I had forgotten about the protector, but I will get one.

We’re doing a big road trip, never too much driving in a day and 2-3 nights in each location.

This is our itinerary

29/05 Mae Phrik, family

31/05 Ratchaburi, La Toscana

03/06 Chumphon, A-Te Hotel

05/06 Khao Lak, JW Marriott

08/06 Krabi, Anana ECO

11/06 Khanom, Khanom Beach

13/06 Hua Hin, Anantara

16/06 Nakhon P, Neera retreat htl

18/06 Phitsanulok, Shinnabhurra

We’re meeting Carlyai as he mentioned and also Macahoom in Khao Lak. Happy to meet anyone else too.

The 5* Anana Ecological Resort in Krabi is owned by a friend of mine who first put me on to EV’s in 2019. They used an MG ZS EV to shuttle people from the hotel to their beach location. We were there as COVID-19 hit, the hotel emptied as everyone dashed home. We expected all the planes to be grounded so I booked a one way car rental from Krabi airport to Chiang Rai and canceled it when we boarded the plane. I will ask him about “mates rates” for AseanNow EV drivers in low season and report back.

11 hours ago, Pib said:

Update: Well, the wife and I did take possession of our new BYD SL7 AWD today/Monday. Then did a 225km trip to have the wife's Mom and Auntie (sisters around 90 years old) bless the car....we've done this for all the cars we've owned in Thailand. The SL7 handled the trip just fine.

And this afternoon the car's monthly 2GB mobile data allotment for 2 years activated and I was also able to add the Sealion to my BYD app. When we left the BYD showroom this morning the sales person said it could take Rever (i.e., serves as the BYD representative for Thailand) up to 7 "days" to fully load the the car on BYD servers which allows the activation of the mobile data and adding to the BYD app....but it took more like only 7 "hours."

I also tried to take some OBD2 reading this afternoon but found out the CarScannerPro app does not have an "Connection File" (a.k.a., driver file) for all Sealion 7's....the app only has a Connection File for Sealion 7 "EU Version before 2024.10 Update" which is geek talk for the Connection File currently in CarScannerPro that allows the app and car to communicate OBD2 data will only work on selected Sealion 7's sold in the European Union and if running software version Oct 2024 or earlier. So, until CarScannerPro develops a Connection Profile for Sealion 7's sold in other parts of the world besides just the EU I will not be able read/monitor the SL7 OBD2 data. I did try the Connection File for the SL7 "EU" version and other BYD connection files like for the Seal in the CarScannerPro app but it only returns just a couple OBD2 data elements....kinda like only being able to read 1 page of a 100 page book. I been use to being able to see tons of OBD2 on my Atto 3 as CarScannerPro has a Connection Profile for all Atto 3's regardless of where they are sold on Earth.

Anyway, SL7 in hand....now I just need to play with the car to figure out all its settings, controls, etc. It's "play time!!!!!!" 😄

Congrats on the new car, the new car smell... I love it, how is it ? I have to ask ...

Regarding CarScanner, I asked Gemini, you will NOT like what the answer will be :D

BYD started encrypting the car data blocking all OBD2 readers...

good news is, BYD is likely to reverse this from the community drawback and complaints.

From GEMINI:

Is it possible to connect Thai Sealion 7 in CarScanner?

---

The short answer is no, not reliably at this exact moment, if your Thai-spec Sealion 7 is running any firmware version deployed after October 2024 (which applies to almost all units delivered or updated in Thailand).

The profile returns nearly zero data because you are hitting a firmware-level security barrier implemented by BYD.

When BYD rolled out multimedia/gateway system version 51.1.4.2410210.1 (the October 2024 baseline) and the subsequent v2.1.x OTA cycle for e-Platform 3.0 vehicles (Seal, Sealion 7, updated Atto 3/Dolphin), they explicitly locked down the OBD2 diagnostics gateway.

---

The Technical Root Cause: CAN Bus Encryption

• The Block: BYD encrypted or entirely blocked the transmission of extended PIDs over the vehicle’s CAN bus to unauthorized OBD2 readers.

