Every morning I do French Press (with fresh ground beans through the burr grinder), but I also do espressos, lattes, etc later in the morning and early afternoon through the DeLonghi espresso maker. In that case each day I do the lowest tech coffee and among the highest tech coffee.
Similar solution is also offered by Kreisel Electric . It is ‘CHIMERO 240’ with 115kWh battery, 120kW grip input and 240kW DC output which can be split between two cables.
You do not have ice coffee. You have ice in a cuppa coffee. We in Europe have coffee on the ice in a large bowl of vanilla, chocolate, hazelnut ice cream. Sometimes with a cherry on top. And much real milk whipped cream. Yummie!
Agreed. Every supermarket chain, walmart, home improvement store and mall ahould have banks lf chargers. Most have lots that are not even 70% utilized and that space could be making them revenue through charging profit sharing and customers going inside to shop or browse.
Depending on your driving a level 1 will work for the daily commute and for a longer trip visiting a level 3 to get full range. Most people think they drive more than they do. Great info
You’re forgetting about Time of Use billing in a lot of areas. Level 2 lets one fit their charging into the lowest priced charging time. Flexibility is the key. And a lot of cars come with level 2 equipment.
@@camarilloconcerns8782 With a battery buffer, it doesn't really matter what time car itself is charging. The battery can internally charge itself from the grid whenever electricity is cheapest, regardless.
For those using level 1 chargers: take a moment to check the wiring to the outlet if possible. I checked an outlet I had been uaing with no issues and noticed it had a bootleg ground....now I have to suspect the other outlets in my home. No bueno.
Chargers at many US grocery stores have failed because the frugal operator or store owner provides too little power. It’s not worth plugging-in for just a few kilowatts, therefore no one uses them. But if we could get 20-40 kWh DC fast charging, that is useful.
As a charge point operator at a condo building, I’m skeptical about depleting his buffer battery too often. One level 2 charger can support 5 users where some prefer to charge very little each day and others want much more a few times/wk. It may not work for me because the charger has very high utilization.
On the other hand, my Leaf can never charge at more than 50kW: so would NEVER deplete the battery unless it is load-shedding during the peak demand time in the evening. Of course: the charger is incompatible with CHAdeMO, so my point may be moot.
Sorry, but in the USA, level 1 changing is typically 1.2 to 1.7kw. Level 2 charging is typically 7 to 11 kw. It is what it is. You can’t change the physics.
@@rcpmac the EVSE can allocate current from 6A to 80A in 1A steps in most of that range. The Level-1 and Level-2 are just voltage levels. This man in the video is lying or incompetent regarding residential charging in shared infrastructure. Detachable cables are allowed to handle up to 32A, as the cars normally charge through the night they do not need high power. You can connect 5 cars to one 240V 32A circuit, if all cars are charging you get 1.4kW, freed up power are delighted to the remaining cars when the other cars are done charging . The EVSE can also request the car to stop and resume charging. By using this tactic you can overcommit the number of stalls even more. A system sold in Norway boasts of connecting 100 charge points to a 22kW circuit. This is far from the claim in the video, even if we double energy need due to larger EVs in the US it is far from the claimed 700kW.
24:20 this is not true, and most likely he know it us not true. EVSEs support dynamic power allocation. A "Level-2" charger only needs 1400W, and not 7kW. The charging cars get power after what is available, and is adjustable in 1A steps. By also requesting the EV to pause charging you are able to have even more charging spots available. A system sold in Norway boast of up to 100 charge point on a 22 kW power circuit. It is possible to overcommit power in a shared parking structure due to the cars are parked there over night.
Battery buffered only works in remote or low use locations. Otherwise the battery gets depleted quickly and you’re down to a level 2 charger essentially. If the grid availability is not there, just install the lowest speed DC chargerwhether it’s 50 kW 75 km 100 kW so that users can at least always have a consistent speed that they can rely on otherwise you have to guess whether you will spend 10 minutes at a charger or six hours at the same charger depending on how you find the battery buffer state at. Imagine your road trip and you find the only DC charger installed is a depleted battery battery reliant charger that is only delivering 12 kw and will keep you there for 4 hours instead of a 50 kw charger then you can rely on being there for 1 hour and moving on.
