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Not for health stuff or HV shielding,  but there is a phenomenon that Energicas tend to have more issues with CCS handshake when there are more vehicles charging around the motorcycle. I have experienced many charging isses on my September trip in a group of 5 Energicas; first arriving bike usually get's the handshake done, later connecting bikes struggle. When applied, I am curious to learn if handshake issues reduce.

This is because CCS uses PLC (Power Line Communications) as it's communications system.   Because this is essentially radio over wires, it can "bleed" where it's not wanted.   There is a protocol called SLAC (signal level attenuation characterization) that is designed to help mitigate this, but it doesn't always work as expected.

I am an Electrical Engineer.

I agree with everything @Specter said, in addition, all HV cabling is shielded already, and all active components are encased in metal.  This stops RF propagation, which is required in many locales to stop the bike's (or any other EV) from emitting noise that could affect communication systems.



It doesn't stop magnetic fields, but these do not radiate far otherwise it would mean the system is horribly inefficient, which it's not.

There has been zero good science that proves there's any risk to exposure to EM fields at the levels the bike emits.   I think we'd know by know if it was dangerous, having had LF EMF around for ~100 years now.

We have an MPPT solar boost converter we engineered in-house for use on our vans.  It can take DC from a series solar string about 100-250v and directly charge an EV pack with >99% efficiency, and depending on array configuration could do up to around 3kW.   In our use-case it connects to the BMS over CAN to obey the charge current limits, and the UI to set the upper charge limit.   But it could be modified to work with CCS.

https://maxwellvehicles.com/solar.html

Yeah, you never want to run a thermal fuse at close to it's rating, it will thermal cycle too much and eventually nuisance-blow.   

It's a good point, but I've also got the PIN code entry as backup.  I've done a fingerprint reader on my other bike and it's not let me down yet.   I don't ride when it's cold/crappy out, so no worries there!

Has anyone removed the AC charger - and had the bike continue to function without errors?

Yes, on my 2023 SS9 the bike functions normally with it unplugged.

I haven't attempted to put more amps in than the OBC normally does, but I will try it sometime soon.

There are no regulations about having a diagnostic port at all on an Electric Bike.  We are a manufacturer of large Electric Vans, and we don't even need to have one.  Only vehicles that have emissions controls are required to have this.  (OB2 et al)

There are no regulations requiring a 12v battery or an always on DLC3.   If that was the case then how do other bikes such as Energica not have them?

It's strictly an engineering choice or about liability.   Once you have ABS on a bike, if it fails on a rider and they get injured/killed if it malfunctions, the lawyers will come.

From an engineering choice, power conversion is always high-stress, so prone to failure.   It's made worse if you have a lot of inductive loads on a 12v bus.  Bikes aren't anywhere near as bad as cars, but it's still a concern.   If you had a DC-DC failure and have a 12v battery, you can still ride probably for long enough to make it to your destination before the bike dies.   Without it, if the DC-DC fails, the bike is instantly dead, whether you are at speed, braking hard, or just waiting at a stop.   Same for cars, with much higher risk, so all engineers opt for the low-cost redundancy it provides.