• The Symptom: Standard query-response structures for high-voltage battery telemetry—such as State of Health (SOH), individual cell voltages, module temperatures, and real-time motor flux/torque data—are blocked at the gateway. Only mandatory legislative OBD2 diagnostic trouble codes (DTCs) and basic low-voltage system metrics pass through, resulting in the "empty" dashboards you are seeing.

There is a fix currently rolling out. Driven partly by regulatory pressures like the EU Data Act (which legally mandates manufacturer disclosure of user-generated data) and massive community blowback, BYD has begun reversing this restriction.

Globally, BYD is currently deploying OTA Update v2.2.0 (System Version 2602). Reports from the EV diagnostics community confirm that this specific firmware release unencrypts and restores extended OBD2 data access, allowing third-party apps to poll the battery management system (BMS) once again.

---

brfsa2,

Thanks ....the OBD encryption explanation makes perfect senses as to why I can only read a couple of very basic data elements and the way CarScannerPro made their Connection File note code. And something that really disappoints me is I will not be able to snapshot "fresh from the factory" key OBD data like the battery's starting amp-hour capacity, SOH, etc., which gives the starting reference point which I can compared later data to.

And other SL7 owners regarding the software/entertainment system "software version" running on my brand new SL7, it's Ver 1.0.0. When picking-up the car yesterday I asked the dealership is Ver 1.0.0 the "latest" as a numbering of "1.0.0" sounds like the numbering given to the first/original release of software....like when the SL7 was released in late 2024/early 2025. Surely, there has been a OTA update since then I asked? Heck, my Atto has went thru multiple OTA releases since late 2023 when I got the Atto.

The dealership sales person and also an actual dealership technician told me face-to-face Ver 1.0.0 is the latest version and an OTA update for Thailand SL7's has never been released. The technician said the original/initial software was so good it hasn't needed any update for Thailand so far---I'm not sure I buying that explanation but that's what he said.

Anyway, below is a snapshot of a version check I did just a few minutes ago....it once again said I'm running the latest-and-greatest firmware. May I ask other Thailand SL7 owners what software version their SL7 reports?

Edited May 19May 19 by Pib

15 minutes ago, Pib said:

May I ask other Thailand SL7 owners what software version their SL7 reports?

a few months ago i got the only OTA since february 2025: V3.0.0 / 2507, see picture ...

the sl7 in europe already has V3.2.2 !!!

as usual, we in asia / australia are the last ones to get an OTA ...

as far as i know, carscanner never worked for the sl7. the update mentioned by brfsa2 is for the seal, so carscanner can be used again ...

On 5/3/2026 at 7:55 PM, brfsa2 said:

You guys are certainly pro doing this coil washing, I might consider doing it myself later.

It really can make a difference in the crazy summer heat.

I paid byd service to do a full wash just At last January, at the 3 year maintenance. It's was not cheap either but i can't remember the price.

I had my Atto radiator and AC "condenser" cleaned last week at the dealership after we started talking about Atto DC charging. That is, where the car's front bumper assembly, condenser/radiator shield, etc., need to be removed to get to the condenser and radiator to do a spray wash. The cost was Bt975 plus 7%VAT for a total of Bt1,043.25.

It didn't improve battery or cabin cooling the best I can see from OBD2 data because the condenser/radiator was still clean before the wash...the car hadn't sucked up leaves, plastic, junk, etc., to partially block the condenser/radiator like some folks have reported happening to their car, especially the Seal since its air intake is so low to the ground due to being a sedan type car.

After the cleaning, the technician even said the radiator/condenser were still clean....not clogged-up with road debris sucked in. Plus I had periodically took the water hose to the radiator by spraying from the engine compartment side and also spraying into the front side air intake where a person can see/spray the lower part of the condenser & radiator. So far I haven't had any problem with the Atto sucking stuff into the radiator area intake...probably because of being a SUV and little higher from the road surface compared to a sedan type car like a Seal and also because the great, great bulk of my driving is in/around the metro Bangkok area where the roads stay clean of debris, leaves, etc. (excluding cat/dog/snake/lizard road kill and dropped hats).

