Well as of March it couldn’t do it. Maybe a firmware update since has unblocked it.
I’ll test tomorrow
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Universal Mobile Connector (UMC) in Australia
- Thread starter Power Hungry
- Start date
I’ll test tomorrow
At one point earlier this year, there were so many BYD atto drivers buying the Tesla UMC that they cleaned out all of the stock in AU and it went on backorder for weeks.
It definitely works. I can only think you didn’t seat the connector properly or something like that. It’s known to work fine. Always has.
Just re-tested. Doesn't charge the Atto.
Its a 4 year old UMC2
You sure you're not talking about the Tesla Wall Connector (v2)? The UMC is the portable charger.
Ok that might be quite relevant. Was it mentioned earlier that it’s 4 years old?
I think these will only update their firmware when connected to a Tesla. When was it last connected to a Tesla and what software version was that car on?
I got what seems to me to be a definitive reply on Whirlpool a little while ago.
From user “dpskipper” on there:
My UMC was included with my car in early 2021 and has charged everything I have plugged it into, so that - and what turns out to be a 4-year old one that @hooty has which doesn’t work - would seem to fit with this explanation.
So I guess in summary a UMC from 2020 (or certainly early 2021) should charge anything, but older ones (2019 vintage) are locked to Tesla-mode charging only (like some generations and configurations of wall connector are).
The Gen 2 wall connectors weren't locked either, they timed out eventually and went back to the J1772 signalling, but a lot of cars seem to give up before that point. If something similar was happening with the older Gen 2 UMC it could well have been changed in a firmware update.
OzTzlaBloke
Member
Update on my cottage situation with the cabling from the POA to the power pole. The distributor has clearly stated they will meet any and all costs as it may occur in rectification of anything from the POA of the residence back into the grid. So win 
No idea if this is standard or just them making a decision in this case. They have clearly established there is a supply problem and it is not anything to do with the residence.
No idea if this is standard or just them making a decision in this case. They have clearly established there is a supply problem and it is not anything to do with the residence.
OzTzlaBloke
Member
Also, I noticed for those of you who like to view DTCs and the like in the service menu
There is loggable events Tesla has in de-rate charge situations with fairly expansive clear commentary on the situation. So when the charge voltages go low there is a series of events in the service menu relating to the situation and keeping record of it.
There is loggable events Tesla has in de-rate charge situations with fairly expansive clear commentary on the situation. So when the charge voltages go low there is a series of events in the service menu relating to the situation and keeping record of it.
I
Good time to also upgrade the mains box?
Amps?
A win for common sense
Good time to also upgrade the mains box?
OzTzlaBloke
Member
See photo. Context is trying for 7.4KW on 32A single phase @ offpeak time metering. Once Tesla detects > 12% volt drop from what the true RMS AC was at the start, it'll auto derate and log the condition to the logging in the DTCs. Seems the next stepping on ampacity is an attempt for 24A down from 32.
OzTzlaBloke
Member
Distributor: Doubt I could reasonably be more impressed with Essential Energy my grid distributor. Came after hours monday night. Snooped comprehensively all through everything from the POA to mains supply to meter box to checking some individual circuits to back at the grid up the power pole and more was a comprehensive after hours don't cut corners effort. Good solid communication via phone on what's happening and what's coming up next. This morning not one but two of them turn up being specialists in the region who deal with the tricky stuff. Total engineer types. Total pros. One of them had something Id never seen - some sort of james bond parabolic machine goes bing monty python thingy he was pointing at the power lines and he was commentating on impedances and power factor. Apparently Im at the end of that part of the grid. They obviously care about service delivery and are obviously looking to exceed the Australian standard and truly be world class. They will for sure do the grid upgrade - they confirmed my suspicion the feed line is 1920s its a 29m copper run on 6mm wire, all of the poles in the whole area are unfused too right back to the transformer in another street. I guess the lesson is while there is Aus standards in general Ive found the grid folk to in good faith want to be awesome.
OzTzlaBloke
Member
Measurements:
223.910 Vac with Distributors super fancy class 2 metering gizmo in fuse box
45.677 A with kinda random business hours usual stuff on + plugged in the M3P for a few minutes to see usual loads plus 1 BEV charging @ 7.4 KW
Noting this isnt a peak kinda max thing no washing no drying no oven no dish washer no kid gaming in his room etcetc
At the sametime Tessandra was reporting:
Her PCS reading 215v
32A current
So 215 X 32 = 6.88 KWh actual charge rate
Doing maths consistent with AUSNZ 3008 standard volt drop single phase on 6mm in conduit approx 20m cable run is 4.3v drop projected on a temperature of 45C operating temp when its 32A continous which given its less than a tenth C rate on a 80KW bank is pretty much continous
So 223.910 Vac on the super precision true RMS class 2 meter - 4.3v simuated volt drop for the dedicated circuit = 219.61
Obviously from the 32A single phase IP66 industrial outlet to where the Power Control Systems board is on the penthouse of the battery under the rear seats in a model 3 were talking: 32A tail to UMC Gen 2 circuit to type 2 connectors to charge port, to HV charging cables to the PCS board on the penthouse plug socket etcetc.
