von Honewell und Dupont. Schon vor 7 Jahren waren wir bei Daimler und haben es präsentiert, denen waren zuviele Pumpen drin und das Packaging zu groß. Dort waren aber nur Subalterne beteiligt und weil man dort spürbar Angst hatte sich nochmals die Finger zu verbrennen mit dem R1234yf haben wir die Veranstaltung abgebrochen und keine Details erklärt. Wir kommen bald mit einem ölfrei laufenden Kompressor - dann versuchen wir es mit einer kompletten Lösung.
@@EQSelectric Ab und zu was Deutsches hier ist auch nicht schlecht. Wer ist schon zweisprachig aufgewachsen und hat Englisch studiert. Bitte etwas Geduld mit den Wenigsprachlern.
@@scp3178 Only by people who don´t know it better. But that doesn´t make it more correct. I know two californian automotive jounalists who discussed this topic in depth in their show. Be sure, and you can see it here in the comments too, there are also enough people who know it. People who roll with their inner eyes if you talk like this.;-)
Thank you very much for your effort, Mr. Lüning.
Appreciate your view as a "hardcore" Tesla user in that regard.
It's somehow refreshing to gain a different perspective on that topic.
All the best on your journey.
Chris
Das schlechte Englisch geht perfekt klar 🤗
Sie sind einer der wenigen RUclipsr, welcher seine Persönlichkeit auch in einer Fremdsprache beibehält bzw. beibehalten kann. Das gefällt!
Oftmals hat man ja eine "andere" Persönlichkeit abseits seiner Muttersprache.
Would love you to pronounce "Porsche" the correct german way... this sounds so wrong and maybe foreign viewers could adapt the correct pronounciation :)
Ja, ich fände PorschE auch besser...Porsch klingt irgendwie anstößig...🙄😀
@@thomaslowe5996 vor allem sagen englisch sprachige mit ahnung auch porsche und nicht Porsch
Horst is going to be very influential on RUclips again 👍
Thank you for the inspiration, thinking about using a lower Charge if I know, my stop will take more time (f.e. lunch with the kids). It's also provides a higher availability of the >150-HPC for other drivers.
Nice video, i think this car is only the beginning of mercedes electrification. The EQXX shows whats possible in the future.
Vielen Dank Herr Lüning für das sehr informative Video - wie von Ihnen gewohnt präsentieren Sie die wichtigen Fakten auf gut verständliche Weise-nur über den "logarithmischen" Abfall bei 10:50 und 12:10 bin ich im Zweifel - meinen Sie nicht eher einen exponentiellen Abfall nach exp(-t/tau)? Noch eine Nebensache: Sie hatten ja mal ein tolles Video über die Rolex Submariner gemacht, und jetzt tragen Sie eine Explorer II. Bin auch ein Fan dieser Uhr (gute Ablesbarkeit, unverwüstlich, Wasserdichtigkeit, Schnellverstellung), wäre schön, wenn Sie darüber auch ein Video machen würden.
In English please. There are already plenty of English speaking viewers here.
Sry, here is the English version: Thank you Mr. Lüning for the very informative video - as usual you present the important facts in a highly pedagogic and easy to follow way - I only wonder about the "logarithmic" drop at 10:50 and 12:10 - doesn't that rather qualify as an exponential drop following exp(-t/tau)? Another side issue: you once made a phantastic video about the Rolex Submariner, and now you wear an Explorer II. I'm also a fan of this watch (good readability, indestructible, water resistance, quick adjustment), would be nice if you would also make a video about it.
Yes, you are perfectly right.
Great Video - I‘m looking forward for more videos about your EQS :-)
impressive Data … thanks for sharing !
herr Lüning, ihr englisch ist gar nicht so schlecht 👍👏🙂
8:31 I don't like there is a gap from 50-66% for the charging display in the video.
You may double check with the time elapsed on the multimedia screen in the upper right corner.
Hallo Herr Lüning !
Mit Ihren "schlechten" Englischkenntissen haben sie aber mächtig tief gestapelt ! 😉
Ich persönlich hätte die EQS- Beiträge trotzdem gerne in Muttersprache gehört.
