Extension Cord “Charge Kit”

[Tomwilli2025]

I'm the creator of this thread. I asked the question because I travel to destinations that are sometimes as much as 100 miles from a fast charger and 500 plus miles from my home. These are usually hunting trips in rural America. In my route planning, I may not want to fully charge at my last charge point. I'm talking long day trips. The destinations have electricity but I'm not always sure the current or amperage. I'm usually at these destinations for 3 plus days. Therefore, I want to have a charge kit to be fully equipped. Thanks.

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[Hamtech]

Are either of these adapters good for DCFC or are they just Level 2? Thanks.

Just level 2 up to 48 Amps. Almost all Tesla destination chargers are 48 Amps. You can find destination chargers using the Tesla website or Ev connect app.

 

[Hamtech]

I'm the creator of this thread. I asked the question because I travel to destinations that are sometimes as much as 100 miles from a fast charger and 500 plus miles from my home. These are usually hunting trips in rural America. In my route planning, I may not want to fully charge at my last charge point. I'm talking long day trips. The destinations have electricity but I'm not always sure the current or amperage. I'm usually at these destinations for 3 plus days. Therefore, I want to have a charge kit to be fully equipped. Thanks.

The Ford Mobile charger can handle up to 50 Amps. It comes with two plugs, a three prong 110 and a four prong 14-50.

Unfortunately it does not appear that you can buy a 30 amp three prong for the Mobile charger. So the best solution is to get a 30 amp to 50 Amp adapter. You get this on Amazon or at any RV equipment store.

With the 110, 14-50 and 30 Amp adapter you will be prepared for the most likely plugs your will encounter.

If you want to really cover your bases there are several chargers that can be purchased that come with at least 5 different plugs. These can be pricey.

 

[EVBill]

The Ford Mobile charger can handle up to 50 Amps. It comes with two plugs, a three prong 110 and a four prong 14-50.

Per posted information on the Ford Mobile charger, it charges at a rate of 32 Amps and many have stated that it is in reality limited down to 30 Amps. I do question more of the details behind it being used from the Lightning 240V outlet to charge another EV and if the output current needs to be limited in some way.

 

[Hamtech]

Per posted information on the Ford Mobile charger, it charges at a rate of 32 Amps and many have stated that it is in reality limited down to 30 Amps. I do question more of the details behind it being used from the Lightning 240V outlet to charge another EV and if the output current needs to be limited in some way.

32 AMP is what it can put out but 50 AMPs is the max input. With a charger max input is important to know. There are some cheaper chargers that can not handle 50 amps.

 

[Tomwilli2025]

32 AMP is what it can put out but 50 AMPs is the max input. With a charger max input is important to know. There are some cheaper chargers that can not handle 50 amps.

Since the chargers are on-board, isn't it the job of the EVSE to communicate what is sent. I guess you can overload the ESVA. I'm assuming that is what you meant.

 

[Hamtech]

Since the chargers are on-board, isn't it the job of the EVSE to communicate what is sent. I guess you can overload the ESVA. I'm assuming that is what you meant.

I should have been more precise in my terminology. I was using charger liberally. Yes you can overload the ESVA.

The original question was what kit does someone need to have all their bases covered. With the mobile charger and a 30 amp to 50 amp adapter there will be few outlets a driver will encounter that they can not charge at.

 

[Maquis]

32 AMP is what it can put out but 50 AMPs is the max input. With a charger max input is important to know. There are some cheaper chargers that can not handle 50 amps.

I have to question that. If the difference between input and output is 18 amps, it means that the EVSE has to dissipate over 4KW. That’s simply not possible without catastrophic meltdown.

 

[VTbuckeye]

I have to question that. If the difference between input and output is 18 amps, it means that the EVSE has to dissipate over 4KW. That’s simply not possible without catastrophic meltdown.