And at the 20,000km checkup in late 2024 I had the AC "evaporator" (inside the cabin area/under the dash) cleaned since my dealership had a display showing what a dirty "evaporator coil" could look like. I figured it was a waste of money to have the evaporator coil cleaned after only a year of car ownership plus it uses a filter changed at every check-up but I went ahead and had it done anyway in a weak moment of wanting to give the best care to my Atto....cost for that was Bt1,590 plus 7% VAT. I didn't notice any difference in cabin cooling after the cleaning other than a "perfume" type smell for a few days from the cleaning foam they use to clean the evap coil.

21 hours ago, Tramboy said:

Awesome work!

So many of the legacy brands seem to be in a death spiral.

definitely, you can see it's crazy for some brands like Mazda (cars in 2020: 34,900 and in 2025: 1,990) if the data is correct. Nissan as well from 25,000 to 7,600.

Good news: I found a source XLS file with all brands and models from DLT, just used guessing at the url.

That allowed me to get super fine grained detail about every model sold in Thailand.

I am updating the app to now reflect the models and to be able to work with a lot more data. this is getting to be challenging and out of "hobby" territory :D hehehe.

The Gemini analysis is really cool thou. check it out in HTML and PDF:

https://github.com/brfsa/thai-dlt-viewer/blob/master/thailand_automotive_market_trends.pdf

https://brfsa.github.io/thai-dlt-viewer/thailand_automotive_market_trends.html

5 hours ago, Pib said:

May I ask other Thailand SL7 owners what software version their SL7 reports?

@Pib i just found that on facebook ... have a look ...

https://www.facebook.com/share/p/18nLt5mSNZ/

I'm at my dealership right now having the software updated and getting a 2nd NFC card. They said it will take up to 2 hours to complete. Will report back later as to what software version reflects after the dealership service technician completes the work.

Edited May 19May 19 by Pib

3 hours ago, Pib said:

I'm at my dealership right now having the software updated and getting a 2nd NFC card. They said it will take up to 2 hours to complete. Will report back later as to what software version reflects after the dealership service technician completes the work.

Update: Got the 2nd NFC card (total cost Bt339). However, the dealership said they can not update my SL7 to the latest hardware until after the first OTA update....and that first OTA should be the latest version in my case. Actually this was after my car was in the maintenance area and the technician read the service requirement prepared by the service front desk. After the technician briefed the service desk rep that rep then explained to me (via Google Translate) that Rever should force the OTA to my car in 2 to 3 weeks. I expect since I just got the SL7 yesterday and signed all their paperwork that they (i.e., Rever) is still processing the buy paperwork, fully loading stuff into BYD & Rever servers, etc....just their internal procedures I guess. Anyway, the dealership said come back in 3 weeks if an OTA does not arrive by then and they will check to see what the holdup is. I can live with that as I haven't noticed any bugs with the version currently installed and my dealership is only minutes away.

Just read this morning about the fire incidents and recall of the Volvo EX30 in Thailand. It seemed this issue has been simmering for quite a while https://www.autoexpress.co.uk/volvo/ex30/368644/volvo-ex30-fire-risk-recall-hampered-slow-supply-chain.

As an owner of an EV I am concerned whether this can happen to my EV. So I asked the brand new Gemini Flash to give me an overview of recalls over the last 5 years worldwide due to fire risks and incidents. I also asked to doublecheck it's sources and make a separate table of Thai recalls:

Global EV Battery Safety Audit (2021–2026)

This final overview has been cross-referenced and verified using multiple global automotive safety databases, including NHTSA (National Highway Traffic Safety Administration), SAMR (State Administration for Market Regulation, China), and independent researchers like EV FireSafe.

The table below presents the verified data, including the specific number of confirmed fire incidents that triggered these global recalls.

