I know the difference is miniscule, but was just wondering why my HPWC on a 60 A breaker was only charging at 47A when it should be charging at 48A.
You can install our site as a web app on your iOS device by utilizing the Add to Home Screen feature in Safari. Please see this thread for more details on this.
Note: This feature may not be available in some browsers.
I know the difference is miniscule, but was just wondering why my HPWC on a 60 A breaker was only charging at 47A when it should be charging at 48A.
Our S 100D only has the 48A onboard charger - connected to an HPWC on a 100A circuit, and we often see 47A charging onboard.
The difference between 47 & 48 shouldn't be noticeable. And, as pointed out, this is probably a rounding issue (reporting 47.9 and 47). The simplest fix may be for Tesla to adjust rounding (47.5 and above is reported as 48)...
As Mongo said it's the power not the current that is your limit. The "48 Amp" on board charger is capped at 11.5 kW. So if your voltage is 244 or higher, you will see reduced current.
Please don't confuse this. Tesla Destination Chargers are also level 2 chargers.This is why when we take "road trips" out of range of Tesla Superchargers we seek out hotels with Tesla Destination Chargers, not Level 2 chargers. Not only are they significantly faster than L2 chargers,
No, it's also about amps. A car with a 48a charger in the car won't go over 48a just because the voltage is only 208v. It's a matter of which limit you hit first, amps or watts.Correct... it's all about kW not amps. ...
Please don't confuse this. Tesla Destination Chargers are also level 2 chargers.
No, it's also about amps. A car with a 48a charger in the car won't go over 48a just because the voltage is only 208v. It's a matter of which limit you hit first, amps or watts.
Thanks everyone, I know the difference is insignificant, was just a curiosity. Appears the issue is the voltage, reading 245V at 47A, which is just under the 11.5kW threshold. 48A would put it over.
I have found that the newer HPWC's when I set them up with Master and Slave will "hunt " a little around the maximum amp rate they are set to. Also if your voltage falls a little you would expect the amperage to NOT be at the maximum. 240 volts is the requirement for meeting the stated amps.
Nope, not approved. The Wall Connectors are L2 chargers no matter what power they put out. The WC can be wired to put out as little as 2.9 kW, and MANY Destination Chargers are lower than the 9.6 kW you seem to expect. Also, some are probably wired to share power between two WCs, so the output could be even lower at times. Simply saying Tesla Destination Chargers are always better is just mistaken.Technically you're correct. Tesla Wall Chargers are Level 2 chargers since they're limited to 80A x 240V = 19.2kW, or about 70 miles of range per hour of charging.
"However, the charging stations being put in with federal grant money don’t support the full range of Level 2 charging and max out at 6.6kW or around 26 miles of range per hour of charging." Understanding Electric Vehicle Charging - Plug In America This has been our experience with only one exception of a 40A 208V Level 2 charger at a resort in Breckenridge CO. All the other Level 2 chargers we've encountered have been typical SLOW 6.6kW Level 2 chargers outputting 19 to 25 mph charge rates.
So let me restate: This is why when we take "road trips" out of range of Tesla Superchargers we seek out hotels with Tesla Destination Chargers which typically run at 40A x 240V = 9.6kW / 35 miles of range per hour to 80A x 240V = 19.2kW / 70 miles of range per hour, NOT the typical SLOW 6.6kW / 19 to 25 mph Level 2 chargers.
Hopefully the "Department of Corrections" approves meow.
Technically you're correct. Tesla Wall Chargers are Level 2 chargers since they're limited to 80A x 240V = 19.2kW, or about 70 miles of range per hour of charging.
"However, the charging stations being put in with federal grant money don’t support the full range of Level 2 charging and max out at 6.6kW or around 26 miles of range per hour of charging." Understanding Electric Vehicle Charging - Plug In America This has been our experience with only one exception of a 40A 208V Level 2 charger at a resort in Breckenridge CO. All the other Level 2 chargers we've encountered have been typical SLOW 6.6kW Level 2 chargers outputting 19 to 25 mph charge rates.
So let me restate: This is why when we take "road trips" out of range of Tesla Superchargers we seek out hotels with Tesla Destination Chargers which typically run at 40A x 240V = 9.6kW / 35 miles of range per hour to 80A x 240V = 19.2kW / 70 miles of range per hour, NOT the typical SLOW 6.6kW / 19 to 25 mph Level 2 chargers.
Hopefully the "Department of Corrections" approves meow.
Most generic Level 2 chargers I have encountered are connected to 208 volts and limit current to 30 amps (about 6 kW) which gives about 20 mph charge rate.
Is it the HPWC hunting, or is it the car charger, since the charge determines the actually draw (with an upper limit from the HPWC communication)? Would need to look at the HPWC to vehicle signal to see where the convergence ssue lies.
Below 240V, the charger will pull max allowable wall amps (but not max power). At least until the input voltage drops too low, at which point charge current/power is reduced to maintain input voltage (to reduce heating in supply wires/ connections).
I was just curious, since the master can't know what the car is actually going to draw until it does, I can see the three (HPWC and 2 chargers) taking a while to settle down.Older HPWC's and the HPC on the same circuit do not do this, thus my comment that it is the newer HPWC's that can be wired in series on the same breaker and load share.
You'll be happy to know if you double check your math 245 x 47 = 11,515 which is just over 11.5 kW