You shouldn’t have to guess at anything. There is no good reason that the state of a charger wouldn’t be communicated to the route planner. You should also be able to reserve a session. Ai will be helpful in streamlining all of this coordination
Actually I installed level 2 as soon as I brought my EV home. As a city commuter, I really didn’t need it. In my experience, level 1 is good for 60 miles a day on my BMW. I believe that is the case for 90% of users.
L1 charging has been surprisingly adequate for my Leaf: able to charge 30-80% in 8 hours. I am a little worried about winter, where cabin pre-heating would add 2 hours to the charge time. If I want to charge to 100% to compensate for the range loss: that is another 2 hours of charging, for a total of 12 hours.
The amortized cost of solar has been cheaper than grid hookup of over a decade now. Adding a battery buffer typically doubled the cost. But I suspect that sodium ion batteries, with their lower input costs, are going to be a bit of a game changer. They mentioned that one of their customers was quoted $5 million for reasonably fast grid hook up. You can install quite a bit of solar and battery storage for $5 million.
I notice that your channel advertises Fort Colins Kia all the time. Maybe you should get the EV9 and Jordan keep the Vinfast 😊
Lol Francie. You're a delightful host
Wish I was working on electrify America chargers this morning….. somebody needs ta fix them
Well done, thank you!
Another cute opening 😂. Not just drinking coffee but espresso
I only drink espresso.
Every morning I do French Press (with fresh ground beans through the burr grinder), but I also do espressos, lattes, etc later in the morning and early afternoon through the DeLonghi espresso maker. In that case each day I do the lowest tech coffee and among the highest tech coffee.
Similar solution is also offered by Kreisel Electric . It is ‘CHIMERO 240’ with 115kWh battery, 120kW grip input and 240kW DC output which can be split between two cables.
oh yeah it's Summer Time so ice coffee is my "jam". 🤘 sipping from my favorite San Francisco Bay/Al Capone/Alcatraz souvenir mug as we speak.
You do not have ice coffee. You have ice in a cuppa coffee.
We in Europe have coffee on the ice in a large bowl of vanilla, chocolate, hazelnut ice cream.
Sometimes with a cherry on top. And much real milk whipped cream. Yummie!
Agreed. Every supermarket chain, walmart, home improvement store and mall ahould have banks lf chargers.
Most have lots that are not even 70% utilized and that space could be making them revenue through charging profit sharing and customers going inside to shop or browse.
Interesting. Yes in fact I am drinking coffee as I watch this. How do they do that?! 🤔 😉
Depending on your driving a level 1 will work for the daily commute and for a longer trip visiting a level 3 to get full range. Most people think they drive more than they do. Great info
You’re forgetting about Time of Use billing in a lot of areas. Level 2 lets one fit their charging into the lowest priced charging time. Flexibility is the key. And a lot of cars come with level 2 equipment.
@@camarilloconcerns8782
With a battery buffer, it doesn't really matter what time car itself is charging. The battery can internally charge itself from the grid whenever electricity is cheapest, regardless.
Chargers like this would be great in California wear you could capture the surplus of solar power during the day & help flatten that duck curve.
For those using level 1 chargers: take a moment to check the wiring to the outlet if possible. I checked an outlet I had been uaing with no issues and noticed it had a bootleg ground....now I have to suspect the other outlets in my home. No bueno.
What is there field service?
Chargers at many US grocery stores have failed because the frugal operator or store owner provides too little power. It’s not worth plugging-in for just a few kilowatts, therefore no one uses them. But if we could get 20-40 kWh DC fast charging, that is useful.
As a charge point operator at a condo building, I’m skeptical about depleting his buffer battery too often. One level 2 charger can support 5 users where some prefer to charge very little each day and others want much more a few times/wk. It may not work for me because the charger has very high utilization.