Year	Battery Maker	Chemistry	Confirmed Fire Incidents	Recall Size (Units)	EV Brands	Verified Root Cause
2026	Sunwoda	NMC	2	>40,000	Volvo (EX30)	Lithium Plating: Metallic lithium buildup during fast charging causing internal shorts.
2026	SK On	NMC	5	~44,000	Volkswagen (ID.4)	Shifted Electrodes: Manufacturing misalignment leading to thermal propagation during DC charging.
2025	BYD	LFP	~8	~115,000	BYD (Yuan Pro/Tang)	Sealing Defect: Casing seal failures allowing water ingress and subsequent electrical shorts.
2025	Samsung SDI	NMC	~12	~180,000	Ford, Jeep, Audi	Cell Micro-defects: Cathode inconsistencies in specific module batches.
2024	BYD	LFP	0	~97,000	BYD (Atto 3, Dolphin)	Control Unit Defect: Overheating capacitors in the steering unit (fire risk, not cell runaway).
2024	CATL	NMC	~3	~25,000	Tesla, NIO, Volvo	Coolant Corrosion: Secondary cooling line leaks causing external shorts on the battery housing.
2023	SK On	NMC	1	~10,000	Ford (F-150 Lightning)	Assembly Short: Internal short circuit during end-of-line quality checks.
2022	CALB	NMC	~4	Thousands	GAC Aion, Geely	Hotspot Management: Inadequate software balancing for early NCM 811 high-nickel cells.
2021	LG Energy	NMC	~18	>150,000	Chevrolet, Hyundai	Dual Defect: Simultaneous folded separator and torn anode tab in the same cell.
2021	Samsung SDI	NMC	~10	~50,000	BMW, Ford (Kuga)	Contamination: Production debris (metal shavings) causing shorts at high states of charge.

Methodology & Data Sources

To ensure the highest accuracy, this table was compiled by synthesizing data from the following authoritative sources:

1. Regulatory Filings: Official recall reports from NHTSA (USA), KBA (Germany), and SAMR (China).

2. Incident Databases: Statistics from EV FireSafe, which tracks verified lithium-ion battery fires globally.

3. Manufacturer Statements: Direct press releases from Volvo Car Thailand (2026 reports) and Volkswagen Group regarding technical root cause analyses.

4. Specialist Media: Technical teardown reports from Autoevolution, Electrive, and InsideEVs.

Conclusion & Safety Insights

Analysis of the 2021–2026 data leads to three critical conclusions for EV owners and investors:

• 1. Recalls are Preventative, Not Catastrophic: The ratio of "Recall Size" to "Confirmed Fires" is extremely low (often less than 0.01%). Manufacturers initiate mass recalls even after a single-digit number of incidents to protect brand reputation and consumer safety.

• 2. NMC Sensitivity vs. LFP Resilience: Almost all cell-level thermal runaway incidents (where the battery itself provides the fuel) involve NMC chemistry. LFP recalls (like BYD's) are significantly more frequent due to ancillary issues (leaks, wiring, or software) rather than the inherent chemical instability of the cells.

• 3. The 80% Rule is a Real Safety Barrier: Most modern incidents (Volvo 2026, VW 2026, Samsung 2021) occurred while charging or parked with a State of Charge (SoC) above 80%. Limiting daily charging to 80% (or 70% during active recall periods) remains the most effective way for a user to mitigate the risk of a manufacturing defect leading to a thermal event.

Thailand Safety Audit (2021–2026)

Year	Brand & Model	Battery Maker	Status	Verified Cause / Safety Risk
2026	Volvo EX30	Sunwoda (NMC)	Active Recall	Thermal Overheating: Verified lithium plating issue in the Extended Range and Twin Motor variants. Compulsory module replacement began May 22, 2026, following two local fire incidents.
2025	BMW / Jeep PHEVs	Samsung SDI	Active Recall	Cell Separator Damage: Affects 330e and 530e (highly popular in TH). Micro-defects in the cell separator can cause thermal runaway during or after full charging.
2024	BYD Atto 3 / Dolphin	FinDreams (LFP)	Service Campaign	Software Enhancement: Thai distributor (Rêver) issued OTA updates to optimize thermal monitoring. Note: Thai units were excluded from the physical steering unit recall seen in other markets.
2023	ORA Good Cat	Gotion / Svolt / CATL	Service Campaign	Cooling Optimization: Mandatory software update to the Battery Management System (BMS) to handle battery temperature spikes during Thailand's peak summer months.
2021	Hyundai Kona EV	LG Energy (NMC)	Completed	Internal Short: Full high-voltage battery pack replacements for early 2019–2020 units due to the global anode-tab folding defect.

