How much range can you get from a 2 kWh battery?

[@martonzo-5802]

You could try wall socket electricity counter to see how much exactly goes in to the ecoflow from 0%°]

[@darekmistrz4364]

And use same electricity counter to measure Ecoflow output

[@dondonaldson1684]

Excellent idea!

[@nakfan]

Almost everything turns out interesting when Bjørn gets involved 👍

[@virtualmartijn]

Making stuff rapidgate. It's a skill. Seriously: car makers should hire you for consulting and stress testing this stuff.

[@samusaran7317]

Shouldn't they be doing that themselves testing cars out over 500k km on average? 3rd party reviews like Bjorn are always nice but manufacturers need to get their act together with their cars overheating in 2022....

[@silverstoned83]

Add a few solar panels to that setup and you reduce/eliminate the load on the battery. In ideal sunny conditions, you can harvest +4 kWh. I have a DIY setup using Victron components with a 7 kWh prismatic battery pack and can generate about 5-7 kWh with three 330w panels in series. This equates to about 25-30 miles of range per day between my two EV’s, whichever is home.

[@steveanderson5226]

Loved that high speed commentary moment! Your sense of humour is spot on!

[@ProfessorHamer]

The ecoflow was reporting dc power out, so just multiply that by the elapsed time while charging. It appeared to show around 2.3 kw dc output for 2 kw delivered.

[@James_Ryan]

15:41 300Wh loss is very plausable because the inverters dissipate 300W of heat (85% efficient), so charging for 1 hour and including losses from other electronics and fans = at least 300Wh loss

[@darekmistrz4364]

Can You do same charging test but on 5A? I think the losses will be smaller and Ecoflow will not overheat.

[@44Bigs]

Good design that it runs into thermal protection when charging (which is usually not critical) but not when discharging (which could be a life or death situation).

[@cypercharged]

ScanMyTesla shows only one decimal for usable remaining. Below 10.0 kWh it shows a second decimal which is always zero (9.90 kWh, then 9.80 etc…)

[@OriginalThisAndThat]

I have EURO (Schuko) version of Ecoflow Delta Pro 3,6kWh unit. Tried it with Tesla's mobile charger, but it was blinking two red flashes which indicates ground problem. Tested mobile charger in wall socket and it was ok, all green. I have no clue whats wrong. 6:33 7 cups of black coffee before making the video.. X-boost increases wattage when lowering voltage.

[@robertsarkezi2080]

@bjornnyland question for the 0% tests or in general. If you plugin solar to Ecoflow and put the modules on roof of the car or on the side (for best angle depending on where the sun is). 1. Would you get more than 2.3kW power to charge from Ecoflow? 2. How long would the solar prolongue the charge of the car (Ecoflow normally drained in

[@darekmistrz4364]

Maxiumum solar input is 800W for Ecoflow. If we skip on the fact that it overheated, and that 800W of solar panels is a lot of space and money, it would prolong charging by 28.6% or about 13 minutes longer and about 500Wh more reported by Charge Cable and about 400Wh more reported by Tesla.

[@reiniernn9071]

@@darekmistrz4364 800 watt of solar panels will be 2 hyunday 400wp panels...rotating to optimal direction. That's about 4 m^2. in panels. And I suppose there are better panales for sale in the world (surface - WP ratio) In 2013 the solar cars for the WSC (Australia ) were allowed to install 6M^2 max surface with silicium solarcells. A car width 170 cm, long 450 cm could store those 6 m^2 on top. And when I read the title from this video....on 5KWH battery the range was estimated 470 km. (Netherlands to Paris) with ca 90 km /h. 2,3 KWH would be more than 200 km. Source: Solarteam twente , car: named "red engine" weight only 139 kg. (Who's saying electric cars are (always) heavy?) rendement solarcelss 23,7%+ (Highest rendement on market at that moment for silicium cells But that's not a Tesla modelY...that's a vehicle build to go for the limit of tecnical possibilities.... in electronics and in low resistance. I do refer to this older car because top of the solar cells 10 years ago should be equal to the industrial standard today.

[@MrProooosit]

That’s the name of your shuko charging cable? I have EcoFlow delta Max and one 2kw extend battery but my charging cable report Earth error. So need same charging cable you have.