On the other hand, my Leaf can never charge at more than 50kW: so would NEVER deplete the battery unless it is load-shedding during the peak demand time in the evening.
Of course: the charger is incompatible with CHAdeMO, so my point may be moot.
Sorry, but in the USA, level 1 changing is typically 1.2 to 1.7kw. Level 2 charging is typically 7 to 11 kw. It is what it is. You can’t change the physics.
@@rcpmac the EVSE can allocate current from 6A to 80A in 1A steps in most of that range.
The Level-1 and Level-2 are just voltage levels.
This man in the video is lying or incompetent regarding residential charging in shared infrastructure.
Detachable cables are allowed to handle up to 32A, as the cars normally charge through the night they do not need high power.
You can connect 5 cars to one 240V 32A circuit, if all cars are charging you get 1.4kW, freed up power are delighted to the remaining cars when the other cars are done charging .
The EVSE can also request the car to stop and resume charging. By using this tactic you can overcommit the number of stalls even more.
A system sold in Norway boasts of connecting 100 charge points to a 22kW circuit. This is far from the claim in the video, even if we double energy need due to larger EVs in the US it is far from the claimed 700kW.
driving of course
24:20 this is not true, and most likely he know it us not true.
EVSEs support dynamic power allocation. A "Level-2" charger only needs 1400W, and not 7kW. The charging cars get power after what is available, and is adjustable in 1A steps. By also requesting the EV to pause charging you are able to have even more charging spots available. A system sold in Norway boast of up to 100 charge point on a 22 kW power circuit.
It is possible to overcommit power in a shared parking structure due to the cars are parked there over night.
Battery buffered only works in remote or low use locations. Otherwise the battery gets depleted quickly and you’re down to a level 2 charger essentially. If the grid availability is not there, just install the lowest speed DC chargerwhether it’s 50 kW 75 km 100 kW so that users can at least always have a consistent speed that they can rely on otherwise you have to guess whether you will spend 10 minutes at a charger or six hours at the same charger depending on how you find the battery buffer state at. Imagine your road trip and you find the only DC charger installed is a depleted battery battery reliant charger that is only delivering 12 kw and will keep you there for 4 hours instead of a 50 kw charger then you can rely on being there for 1 hour and moving on.
You shouldn’t have to guess at anything. There is no good reason that the state of a charger wouldn’t be communicated to the route planner. You should also be able to reserve a session. Ai will be helpful in streamlining all of this coordination
As described in the video, this is much less of a problem when the battery buffered charger gets 50-100 kW input power, rather than 10-20 kW.
Level I charging is not very practical. Level 2 is great.
Actually I installed level 2 as soon as I brought my EV home. As a city commuter, I really didn’t need it. In my experience, level 1 is good for 60 miles a day on my BMW. I believe that is the case for 90% of users.
L1 charging has been surprisingly adequate for my Leaf: able to charge 30-80% in 8 hours.
I am a little worried about winter, where cabin pre-heating would add 2 hours to the charge time.
If I want to charge to 100% to compensate for the range loss: that is another 2 hours of charging, for a total of 12 hours.
Not sure what I think of this, if every EV needs two batteries that’s a big cost.
I’m not concerned about faster charging because I know there’s another “Out of Spec” video waiting for me to watch while I’m charging.
That was just sad...
Peace.. Shalom.. Salam.. Namaste .. 🙏🏻 😊 ✌ ☮ ❤ 🕊
Making already unprofitable charging stations 4 times more expensive must be the answer!
You’re forgetting government subsidies to build it. 😊
@@camarilloconcerns8782 Yes, it's amazing how cheap things get when you use men with guns to make other people pay for it even if they don't want it.
The amortized cost of solar has been cheaper than grid hookup of over a decade now.
Adding a battery buffer typically doubled the cost.
But I suspect that sodium ion batteries, with their lower input costs, are going to be a bit of a game changer.
They mentioned that one of their customers was quoted $5 million for reasonably fast grid hook up. You can install quite a bit of solar and battery storage for $5 million.