Volvo EX30 (2026)

Thairath / SoyaCincau (May 18-19, 2026): Reported two fire incidents in Thailand (one in a parking lot after charging). Volvo Car Thailand issued a statement confirming these vehicles were part of a specific batch with "battery overheating issues."

OCPB (Office of the Consumer Protection Board): Officially summoned Volvo Thailand on May 21, 2026, to explain the incidents and the status of the 1,668 affected vehicles.

Hyundai Kona EV (2026)

Hyundai Mobility Thailand Recall Portal: Official notification for a BMS (Battery Management System) software update for 2018–2023 models to improve detection of cell voltage abnormalities that could lead to fire.

Solarbe Global (Thai Edition): Reported on the massive global recall reaching Thai-registered VINs for first-generation Kona Electric models.

BYD Atto 3 / Dolphin (2024)

Rever Automotive (Official Thai Distributor): Issued a notice for the "CEPS" (Column-Assist Electric Power Steering) controller recall. They clarified that while the "Yuan Pro" was recalled in China, the Thai market focus is specifically on the Atto 3 and Dolphin batches with fire-prone steering capacitors.

Motorist Thailand: Documented the VIN-check process for Thai owners regarding these fire-risk steering components.

Ora Good Cat (2023)

GWM Thailand Newsroom: Clarified technical details following reports of smoking battery packs. GWM confirmed the cause was external underbody impact and subsequently added protective shielding for all Thai-delivered units.

Thairath Auto: Detailed investigation into "Battery Thermal Runaway" cases in Thailand, specifically citing the Ora Good Cat incidents at charging stations.

Hyundai Ioniq / Kona (2021)

Department of Land Transport (DLT) Thailand: Registered the high-voltage battery replacement campaign for units equipped with LG Energy Solution cells.

Excellent news for sedan lovers.

https://www.drive.com.au/news/2026-mg-07-revealed-as-sleek-electric-and-hybrid-sedan/

Question to all MG4 owners. I've now got 60,000 Kms and the front tyres look quite worn out. Isn't that strange for a RWD car? Also at the front tyres the outside seems to be worn out much more than the flat side. Could it have to do with an incorrect wheel alignment?

Just now, CLW said:

Also at the front tyres the outside seems to be worn out much more than the flat side

it could mean a lot of things,

edge wear out is mostly due to driving the car always on low pressure, the sidewalls will wear out faster if your pressure was always low.

can also be incorrect wheel alignment as well...

did you rotate them every 10-15,000 km?

Best to chat with some AI :D like Gemini

If I was you, now raining season starts, just get a new set of tires, I recommend the Michelin, Continental or Dunlop but not the EV or ECO tires, they sux.

I asked Gemini for you:

Recommended Diagnostic Action

To resolve this, CLW should proceed with the following steps on a professional alignment rack:

1. Inspect Bushings and Ball Joints: Before making any adjustments, verify that the control arm bushings and steering track rod ends have no mechanical play. 60,000 km of heavy EV loading can degrade rubber components, causing dynamic alignment changes that static measurements won't capture.

2. Perform a 4-Wheel Computerized Alignment: The MG4 utilizes a multi-link rear suspension and a MacPherson front setup. Adjusting the front toe without checking the rear thrust angle will result in crab-walking or uneven tracking. Ensure the technician aligns the front toe and checks the camber values against the factory MG specifications.

3. Tire Replacement and Rotation Strategy: At 60,000 km, if the outer shoulder is "much more worn than the flat side," the structural integrity of the tire tread profile is compromised. The tires should be replaced. Going forward, executing a front-to-rear tire rotation every 10,000 km will equalize the wear between the driven axle and the steering axle.

Edited May 20May 20 by brfsa2

4 minutes ago, CLW said:

Question to all MG4 owners. I've now got 60,000 Kms and the front tyres look quite worn out. Isn't that strange for a RWD car? Also at the front tyres the outside seems to be worn out much more than the flat side. Could it have to do with an incorrect wheel alignment?

60K from new, you've done really well, even Michelins would struggle to do 60K............