H.L. ist ein Vollblutgeschäftsmann. Er hofft wahrscheinlich, dass der neue Kanal weit mehr, als 172.000 Abos bekommt, weil Englisch auch die Petrosprache ist.
Wenn es gut läuft, dann wird die Eigenwerbung für Alkohol gemacht, da weltweit gesoffen wird.
Please write your comments in English for all.
@@EQSelectric Einfach die deutschen Kommentare zensieren und löschen und Ihr wahres Gesicht zeigen.
@@thomaschristophfreudenberg3784 You're counted on ...
Thanks for the very informative video! My girlfriend just got a good point as she asked why the mbux isn't set to English language as well, as it can be seen in the background. Maybe helpful for the viewers outside buntland. Cheers
My wife drove the car before and I forgot to switch back the language.
Buntland😂😂
Very nice car and a informative video.
Hello Mr. Lüning,
congratulations to the new channel. Not at least thanks to your videos, I'm now driving electrically since a year. I am very interested in the EQS because it could replace our family car (combustion SUV). Great first video. I'm very much looking forward to the next and your opinion on the spearhead of German electromobility.
However, I have to criticise one point. The charging power of the Taycan is far better than you describe it. It holds >250kw up to 50% and falls below 100kw shortly before 90%. Preconditioned at Ionity.
Best regards, M.M.
True, it charges in 20m16s 4-80 % as tested by NAF (norwegian "ADAC").
Drops below 100 kW at 80 % (not 90 %).
I think they changed the charging curve since I saw it the first time.
@@EQSelectric Nextmove was the first (afaik) to prove the charging curve originally provided by Porsche PR was indeed real:
ruclips.net/video/dNUWcPlNls0/видео.htmlm26s
This actually was 2 years ago.
@@EQSelectric Sure. And it will not charge with the full abilities until the battery has the right temperature.
There is one more point I would like to make. Most people think the advantage of the 800V System is a high charging peak. That's nice but the real advantage is the charging capability over 50%. In real driving on long distances you can charge >60kw/h in 15min or 70kw/h in about 25min.
Another advantage of the 800V System is that it is able to deliver the full power while driving down to 30% and most of the power down to 20%. Do you really need that? - No, but it's nice because the car behaves almost the same from 100% to 20%.
The 800V System halves the stress in each battery cell compared to a 400v battery pack of the same capacity - please correct me if I'm wrong.
Best regards, M.M.
@@m.m.286 Oh no. You're not right.
1. Please have a look at your units. kw/h is a change in power. Not a capacity. Please use kWh instead. Unless you use the right units, no expert will follow your thoughts.
2. And the voltage has no influence on charging speed. My EQS charges faster at higher SoCs than the 800V systems. It only depends on the chemistry of the cells and the recklessness of the engineers, how they stress the batteries. It does not matter, how high the overall voltage is. It only depends on the voltage applied to the single cell. Instead of putting all cells behind each other in a row and apply 800V on all, you may connect them in two parallel strings and apply 400V. As long as you look carefully at the voltage on the single cell, nothing will change. Only the current in the cable to the car an in the car from the connector to the batteries will be half as high.
Legacy OEMs usually leave a big unused battery buffer on the top end, so charging to 100% is more like charging the cells to 80-90%.
This leads to a flat apparent charging curve, and a lot of unused capacity (which is paid for, but locked out for customers).
No. These times are long over. If they ever existed. Marketing needs every mile of WLTP range and kWh capacity, they can get. Therefore the car has a normal charging limit of 80% which you can increase to 100%.
@@EQSelectric
How about researching the gross and net battery capacity of an EQS, before telling me I'm wrong?
There is a lack of transparency on buffer sizes and customers enjoying flat charging curves should know that's done at the expense of using only 80 or 85% of usable capacity.
AutoData lists 120 kWh installed and 107.8 kWh usable. So probably bottom 5% and top 5% are locked.
Ok, not as bad as initially assumed, but still not transparent.
@@RobertPuklin Sorry for the unexact answer. You got me on the wrong foot. Very often people tell me, that German car manufacturers do not use as much capacity as Tesla does. So that in the cars like the Mercedes EQS the cells are less stressed than in a Tesla. You are completely right, that Mercedes has the same block and overvoltage protection as others have.