[@bjornnyland]

Evkabel.no

[@Blasterxp]

10 km from a battery bank isn't bad. I think the 2333watt in the ecoflow is before inverter (so reall power out of the pack). From charge calble to tesla pack seems okay? Onlu think: when Car AC kicks on; the battery charge is used again... Wish to see the efficiency from internal AC charger. Charging at home, what amps has the less loss?

[@manukahoney3442]

Is there also a battery model with type 2 plug available (instead of schuko only)?

[@Rothammel1]

5:30 @Björn the cable tells the onboard charger only 10A, the actual current determines the charger in the car

[@bjornnyland]

It's actually different depending on car. Today I used the exact same equipment and Ioniq pulled only 2 kW.

[@Rothammel1]

@@bjornnyland yes, Hyundai/Kia onboard chargers pulling always 1A less

[@georgepelton5645]

The EcoFlow has losses in its DC-AC inverter, as well as the power required to run its internal fans. 300 Wh total loss from a 2000 Wh battery would be 85% efficiency. I would expect about 90% from just the inverter. Add in the fans, and 85% seems about what is to be expected.

[@dondonaldson1684]

Agreed George, I would think 90 percent efficiency for the inverter makes sense then another 5 for cables, fans, electronics (in Ecoflow AND the EVSE), etc. All residual elements but they do add up. 85 eff overall makes sense I think

[@frankelf3151]

There is also likely top and bottom end buffer to protect the battery. A few percent each.

[@bjornnyland]

Yes, it charges at about 500 W at 99 %. That equals to about 20 kW on a Model 3 LR. I suspect there might be 100 Wh top buffer. Maybe the gross capacity of this battery is more like 2.2-2.5 kWh.

[@benoit6026]

The voltage drops at the end of the cable due to the Joule effect, which is linked to the circulation of current in a medium that has a certain resistance, depending on its size and nature. This voltage drop materializes the energetic losses in line. There are also losses related to the operation of the various devices that are in the loop, and those due to the internal resistance of the battery. Generally speaking, the more current there is in circulation, the more heating and losses there are. That's why accelerating or regenerating brutally heats up the battery and consumes more current than driving quietly with a light foot. It is the same for the recharge: low power = low losses.

[@reiniernn9071]

Technical it's possible to have a drive train (accu-motorcontroller-motor) with an efficiency about 97%. Charging a battery can have efficiency of 98% (slow charging). And regenerating also 97% efficiency. The average car on market can only dream from those efficiencies. But 90% drivetrain is possible, recharge the same and accu charging-uncharging 95%. Total return of energy by braking electrical would be >75% with those numbers. (And in any ICE car the return of energy with braking would be zero)

[@Vayshen]

Pretty fun experiments with that little guy. Hope you get around to doing tests with the new Megane/Ariya and Niro EV. Specifically the efficiency and charge curves of the Megane and Niro because the former is a rare well equipped, decent range and charge speed non-SUV crossover and the latter because they promise faster charging because of an improved curve despite slightly lower peak speed.

[@jasonfournier]

The charging issue is the same with my battery operated tools. After using the weedwacker or blower at high speeds it will often need to cool down before the charger will start charging it.

[@davidrunnalls3039]

Agree with you about charge ports for left hand drive cars / countries, but in the UK the opposite is true, what about when you are in Thailand? Another good informative video.

[@georgepelton5645]

In Great Britain and other RHD countries, maybe the right side is the right side and the left side is the wrong side, based on Bjørn’s logic that it is more convenient to be on the driver’s side.

[@flemlion13]

I keep my logic that the right side is not the side of the road, but away from the road. And about that not being the driver's side, it's not like you're going to stay on the road as a pedestrian anyway.

[@Paul-cj1wb]

Bjorn, most people don't back up into their garage (since it is more difficult and you risk scratching your car). At least not in North America. Is that different in Europe? Or at least in Norway?

[@bjornnyland]

Incorrect. Most people back into the garage because it's safer and more convenient.

[@Paul-cj1wb]

@@bjornnyland I see. So it's different over there. Here is America I don't know of a single person who backs in.