Just now, Off Piste said:

60K from new, you've done really well, even Michelins would struggle to do 60K............

now a days tires are great, and last a lot, LOT longer.

the same tires can last 80,000km if you drive mostly highway and rotate every 10,000 km

or only last 40,000 if you drive in the city and never rotate. or even less if your car has 500NM of torque you like to use that torque :D

7 hours ago, brfsa2 said:

did you rotate them every 10-15,000 km?

No. How I am supposed to know 🤣

And why doesn't the MG workshop recommend this when taking the car in for the regular service? They're trying to up sell a lot of nonsense but why not suggesting a tyre swap...

Since it's an EV the only thing I checked regularly was tire pressure and wiper water

7 hours ago, Off Piste said:

60K from new, you've done really well, even Michelins would struggle to do 60K............

Our 2022 MG ZS hit or hitting 60k this week, and tires should be good for about 20k more kms. Michelin Primacy 3. Old stock, discontinued and replaced by version 4, so will probably put 4 or 5s on when ready. I drive fairly conservative.

39 minutes ago, CLW said:

...

Since it's an EV the only thing I checked regularly was tire pressure and wiper water

I hope you check blinker fluid regularly too.

8 hours ago, KhunLA said:

Our 2022 MG ZS hit or hitting 60k this week, and tires should be good for about 20k more kms. Michelin Primacy 3. Old stock, discontinued and replaced by version 4, so will probably put 4 or 5s on when ready. I drive fairly conservative.

In a past life I've seen Michelin with 100000km wear written on the side of a (very small) pile of old tires in a mechanic's garage.

On 5/16/2026 at 8:56 AM, carlyai said:

My PEA has recently approved my 3 phase 20 kW system for export.

Received the confirmation letter 2 weeks ago.

Small hiccup: Have to wait a bit as political announcement put things on "wait" while PEA figure out what the political announcement regarding 'selling' means.

MY MISTAKE.

Visited PEA yesterday 19th May with the letter I received from PEA.

The lovely PEA people explained that the letter was formal notification they had approved my solar system for connection to the grid, but exporting power to the grid is another approval process.

As it currently stands 3 phase export is limited to 10kW and single phase 5kW, as per the government announcement.

Sorry for the misinformation.

19 hours ago, carlyai said:

As it currently stands 3 phase export is limited to 10kW and single phase 5kW, as per the government announcement.

This was the case when I was investigating solar 10 years ago.

I came to the conclusion that 5kW with a Feed in rate at the time of 1.68 Baht/kWh (it's now 2.2 Baht) made less sence than a bigger system that covered all my electrical needs as well as my EV charging.

1 minute ago, Bandersnatch said:

This was the case when I was investigating solar 10 years ago.

I came to the conclusion that 5kW with a Feed in rate at the time of 1.68 Baht/kWh (it's now 2.2 Baht) made less sence than a bigger system that covered all my electrical needs as well as my EV charging.

Hi, yes you are correct.

My Thai language is reasonable but when it's regarding a context that is new it takes me a while to understand. Same with talking to PEA and my electrician friend about solar.

Received the permission letter from PEA but my electrician said there were discussions about increasing the inverter size that could sell.

Anyway I could get around it (this is me thinking) by unchecking the 'zero export to CT' and allowing 'sell' up to 10kW programming of the inverter.

Not going to worry at the moment.

I am meeting JBCHIANGRAI in Nakhon Phanom next month if you are in the area. :)

15 minutes ago, carlyai said:

I am meeting JBCHIANGRAI in Nakhon Phanom next month if you are in the area. :)

I'm in Surin and a 12 hour round trip is a bit much to meet for a coffee ;)

20 hours ago, carlyai said:

As it currently stands 3 phase export is limited to 10kW and single phase 5kW, as per the government announcement.

We have 18kw (3 x 6) of grid-tied inverters, we used to export until PEA caught me and told me to stop (no other penalty).

It's not as simple as just turning on export. IMHO there is a bug in every grid-tied export inverter I've come across. They export by going to a higher voltage than the grid. They seem to be programmed to keep raising the voltage until they are generating 100% of what's available from the PV (solar panels).