As the EQS in Germany comes with 1 year free charging at IONITY, I'd of course only charge there if possible. After that whatever fits best to my trip. Another benefit is that EQS supports plug&charge, so no need to tap a charging card or start the session remotely via smartphone. Just like Teslas at Tesla Superchargers.
You're right. The only difference is the time the ionity system needs to verify your car. It takes a lot longer.
@@EQSelectric I'd say closed ecosystems like Tesla's have their clear advantages here. Plug & Charge is open for everyone and encrypted so it's a bit more complex than Tesla's approach plus the bureaucratic mess behind it to make it work for everyone. Just look at the CCS plug, there are still car manufacturers struggling to install a mechanically well fitting CCS socket in their car. From my experience for example Kia and Hyundai often have problems there so you have to push the CCS plug by hand into the socket until the charging session starts because it doesn't lock the connection before the session starts and the have liquid cooled cable might pull the plug out a bit, when the connection is not locked, which results in a failed session. With my eVito I just plug it in and the connection is locked right away, no need to wait for the charge session to start. To unlock you just press the button next to the socket, easy. Every EV should use that approach. Also handy for public charging, where it is not always clear how you can stop the session. If you have a stop button at the car's socket you just press it, session ended, cable unlocked, easy again.
@@EQSelectric Charge & Fuel still has 26 Cent per kWh (plus monthly fee) for Ionity and its member car brands, so it makes perfect sense to charge there as much as possible.
Let's push EQS-electric
Gut gesprochen..
Nice
Danke! Very informative and well done!
Very interesting.
Thank you for this Video and your general comments about charging and charging speed. That's right, you don't always need the highest charging power. I use a 50kW charger to charge my car during a video conference lasting 60 minutes, when I was on business trip. Staggered prices for staggered charging power would already make sense. Travelling families also have longer stays at rest stops and do not necessarily need the highest charging power.
Keep us updated on your experiences with the EQS in the daily use. Please also show the charging on your photovoltaik system and compare it to the Tesla. I am concerned about fluctuating charging power with a sun cloud mix on a typical spring day.
I already charge on my PV. There is no difference between a Tesla or an EQS. It only depends on the algorithm inside the wall box. I am always a little scared charging in those cloud sun mixes, because the high power switch inside the car acts a few dozen times a day. This will wear out the switch over the years. And replacing the switch may cost over 1,000.
@@EQSelectric ich habe eine Batterie in der Garage, die den Solarstrom speichert und gleichmäßig ins Auto (und Haus) liefert!
Very interesting video.
I hope the new channel will be a success like the other German-speaking ones.
It is certainly better to stay in English in the comments.
Is there any chart that correlates the charging speed with the outside temperature?
What tires do you have on the car.
in the first edition there are 21 inch 265s
19 inch 235s are significantly more economical
(That should make > 40 km)
I also read about level 3 autonomous driving on the internet.
but it can't be ordered, can it?
265/40R21 Goodyear F1 MO
@@EQSelectric MO = Mercedes Original = tested by Mercedes and recommended (in case it is interesting for new viewers)
DC direct current which conects directly to the battery ---> LOL
Thanks for your channel. I will follow with interest, as I hope to get delivery of my (UK) 450+ in May 22. So it will be interesting to compare our experiences. You pose a question ‘which public charger would I use’ I plan wherever possible to charge it from my home. It depends on personal usage I guess. I am concerned about overusing high power chargers because of battery degradation. MB don’t appear to have any clauses that effect the battery warranty? Would be interested to hear views about this? Ie. After say 100k miles would the warranty be invalidated if the car had been constantly charged on a 350KW charger?
I am fall less critical in terms of fast charging. I learned that with Tesla.
As soon as free charging at the ionity stations is over (1 year), I will also charge most often at home. The range will bring me just 10 times a year to a fast charger. This will do no real harm. And there is a switch in the software, that you can limit the chaging power to 100kW on fast chargers. And this is just the 1C value, to which the battery was designed and tested. (1C will empty the battery in 1 hour). If you are rushing the car, the amps will rise to 3C or even 5C in the AMG 53. Charging with max power 2C in the lower half of the capacity will do less harm than often rushing the car.
