That's fine. As a 2 week solution, you can check the car's setting every day and make sure the extension cord is still plugged in tightly. The real problem is when people rely on it permanently. The car does the right thing every day, they stop thinking about it, and...boom.
Decision made. It's 30" from the box to the receptacle - don't have to upgrade the cable to the box - its already #4. So gonna have my friendly electrician come out and put in a 50 amp breaker. Then everyone will be satisfied including the car. Upgrades my charging from 5kwh to 8kwh or so. The 50 amp wall connector charges the Model S @ 38kwh - so I'll expect that as well.
Oh, well that's different. Since it only had a 30A breaker on it, I think we were all taking it for granted that it was thinner wire made for a 30A circuit, like probably 10 gauge, and therefore why we thought it was dangerous if this went to 32A. If it's 4 gauge, then yes, that easily supports a bigger circuit, and you can put in a bigger breaker, which we weren't considering.
Was the reason that a 30 amp breaker was originally installed that the panel was at capacity, a 50 amp circuit be too much?
Well, the Gen2 mobile connector won't go over 32a, where the wall connector will do 40a on a 50a circuit, so it will be a bit slower. Still going with the extension cord, then?
Ah, that one. Yes, that is an allowed condition in NEC. There isn't a 40A receptacle type, so they do allow using a 50A receptacle type on a 40A rated circuit like what you described, and that was very commonly done for ovens.
Yup, and I am over 75% sure that these common installations is why Tesla made their 2nd generation mobile connector only able to draw 32A maximum. They didn't want people plugging 14-50 plugs into existing outlets and overdrawing.
Well, it's fine until it doesn't work, and then hopefully the breaker trips. That manually dialed down setting in the car isn't super reliable for long term daily use, as it can not work or get reset for various reasons like software updates, or the car's GPS drifts a little and doesn't recognize it's supposed to be at your house to use that saved setting, etc.
I have a 6-50 on a 40a circuit and a wall mounted EVSE with a 30a charging limit. Just how things were done in 2011.
I do wonder about the wire - like, whether it’s only 40A rated wire, or if it’s 50A rated and they just went with a smaller breaker. If it was the latter I would consider having the breaker swapped out…but I haven’t been motivated enough to pull the outlet apart and look at the wire yet.
No, it's exactly the same. The 2nd generation mobile connector cord was introduced with the introduction of the Model 3 in 2018, and it has been the same one that they moved to include in all of the cars since then. (They don't include it by default now, but that's the cord for sale in the store.)
we're gonna chat about putting a receptacle on a pedestal - don't have room for a wall charger since its side of the garage with work benches, storage shelving and what not. . . .
Interesting thread here is my experience
I’ve read your calculations and agree in general. However I’m pretty sure you already know this, people don’t get to S or performance 3 for gas savings exclusively. They want the mind numbing performance, the gas savings can be a bonus
I meant 38 amp hours.
I agree with you there. But the battery charges as I stated. How I burn up those electrons is the other side of the equation. But even if I double the use, I’m still half what my 911 cost for fuel.
just do the Mobile Connector with 14-50 adapter and be done.