It won't actually take in 50 amps. The 14-50 plug is a 50 amp plug. Just like plugging in a desk lamp with a 60watt bulb (0.5 amp) to a 15 amp circuit will not result in the lamp having do dissipate 14.5amps. The devise only draws what it needs.

 

[Hamtech]

I have to question that. If the difference between input and output is 18 amps, it means that the EVSE has to dissipate over 4KW. That’s simply not possible without catastrophic meltdown.

Here is the spec sheet for the chargers. https://www.ford.com/ntzlibs/conten...specs-sheet/Home_Install_Spec_Sheet_FINAL.pdf

 

[jefro]

Unless you have access to a hotel in these trips or places like US Park service you may not have rural power available. Rivian is working on an extensive DC charging network designed for the adventure driving.

Get 4 or 5 apps or web pages of charge network maps for up to date information. No one single app is correct.

If Tesla finally opens their system it may help you. There is NO adapter currently for their SuperCharger to a F150L. Tesla would have to make a daughter charger like they do for Chadmo maybe to easily adapt to CCS.

Ford was reported to mention the poor state of charge network the other day.

It won't be easy to use a F150L under extreme conditions unless power is close by and a lot of it.

 

[Maquis]

Here is the spec sheet for the chargers. https://www.ford.com/ntzlibs/conten...specs-sheet/Home_Install_Spec_Sheet_FINAL.pdf

Recommending a 50A circuit does not mean that the device will draw 50A. In fact, the NEC requires EVSE circuits to be derated to 80% because it’s considered a continuous load. So 40A is the most an EVSE can draw from a 50A circuit.
The FMC will never draw more than 32A, and the net charge to the car will be somewhat less. Most of the charging losses are in the charger itself (inside the car). The EVSE is just a switch and consumes very little power in and of itself.
EVSE manufacturers chose the 14-50 plug because it’s the most common to be found in places people might charge, such as campgrounds. Plus, there is no 40A plug configuration, so any EVSE capable of more than 24A will have a 50A plug.

 

[Maquis]

It won't actually take in 50 amps. The 14-50 plug is a 50 amp plug. Just like plugging in a desk lamp with a 60watt bulb (0.5 amp) to a 15 amp circuit will not result in the lamp having do dissipate 14.5amps. The devise only draws what it needs.

Yes, that was my point!

 

[Hamtech]

Recommending a 50A circuit does not mean that the device will draw 50A. In fact, the NEC requires EVSE circuits to be derated to 80% because it’s considered a continuous load. So 40A is the most an EVSE can draw from a 50A circuit.
The FMC will never draw more than 32A, and the net charge to the car will be somewhat less. Most of the charging losses are in the charger itself (inside the car). The EVSE is just a switch and consumes very little power in and of itself.


EVSE manufacturers chose the 14-50 plug because it’s the most common to be found in places people might charge, such as campgrounds. Plus, there is no 40A plug configuration, so any EVSE capable of more than 24A will have a 50A plug.

You’re correct. I note again that I never said it drew 50 amps. It is max rated for 50. There are reports of idiots “Tesla model 3 forum”running a 60 Amp breaker to 14-50 and the destroying the Tesla mobile connector.

Again the question was what do you need to make sure you can charge at all locations. I would also add a 48 amp Tesla to J1172 adapter.

Total cost is around 200 to 225 to never be stuck no matter where you are.

 

[beatle]

You’re correct. I note again that I never said it drew 50 amps. It is max rated for 50. There are reports of idiots “Tesla model 3 forum”running a 60 Amp breaker to 14-50 and the destroying the Tesla mobile connector.

Wha? How's that? The gen2 Tesla UMC is also only rated for 32A. Gen1 was rated for 40A and has melted a few cheap Leviton receptacles though since there was no temperature sensor in the plug on the gen1...

Do you mean some people blew up their gen1 UMC because someone installed a 40A breaker on their 14-50 circuit? That's apparently possible and legal due to an exception in the NEC, though I still think it's weird.

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