This seems to be fine with 1 inverter of 5 or 6Kw capacity, but if you have more than one, the voltage continues to rise until it hits a set parameter and then the inverter trips, waits a while and then restarts. IMHO they should go up to that parameter and stop trying to go past it, but they don't.

I have the admin password for our inverters and I got around this by increasing the voltage cut off and cadencing them, so they cut off progressively with inverter 2 and 3 being set and 1 and 2 volts higher respectively.

We typically had 2 inverters exporting at full power and the third would sometimes hit the error.

1 hour ago, Bandersnatch said:

I'm in Surin and a 12 hour round trip is a bit much to meet for a coffee ;)

Keeps you young....bring the family and stay overnight :)

35 minutes ago, JBChiangRai said:

They export by going to a higher voltage than the grid.

This is the problem we are facing on a house that I own in the UK. Our potential solar export was was limited by the District Network Operator for "Over Voltage problems"

If you were trying to feed water back to the water network, your water pressure would need to be of a higher pressure than the mains pressure. Too many homes on a street exporting electricity back to the grid would each need to export at a higher voltage than the last. Voltage in the UK is a only allowed to range between 216-253V. Unfortunately electricity networks are only designed to feed power one way and they are having to adjust. The easiest and cheapest solution is set maximum export limits.

5 minutes ago, carlyai said:

Keeps you young....bring the family and stay overnight :)

Done a few long trips recently - 2 to BKK for solar/EV shows one of which I met up with @JBChiangRai

Then a friend of mine last month wanted to visit Christian from SolarThailand.biz at his new showroom in Udon Thani. Unfortunately he only drives a Diesel and was worried that he wouldn't be able to get fuel so we took our wives up in my Seal. Christian said I could test my Seal to see if the DC bi-directional charging worked on the SigEnergy DC EV charger, it didn't and neither did his Sealion, however I did see it working on Geely RIDDARA pickup truck.

Now my Son has started school long trips will have to wait until weekends or holidays.

So anyone organising a Buriram meet up I am up for it.

2 hours ago, Bandersnatch said:

I'm in Surin and a 12 hour round trip is a bit much to meet for a coffee ;)

36 minutes ago, carlyai said:

Keeps you young....bring the family and stay overnight :)

Bandersnatch,

But if you decide to go, please no coffee shop pics while you charge the EV!!😉

1 hour ago, JBChiangRai said:

We have 18kw (3 x 6) of grid-tied inverters, we used to export until PEA caught me and told me to stop (no other penalty).

It's not as simple as just turning on export. IMHO there is a bug in every grid-tied export inverter I've come across. They export by going to a higher voltage than the grid. They seem to be programmed to keep raising the voltage until they are generating 100% of what's available from the PV (solar panels).

This seems to be fine with 1 inverter of 5 or 6Kw capacity, but if you have more than one, the voltage continues to rise until it hits a set parameter and then the inverter trips, waits a while and then restarts. IMHO they should go up to that parameter and stop trying to go past it, but they don't.

I have the admin password for our inverters and I got around this by increasing the voltage cut off and cadencing them, so they cut off progressively with inverter 2 and 3 being set and 1 and 2 volts higher respectively.

We typically had 2 inverters exporting at full power and the third would sometimes hit the error.

At some point the inverters are very likely fighting high line impedance on the grid which will eventually raise voltage to tripping point.

Inverters do raise voltage but are not programmed to keep pushing up the voltage. The voltage rises naturally as current increases through grid resistance.

Its right to question why the inverter does not prevent tripping but most are not aggressive voltage controllers when the operating window is close to tripping point. There are regulations that limit how inverters react making overvoltage a hard wall. Grid connected inverters are grid followers not grid formers.

As current increases line impedance converts this into a voltage rise and by the time the controller reduces output the voltage has already crossed the limit.

When set to load match (ie no export), I can watch the gain value on the inverters fluctuate to match the load.

we have a weak PEA supply and I often wondered if that is a boon or a drawback to exporting maximum power. My gut feel thinks a drawback.

I’m thinking about going to a hybrid inverter and modular batteries, probably switch to 3 phase too.