[@CK-be3hf]

right side is the right side...left side is the wrong side...right side is much safier, because in europe most driving is right side traffic and parking slots are on the ride side and many charging stations beside superchargers are on the right side of the street, in garage you can choose on your own, where your wallbox fits the best, but cables are long enough, so not a big deal, try parking your Tesla with the front first into the garage...now the left side is the wrong side...haha...otherwise each side could be the right side right?😁

[@JohnJonas12345]

If you do this in the winter all the energy from the ecoflow will go to heat up the battery and the powerbank will be empty before any energy gets in the battery? An emergency charging mode for the win?

[@bjornnyland]

No, it won't. The battery will of course already be warm from driving.

[@fr3238]

Hi Bjørn! If you were buying an electrical car today, which one would you get?

[@bjornnyland]

Tesla

[@extracoolboy]

15% loss from DC to AC, and perhaps another 15% loss from AC to car DC battery. 45 should be recommended temperature limit for lithium charging. Good test. Thank you.

[@ChaimLoecher]

Same happens to my EGO 56v 7.5Ah lawn mower battery- takes 2-3 min to passively cool before my 550w "rapid" charger kicks in.

[@TheBigGLW]

Interesting. Anyway of determining the impact of carrying the additional weight of the battery? Haven’t seen many assessments of X additional weight = Y increases in Wh/km

[@FaceTubeU]

I predicted 1.6 kWh going into the battery because I assumed Ecoflow is providing a 2.2 kWh battery so it can provide an even 2 kWh of energy from a 10% loss in DC to AC conversion in the Ecoflow inverter. This test shows the battery is only 2 kWh, providing 1.8 kWh after inverter losses. Accounting for the 80% efficiency of Tesla's on-board AC to DC inverter for charging, under ideal conditions, 1.44 kWh should make it into the battery, but the 140 watt discrepancy is likely from the Ecoflow' s fans running to prevent overheating as you mentioned. Overheating isn't as much of a problem on their LFP battery versions.

[@AlexJPetrov]

7:40 ABC - Always Bring Chair

[@Zladcore]

Do you have the solarpanels for the Ecoflow? I would love to se you test them.

[@bjornnyland]

Yes, stay tuned.

[@smarter_solutions]

Hi, Nice job again. Which cable are you using from the Delta Max to the car?

[@vincentmartin5360]

13:22 but that means that for people who cant charge at home, the chargeport should be on the right side :D

[@nielsvandenkieboom5034]

I can't charge at home and my chargeport is in the perfect spot (which is the left side, which is the right side) as it's closest to me as a driver and I usually have to back into charging spots. If I can't back into them I just turn the car around.

[@vincentmartin5360]

@@nielsvandenkieboom5034 Okay in this usecase the left side may well be the right side, but in the city I live in almost all street charging is done with parallel parking. That means the charging station is always on the right side of the car. In this case Cars charging on the left side also have the problem, that the charging cable is very close to oncoming traffic, espacially cyclists.

[@pezomarko]

@@vincentmartin5360 exactly the same thing popped into my head when I saw Bjorn stranded and charging with Ecoflow, having charging connector sticking out to oncoming traffic. Also vehicle to vehicle charging for stranded cars would also have right side as right side (at least for right lane driving countries). Or have it like e-Tron, slow charging port on both sides.

[@JKos-cz9lj]

could you also do charging test with bluetti batteries

[@RayAttardPrevi]

So in essence probably the best form of supplementary charge would be more efficient from a small 2kW ICE generator!

[@awestrope74]

Be interesting to do the same process from a mains plug that can measure usage to see how much of the loses are car/cable and then you know how much is the ecoflow

[@RaceAbe]

Hi Bjørn Testing the same Ecoflow Delta Max with the 400W panel. The Nissan Leaf charger did not want to work. Grounding problem. Had to make a plug with classic grounding, now it works. Will test Tesla umc later. Did you have similar issues or did it just work with your chargers? Greetings from switzerland

[@darekmistrz4364]

I did You test all scokets? I remember something that not all sockets in Ecoflow have grounding and it matters where You plug in your charger

[@RaceAbe]

@@darekmistrz4364 Just tried all sokets, same result. Also the tesla umc does not work if I dont have the diy-grounding-hack pluged in. As I read the norwegian loaders must be different (not checking ground or otherwise). Gridsystem seems to be different in norway compared to our grid / grounding. Think that's the reason why it works for bjorn. He has norge-lader i guess ;). No probelm for me so far, just have to plug my grounding-hack ;) Warning: Ecoflow does not recomend to do this. Could lead to damage! (YT-Video from Will Prowse, he broke his Ecoflow)

[@TheLinkinc]

@@RaceAbe Hello Monti, did you make your own bonding neutral to ground plug?

