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At the end of the day I don't care how much i put into the battery, it's what comes out of it that counts. My 2016 DSR did my commute but barely, getting me to work often with only 1% left. The 13kWh battery then consumed 11kWh max, with the charging efficiency that means (90% of 11kWh) 9.9kWh reaches the cells.
On the SR/S not much of a difference, also just made it to work with the 15.6kWh battery but with 10% left. Charged with 12,8kWh means 12,7KwH reaches the cells.
The Ribelle takes 14.7kWh for the same distance, but at very different speeds. On the Zero's 100km/h was pushing your luck and if there was no traffic I could not make it to work or home. On the Ribelle I drive 10km/h faster than allowed fairly constantly. I arrive with 20% or more left. So my Ribelle is 14,7/.8 * .9 =  16.5kWh net, extrapolating the 20% left and a charging efficiency of 90%.

Every EV builder gives you flaky numbers, look at the ranges they predict which nobody ever gets in the real world, or charge speeds, or battery capacity. What matters to me, is that I comfortably do 150km highway at highway speeds and then have enough left to find a charger.

Have it, never used it as such The dongle is usable with Hans Capelle's app so that's why I bought it. I can test it tomorrow if you like, got a commute then.

Hey all,

Just found my old commuter screen and since I have no need for it it can go on to the next one. It's well used over 3 years but with a little tlc it could look pretty nice I guess. First one to pay for shipping can have it. Given away as-is in the picture so no hex mounting bolts, but they are sourced easily. My location is western Netherlands, so you can see if the shipping is worth it

CCS is only complicated from the EVSE's point of view, from the  vehicle it's a lot less complicated. AFAICR it uses powerline ethernet to establish a vehicle connection, the vehicle handshakes on a current and a voltage and off it goes. Along the handshakes following, the vehicle reports SoC and current/voltage adjustments and that's it.
Electronically it can all be done. Most chargers rectify the 'raw' AC, then generate a high(ish) frequency for transformation, then re-rectify to DC for charging. The input of most switching power supplies (Which a charger mostly is) is DC capable because of this. Since Zero's chargers work from 110-230V it might be possible to convince a CCS station to give out 200/230V and feed it to the chargers. This was one of the paths I travelled to get ChaDeMo to go when Zero decided to stop supporting it, but then CCS took over and I gave up because of the rather involved way of handshaking.
And thats where the trouble starts; Since CCS expects a battery on the DC terminals and not a charger, some magic has to be done to convince the CCS to start.

My commute on my Ribelle is 95 miles (144 km) and I get there with 15% left. Commute is 95% highway at 62mph, but I do the distance @68mph according to my Garmin GPS. Slightly better, but not much. Extrapolating I get 95/85*100 = 112 miles of range.

The lack of 'fast charging' is a bit of a use case thing I think. For us Europeans the AC charging makes some sense when doing long non-highway trips since western Europe is riddled with 11/22kW AC charging stations (You'll need the 22KW ones to make full advantage of a 13kW charger). Fill times will still be steep with a max of 12.6kW charging a 15.6kWh battery but better   than the 6kW of the current DSR offerings.

If Farasis is providing the bricks as an assembled unit, then it might be that behind the scenes Zero is fighting a battle to get this issue to be determined battery-related. And Farasis might be blaming the software.

Back in the days (Last year ) I had my OBC on a power plug monitoring current and voltage (And thus wattage) and the OBC in my case started tapering at 96%ish on my MY16 DSR-ZF13.