Dear Mr Lüning A really good made channel. I like as well as the Unterblog channel I follow, too. Data based, focused on the technical background and gives a good understanding. This I liked in your German channel, too. I am not willing to spend so much money on a car, MB or Tesla is not the question as I am driving less than 10 km p.a. However I have 25 kWp PV on my home, an E3DC with 18 kWh and a Wallbox "OpenWB" installed sind 1,5 yrs. But the electric car is still overpriced for me and I think I will wait 1 or yrs when prices come back to normal. Challenges for an e-car is trailer capability of min 1,2t as I have a small camper with pop up roof which has exactly 2m hight & 2m with. An other transport trailer with 1,35 t weight is not that critical as this trailer is used for short distances, only and I can load less. A bike carrier for the trailer hitch I use as well. I assume in 1-2 years there are much more e-cars available with more (battery)capability for cheaper prices and I am still using my 10 yrs old Opel Astra 140 hp with OEM LPG engine which allows to fill it up for 40€ for 450 - 500 km range. As soon as economic I will drive electric with my PV electricity. Bye and I am looking forward to next videos on this and UNTERBLOG channel.
I get exactly this curve in my EQS 450+ as well. The curve you find on other internet sites is a bit too positive I think.
Maybe you should add that Tesla doesn't charge extra between V2 or V3. I was suprised to charge with 200kW+ with my Model 3 near Leipzig for the first time.
That's right. But the ionity network, where Mercedes is part of, has just 350kW chargers. All others are from different providers.
Good English, Horst :)
Zum Glück gibt es Untertitel auf Deutsch. 🖖🤙🤟
Comment in English please.
It’s called Porsche even in English because it’s a name. Porsch is wrong…
But it is common pronounciation.
@@EQSelectric Come on Mr. Luening! This is not the Horst I know.
British/Americans don't care what is pronounced correctly. They usually say Porsch and Wolkswäägen, which is false. 😉
u should try a 150kw charger.
maybe the car can keep this charging speed a little longer, because of a lower temperature.
hopefully timeloss is very short..
I will give it a try.
hallo Herr Lüning, Daimler hat es versäumt eine brauchbare Wärmepumpe einzubauen. Zudem ist die Verwendung von R1234yf eine sehr sehr schlechte Idee. In früheren S Klassen waren CO2 Klimaanlagen verbaut. Jetzt wird wieder gespart.
Hier eine unabhägige Analyse zu der VW CO2 Wärmepumpe. ruclips.net/video/V1dvP_TyerY/видео.html
Die Verwendung von R1234yf Tetrafluorpropen als Kältemittel ist aus der Zeit gefallen.
Effizienz: R1234yf ist weit weniger effizient als Propan, die Anforderungen an den Kompressor und den Kältekreis sind bei Propan R290 geringer als bei R1234yf
Gefährlichkeit: Die Zündtemperatur von R1234yf liegt an der Luft bei 405 Grad Celsius, die von Propan bei 455 Grad Celsius.
Autogastanks als Kraftstofftanks mit einem Gemisch aus Propan/Butan sind erlaubt und enthalten etwa 150 mal so viel Gas wie ein Kältekreis im Auto.
Propan verbrennt beinahe rückstandsfrei, R1234yf nicht. R1234yf kann mit Wasser regieren, dabei entsteht Flußsäure einem Giftgas im ersten Weltkrieg.
R1234yf verursacht gesundheitsschädliche Kontaminationen wenn es in die Umwelt und in den Wasserkreislauf gelangt.
Please answer on English.
You are completely right with the R123yf. But this is the result of the overregulation of the EU. I drive EVs with and without heat pumps (Tesla Model 3 & Y). Down to the freezing point you can heat the car with the waste heat of the motor. You typically use 20kW for driving and with a motor efficency of 90% you have 2kW waste energy. That is enough for the passengers with the insulating glass.