So 219.61 - reported by Tesla PCS through app of 215v = around another 4v drop in all that which is around the same drop in the cable run
So obviously when a Tesla tips up log entries on DTCs about low charge voltage, that > 12% drop is measured within the PCS board on the penthouse. This is easy to test with the App while its all hooked up and on for charging - smash the load down - smash the load up - watch the AC volatges change
Noting I could have used 4mm cable for the 32A circuit and still be complaint to AS3008 but I went 6mm
223.910 Vac with Distributors super fancy class 2 metering gizmo in fuse box
45.677 A with kinda random business hours usual stuff on + plugged in the M3P for a few minutes to see usual loads plus 1 BEV charging @ 7.4 KW
Noting this isnt a peak kinda max thing no washing no drying no oven no dish washer no kid gaming in his room etcetc
At the sametime Tessandra was reporting:
Her PCS reading 215v
32A current
So 215 X 32 = 6.88 KWh actual charge rate
Doing maths consistent with AUSNZ 3008 standard volt drop single phase on 6mm in conduit approx 20m cable run is 4.3v drop projected on a temperature of 45C operating temp when its 32A continous which given its less than a tenth C rate on a 80KW bank is pretty much continous
So 223.910 Vac on the super precision true RMS class 2 meter - 4.3v simuated volt drop for the dedicated circuit = 219.61
Obviously from the 32A single phase IP66 industrial outlet to where the Power Control Systems board is on the penthouse of the battery under the rear seats in a model 3 were talking: 32A tail to UMC Gen 2 circuit to type 2 connectors to charge port, to HV charging cables to the PCS board on the penthouse plug socket etcetc.
So 219.61 - reported by Tesla PCS through app of 215v = around another 4v drop in all that which is around the same drop in the cable run
So obviously when a Tesla tips up log entries on DTCs about low charge voltage, that > 12% drop is measured within the PCS board on the penthouse. This is easy to test with the App while its all hooked up and on for charging - smash the load down - smash the load up - watch the AC volatges change
Noting I could have used 4mm cable for the 32A circuit and still be complaint to AS3008 but I went 6mm
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OzTzlaBloke
Member
PCS_a038_cpMia
DTC: Im getting better at understanding Tesla's lingo. PCS, VCFRONT, RMS, HVIL, Penthouse etcetc. When this DTC popped up numerous times I could see right away its complaining about the Power Control System where Charge Port is unexpectedly not available on the CAN bus
Mia is standard Tesla lingo for not found / no response
I havent seen this before. I know my Gen 2 UMC the firmware obviously got flashed by Tesla with the fix they released to stop derating on 10A and 15A Aus spec tails
Maybe its a conincidence or maybe a regression bug
But its obviously the case where for whatever reason the Gen 2 UMC is trying to do stuff and the Charge Port isnt wanting to party
Is anyone else getting this?
DTC: Im getting better at understanding Tesla's lingo. PCS, VCFRONT, RMS, HVIL, Penthouse etcetc. When this DTC popped up numerous times I could see right away its complaining about the Power Control System where Charge Port is unexpectedly not available on the CAN bus
Mia is standard Tesla lingo for not found / no response
I havent seen this before. I know my Gen 2 UMC the firmware obviously got flashed by Tesla with the fix they released to stop derating on 10A and 15A Aus spec tails
Maybe its a conincidence or maybe a regression bug
But its obviously the case where for whatever reason the Gen 2 UMC is trying to do stuff and the Charge Port isnt wanting to party
Is anyone else getting this?
Model S users do not have access to the service mode. I did know the password years ago when I had a parot module failure, but deliberately forgot it. I dont want or need to see lists of problems in my car that solve themself. Happy for an alert to appear at the top of the screen to tell me to contact service.
I've got the opposite problem with charging voltage hitting 250V especially at midday when I'm exporting lots of solar and even when my charging rate is 16A 3phase 11kW. And the charging voltage never goes below 245V even in the evenings when electricity draw from grid is highest.
I've tried getting Ausgrid to turn down the V to 240V but they keep saying everything is within spec range.
I reckon my high street voltage is the reason for various electronics failure. I'm assuming the on board inverter is resilient enough but I'm thinking of not charging when I have lots of solar (when V is 248-250).
Maybe there is a way to easily step down the V
I've tried getting Ausgrid to turn down the V to 240V but they keep saying everything is within spec range.
I reckon my high street voltage is the reason for various electronics failure. I'm assuming the on board inverter is resilient enough but I'm thinking of not charging when I have lots of solar (when V is 248-250).
Maybe there is a way to easily step down the V
OzTzlaBloke
Member
Interesting. Quickst yep so youve maxed it out on the 3/Y AC invertor limit being 11KW and its still high Vac. Its all gunna be rectified and filtered anyway by the PCS and sent off in filtered DC to the BMS for the battery bank modules - so I cant imagine any scenario where the battery is ever "at risk" on the DC side due to the AC side having issues.
The PCS board getting stressed on higher Vac - It has pretty fancy cooling via water cooling into the penthouse of the battery area under our rear seats mate. The whole vehicle has fairly elaborate liquid cooling - the auto pilot HW, even the MCU board thats in the same areas as the auto pilot board both of those systems are liquid cooled too.. From a thermal point of view, Id say its covered and you can always monitor the temps with all that stuff anyway in and out of the penthouse.
As for beyond the thermal stress. You could consider whats in the PCS board and lookup the main parts for their spec on voltage range etcetc like a teardown here:
Im not across what iteration of new generations in parts the PCS has undergone and if theres any new version since that blokes video cos Im mainly interested in stuff like how much more power the gen 4 drive unit we both share with the hairpin setup has for power and torque over changes to the PCS board.
But really Id wager the thermal side will be fine and you can measure easily the electrical wear of high AC : worse case I spose a free warranty claim on a new PCS unit wont impact the super expensive assembly being the battery bank of modules. If I were a bet Id wager its probably likely to be a non event. It being low is more of an issue cos then the charge period is extended
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