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The Zero app indicates me 70600 km on the odometer for a total of 3543 kWh. That translates to 50.18 Wh/km. On the other hand that same app calculates and displays an average efficiency of 80 Wh/km (which seems more realistic btw) but that is 46.15% more.

80 Wh/km implies a total energy consumed of 5648 kWh. That could be what was put into the chargers, and 3543 kWh would be what was drawn from the battery and put in the motor, does that make any sense? That would mean a pretty terrible overall energy efficiency of 62.73%.

Given that (roughly) Overall Efficiency = Charging Efficiency × Battery Efficiency × Motor and Drive Train Efficiency, that suggests an efficiency of around 85% at each stage (0.85x0.85x0.85=0.63).

What do you think?

Zero App on Android V2.8.1, OS Version 13.

I bet there is a conversion of kilometers to miles between those 2 figures
50.18 *1.609 = 80.7 So it seems likely.

try to set your locale from kilometers to miles (or the other way around depending on where you live) and see if the 2 figures match up. If they match up, the conversion is (wrongfully) omittedin 1 of the 2 value, or maybe even applied twice by mistake.

isn't there a Botton (with LED) on the type 2 connector to be able to select the amps?

Nice Find !!

Also an interesting piece in the troubleshooting section (chapter 7.7) . In the error list are the following errors explained :

error 60 : CCS Converter Fault - CCS DC-DC converter not connected or not functioning.
error 61 : CCS Interface Fault - CCS interface unit not connected or not functioning properly.
error 62 : CCS Communication Fault - CCS communication fault with charging station.

Could that mean that CCS is coming to zero's. It sure looks like it is. And by the explanations it could take the form of a chargetank conversion (additional module install) but instead of a 6kW AC DC converter it would be a xx kW DC-DC converter. Now the big question would be how many kW. The premium would then have a 6kW AC ability as well as the xx kW DC ability as well definitely interested.

Hi enaef

Great writeup of your journey.

I occasionally also get only 6 or 8 kW when charging with my SR/F premium with charge tank. Most of the times it helps to key on the bike, so the charging stops and then key off the bike. After a few seconds the charging resumes and usually at full speed (or at least of the speed the EVSE is capable off).  It is one of the glitches that is still in the firmware, but as you can see with an easy fix.

Has anyone upgraded a PREMIUM with a small 3kW and kept all or most of the glove compartment? That could be a pretty decent combination.

I think every single level 2 station in the street is 11kW. My homecharger is also 11 kW so 9kW is surely worth it.

here's a link to the installation manual of the chargetank for the SR/F SR/S for the north american market (with J1772 plug)
https://fotoleer.files.wordpress.com/2021/01/zm10-08230-200128_d8.pdf

For european bikes the instsallation is a little different because the 230Vac harness for the rapid charger is already present and connected to the third phase of the Mennekes type 2 connector. The connector has a blind cap on it.

So IF the 230Vac connectors of the 3 kW charger and the 6 kwcharger are the same then that part would be easy (just clip it in)
The battery connection (DC side) would be more involved because i don't think the connector to the back of the battery and the connector to the charger are not separately available. You COULD try to tie it in with the existing cabling from the 2 chargers but adding 50% current to cabling that is desinged for 2x3KW DC does not sound very smart 

And then you would have to shorten the "bucket" so it fits on top of the third 3kW charger.
I think it is doable but involved.

The connector that is present in the harness for the 230Vac to the additional charger is an Amphenol radsok A.

In this thread there is more info about it.
https://www.electricmotorcycleforum.com/boards/index.php?topic=9507.msg83583#msg83583

There's not much storage left after installation of the charge tank. What is left is about 34 mm high. I have a brake disk lock, a small first aid kit and a microfiber cloth in there and the only room left is for a mars-bar.

There is definitely no room for a charge cable (except for a phone charge cable  )

Hans, i see some requests on the ABRP (a better route planner) forum for support for Zero motorcycles.
I'm now discovering the ABRP a little better and it seems a very nice planner for electric vehicles. They even have a "live data" api where a secondary app (ZeroNG ) can upload SOC (and power and more) data to the ABRP servers so it shows in the app and it can dynamically update the calculated SOC on arrival.

I have really no idea what is involved in sending that data (and which data) to the ABRP planner but on a high level it works by generating a "token" in the ABRP app, that token is then used by to identify the vehicle. the ABRP already has a profile for Zero (in alpha development)

In order to use ZeroNG with ABRP it would require ZeroNG to update the SOC periodically in the background.
Consider this a feature request for the ZeroNG app


BTW i'm still on V17 firmware and SOC updating is still available and accurate. I've had a few prompts to update the firmware but i just dismiss them until Zero sorts out the mess they made with the remote function, they call it "effortless connection" LOL. effortless from Zero it seams. I REALLY cannot understand that it takes months and months for even a small company to revert firmwares to a previous correct working firmware. V18 and V19 both break the cellular connection.