Yes, I can confirm it. Some problems that I had with Renault Zoe (and then with VW ID.3 too) I don’t have with Tesla Y now - same EVCS, different car :–)
I can bet other EVSEs might not have those problems with those cars.
Of course, I can understand that different cars could have different outcomes, but isn’t the manufacturer’s role to try to minimize different experiences?
Just because 2 different cars speak different languages, this doesn’t mean that the EVSE can’t understand both. Moreover, increasing functions also increases complexity, I get all that.
I also understand that some situations weren’t accounted for, during the initial design, we are limited to what can be done at hardware level.
What I have observed is that frequently (not always, as the above video proves) unplug / replug the charger can solve some issues. So, for example, a relay cutting the pilot might simulate that.
What I’m yet to understand is the need for frequent calibrations when other EVSEs don’t need even once, and also all the different status. What do they signify and how does the EVSE gets them.
I doubt my cars (both) are broken. If they don’t show problems with other EVSEs why put the guilt on both cars? I just need to understand this incompatibility and try to find a workaround.
Please don’t tell me that my car can’t charge on excess solar, automatically.
How do you know, that on other EVCS communication does not need to be calibrated everytime after connecting EV? Maybe other EVCS do it automatically on the background… This is probably something, which is already being considered by Victron experts 
I am only said, that some problems with charging are due to not very great SW implementation of the EV and this is also one of the main reasons why I finally chose Tesla instead of European, Korean or Chinese EV…
EVCS from Victron is relatively young device and I understand, that they need to get some experiences in this area, and great thing is that Victron staff is open to changes and suggestions from end-users - for example by some guy from Czech Republic (me) 
Well, I know that on other EVCS communication does not need to be manually calibrated by the user every time after connecting EV. Are they considering this? From my understanding of @Lpopescu answers is, the case is closed.
Not very great SW implementation of the EV, I can also understand. Not all cars are the same, I get it.
So, you have a car for years, you charged that car in several places without issues. After buying the Victron EVCS, you noticed that the EVCS and your car don’t get along and the advertised functions don’t work; are you telling me the next logical step is change the car for one with better SW implementation? Yes, let’s ditch European, Korean and Chinese and buy only Tesla cars because their software implementation goes better with the Victron EVCS… I’m sorry, but this doesn’t seem logic to me.
I understand the EVCS from Victron is a relatively young device and I also understand that they need to get some experiences in this area; no worries understanding all this. Not only that, but I even made myself available to share and freely contribute in whatever way Victron seems suitable, to make Victron’s product better. Apparently, the interest is zero, and that’s fair.
What I absolutely don’t find fare is closing the door in my face, after I paid 18000 for products that advertise certain functions, and in the end they seems to not be able to do.
Imagine the position that Victron is putting my Victron distributor when I next week come to him, telling him that I want to return my EVCS because it can’t do the advertised functions. It can do less than the OpenEVSE I built in 2016.
What makes me sad is not the device supporting functions or not. What makes me sad, is the person I believe is the head of the EVCS development, Lucian, doesn’t want to discuss or even say, we are going to look into this, give a few weeks, and I’ll come back to you on an issue that is clearly the EVSE faults. It’s amazing how I didn’t got yet a direct answer…