[@TheLinkinc]

Also, is it a Schuko plug?

[@mesaber86]

Why didnt ecoflow run fans when you had 0% and AC plugged in?

[@AlessioTroiano]

Does the Charging lasts 47 minutes or less?

[@tramvaj12]

Always Bring Chair I thought he would say 😅

[@frodemarkhus3692]

Interesting video Bjørn. The charging port on both sides is the right side. Taycan😀

[@darekmistrz4364]

Taycan has plugs in front, that is still worse than plugs in back.

[@frodemarkhus3692]

@@darekmistrz4364 I don't agree with you. After 30,000 km with my Taycan around Europe, my experience is that having a charging port on both sides at the front is the right place. And charing very fast.

[@stephansallerlei1053]

Könntest du den Test noch mal mit der maximalen Leistung an Solarmodulen an dem Ecoflow während der ladung wiederholen ?

[@markbennett8394]

Regarding EV charge port… In the UK of course the Right side is the right side and the Left side is the wrong side.. as we exit the vehicle on the Right side. 😉

[@sallerc]

It's rapidgating! lol @9:20

[@iankaye9801]

My Dyson vacuum cleaner rapidgated once,it flashed orange

[@CookeCraft]

Interesting stuff 👍

[@dvsur]

2:08 which App do you use? And how do you connected it?

[@sargfowler9603]

Don’t most people park their cars in the garage nose first? In which case the port is on the wrong side? Better to have the charger lead in the centre so it stretches to either side. Then there’s the RHD cars to think about!

[@darkho0]

if you go out with the rear then it's a bit dangerous isn't it ? It's better to go rear in and go out nose first.

[@danex070]

I usually park my car in a way I can start again in the most easy way which is forward. You start you day better if you can just jump in the car and go without maneuvering a lot :) Nothing serious, there is no wrong way .

[@kjetilolsen1782]

Because it takes such a long time to go to the «right» side of the car to charge🤔

[@sallerc]

No fan is better than only fans :D 11:01

[@AaLl86]

This video is very cool!

[@saschakretz400]

I feel the Tesla should be set to not condition / cool the battery. You can set this in service menu afaik.

[@dangr3957]

You must enjoy eating bananas looking those boxes in your garage!🤪

[@edoz8939]

Cool experiment! Still I prefer the cable in the middle, lol

[@ArthurDeKeersmaeker]

are you planning on testing the ecoflow delta pro? i can find video's of the 110v (US) version who are charging a tesla. But i can't find an EU version doing it.

[@bjornnyland]

No. Too heavy.

[@gerhardk98]

Battery pack DC ?V, inverted to 240V AC, then goes to car and converted back to DC to go in car battery. How much heat was produced at each step, I can believe that there are huge losses.

[@wesyjam]

If you charged at 8A it might be more efficient/safer for the inverter

[@jankilo3682]

So how much km range we got ?

[@pyryjansson]

The missing 0,3kWh was turned into heat because of the internal resistance of the small battery. A smaller load would yield a better efficiency with no heat loss.

[@darekmistrz4364]

Inverting from DC to AC is also usually quite lossy. I woulnd't blame everything on internal resistance. Also heat in battery isn't 100% internal resistance because AC inverter is in same case as battery, and heat will transfer from inverter to everything in same case.

[@bjornnyland]

The 0.3 kWh was most likely loss in DC/AC converter, fans, screen, etc in EcoFlow.

[@pyryjansson]

@@bjornnyland 85% effiency sounds low for a pure sine-wave inverter near peak power.. But can't know for sure without kniwing the inverter they used.

[@davidwatson22]

Starting to think that durring any zero battery test its best to stop the test as soon as you get turtle mode or any serious power drop and than plug the batty pack in just so you dont brick the system as on the fat e tron .

[@bjornnyland]

If we don't test then we don't find out. The test is fine the way it is.