Below the freezing point, the work figure of a heat pumps is very bad. And @ -10 °C (14 F) the efficiency of heat pumps (espacially in cars) goes down to 1:1,5. Those heat pumps deliver a basket full of problems in very cold weather and salted roads. They have to de-ice quite often and every advantage is gone. I am no fried of heat pumps in cars.
@@EQSelectric Hello Mr. Lüning, I prefer to write in German. The risk of Chinese spies training here and then supplying us with better and cheaper electric cars is somewhat lower. ;-)
Die Verwendung von R1234yf Tetrafluorpropen als Kältemittel ist aus der Zeit gefallen.
Effizienz: R1234yf ist weit weniger effizient als Propan, die zirkulierenden Volumenströme sind bei Propan R290 kleiner als bei R1234yf
Gefährlichkeit: Die Zündtemperatur von R1234yf liegt an der Luft bei 405 Grad Celsius, die von Propan bei 455 Grad Celsius. Autogastanks als Kraftstofftanks mit einem Gemisch aus Propan/Butan sind erlaubt und enthalten etwa 150 mal so viel Gas wie ein Kältekreis im Auto. Propan verbrennt beinahe rückstandsfrei, R1234yf nicht. R1234yf kann mit Wasser regieren, dabei entsteht Flußsäure einem Giftgas im ersten Weltkrieg. R1234yf verursacht gesundheitsschädliche Kontaminationen wenn es in die Umwelt und in den Wasserkreislauf gelangt. Bereits in der Vergangenheit hat ein ähnlicher Stoff im Grundwasser zu massiven Gesundheitsschäden geführt, es handelte sich um Perfluoroctansäure in Gendorf.
Der Aufbau mit einem kompakten Kältekreis und einer Anbindung an Wärmequellen und Wärmesenken über Solekreisläufe macht den Aufbau von Klimaanlagen und Wärmepumpen in Fahrzeugen sicherer, sowohl für R1234yf als auch für Propan. Es ist überflüssig und eine unnötige Gefahr wenn innerhalb von Fahrzeugkabinen Kältemittel führende Leitungen und Wärmetauscher eingebaut sind. Für den Einsatz als Wärmepumpe in Elektrofahrzeugen ist R1234yf, dem Propan deutlich unterlegen. Unter minus 10 Grad kann kaum noch Wärme erzeugt werden, bei Propan sind es etwa minus 25 Grad.
Wir haben sowohl für Gebäude als auch Fahrzeuge überzeugende Lösungen - gegen den Widerstand von Honewell und Dupont.
Schon vor 7 Jahren waren wir bei Daimler und haben es präsentiert, denen waren zuviele Pumpen drin und das Packaging zu groß. Dort waren aber nur Subalterne beteiligt und weil man dort spürbar Angst hatte sich nochmals die Finger zu verbrennen mit dem R1234yf haben wir die Veranstaltung abgebrochen und keine Details erklärt. Wir kommen bald mit einem ölfrei laufenden Kompressor - dann versuchen wir es mit einer kompletten Lösung.
@@HugoJunkers-lc4kk But you disrespect my English speaking followers.
@@EQSelectric Ab und zu was Deutsches hier ist auch nicht schlecht. Wer ist schon zweisprachig aufgewachsen und hat Englisch studiert.
Bitte etwas Geduld mit den Wenigsprachlern.
Es wäre schön, wenn Sie mehr vom Auto selber zeigen könnten, abseits nackter Fakten
Kommt alles.
Anybody here who knows what "Porsch" is?😆
lol ask your american or british friends how to pronounce "Porsche": Porsch (the end e is not spoken 😉).
@@scp3178 Only by people who don´t know it better. But that doesn´t make it more correct. I know two californian automotive jounalists who discussed this topic in depth in their show. Be sure, and you can see it here in the comments too, there are also enough people who know it. People who roll with their inner eyes if you talk like this.;-)
You should switch the car language to English as well for the videos.
Of course.
Richtig frustrierend, dass Ihr Englisch so gut ist...
Der war gut… 😂😂🤦♂️
It's frustrating, that you aren't even able to talk english in the comments...
@@janves Das geht Sie ein Dreck an.
When I will be old like Horst Luening I will be moaning all the time, even when someone makes a compliment to me. This will be fun!😄
bad english is the most language in the world.