[@davidwatson22]

@@bjornnyland yep i realised that and i truly thank you for doing so. Its good to know how a car would react when going to absolute zero charge, but honestly don't want to see you stranded. With regards to the e tron not turning back on after around the 1.8kw download do you think it was that you was still in the bottom buffer area of the battery and the bms was still not seeing any charge above normal usable 0%

[@navtown]

Left side is the right side!! Lol, agree 💯

[@masterquadbiker]

That battery should blast the fans to rapidly cool it down before charging from dead rather than passively cooling

[@sacharanc]

We come back to the idea that the ecoflow is not a thing too have in your car ;-). Particularly when you charge it inside that car as then you get triple loss ;-) so you have much less range than without it ;-).

[@bjornnyland]

For normal people, no. For me, yes.

[@sacharanc]

@@bjornnyland we all know that you are not normal ;-) that is why we watch the KZbin Ninja 🥷

[@American_Energy]

It’s a neat product, but seems like will be unnecessary due to V2G / V2V capabilities coming soon.

[@bjornnyland]

This product is more flexible because it's portable. And it can take solar charging input and a lot more.

[@anzonix]

Now try the solar charging with ecoflow.

[@bjornnyland]

Stay tuned.

[@roybm3124]

Ecoflow hotgate shieeeeeeeet

[@konsul2006]

Futile concept to carry a huge lump of battery. Just don't run empty😂

[@9Nutzungsbedingungen]

At the beginning of the test Tesla SOC was 28.9%, not 29%: kzbin.info/www/bejne/n6KpfniFbLySepY

[@9Nutzungsbedingungen]

correction: 28.9 kWh not %

[@jj_joergensen2200]

12:22 I knew Bjørn would finally open up a OnlyFans-account.

[@apicharjiratanan4285]

not useful for plug in hybrid but 100% EV can safe your life, but that is if you plan it well

[@lhovo]

Even though Tesla has kept the charge port on the left side for the Right had drive market, the left side charge port works for my home charging needs.

[@electriccarsworldnews1602]

We still prefer the right side for the charging port 😉 2 m more to go

If you live in a country that have the steering wheel on the wrong side that would make sense 🙂

[@electriccarsworldnews1602]

@ No, in Vienna where we live most charging stations are on the right side on the pavement We own 2 Teslas and soon an i4 Then we can use mostly the short 2 m cable otherwise we need the 7,5 m cable 😉

[@davidgrea]

Love all that crap keep up the good work

[@keithhahn2427]

We need updated video, ET7 ET5 ES7

[@TheDimking]

Why won't EV producers make their own powerbanks that you can take to a socket and then charge the car without resorting to a towtruck

[@zanshin720]

EcoFlow Delta Pro is much better. has a capacity of 3600Wh (300Ah at 12V) Chemistry: Lithium (LiFePO4 / LFP) Cycles: 3500 cycles to 80%+ capacity.

[@papischu2281]

and weights 45 kg 😉

[@bjornnyland]

Nope. Not better for me. Too heavy. Try lifting up 45 kg alone. I chose Max because it weighs 22 kg.

[@zanshin720]

​@@papischu2281 It is heavy and has wheels. Tho Delta Pro lasts much longer. Delta Max: 500 Cycles To 80% Capacity. vs Delta Pro: 3500 cycles to 80%+ capacity.

[@zanshin720]

@@bjornnyland Delta Pro is heavy and has wheels. Tho Delta Pro lasts much longer. Delta Max: 500 Cycles To 80% Capacity. vs Delta Pro: 3500 cycles to 80%+ capacity.

[@papischu2281]

@@zanshin720 are the wheels helpful to get that thing in and out of the car? 🤔

[@markifi]

any electric operation off the grid should just stop using inverters and be direct current. using an inverter off the grid should be illegal

[@icepl4net]

12:23 Onlyfans🤣

[@AliThaDon]

TeslaBjørn > Mark Wiens

[@tomascermak9205]

RapGod Bjorn?

[@josipmatic4732]

Take fuel generator and you wil get more range ;)

[@bjornnyland]

Fuel generator is more expensive, noisier and heavier if you want 2.4 kW continous output. Expect at least 30 kg. This EcoFlow is only 22 kg.