A couple really fun charging questions.

[Calvin H-C]

We're still new to having the Lightning on our electric bill, but here is what we found when we got a Focus Electric at the end of 2017.

Prior to that, we only had an ICE Focus and drove about 25,000 km (15,500 mi) per year. Once we had both vehicles, the FFE was driven the same 25k per year, but the ICE Focus was only driven about 16,000 km (10,000 mi).

So, +25,000 km would increase our electric bills, while -9,000 km would decrease our gasoline bills.

Adding up our gas and electric bills for each month to compare, the average combined total went DOWN by about $60-70 per month with the two cars compared to having only one ICE vehicle.

Now the Lightning is a heavier vehicle, so it will use more power per km (or mile) than the FFE. I haven't had the chance to see what it uses regularly (it's my wife's truck - I only drive it when she needs a chauffeur!) but I've seen it showing about 250-300 Wh/km (it displays it as 25-30 kWh/100 km). The FFE typically uses about 140-180 Wh/km with our current weather.

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[Amps]

When we finally see a Supercharger adapter, it will probably be big, heavy, ugly, and expensive.

Tesla's NACS to CCS1 isn't any of those things, unless $175 is expensive for an adapter that will handle any CCS1 charger. I doubt an 'opposite' adapter will be much different

https://shop.tesla.com/product/ccs-combo-1-adapter

 

[Ventorum94]

J1772 is the AC charging protocol. Irrelevant in this context.

The relevance is that the common NACS:J1772 adapter looks, to the uninformed, like it could be used at a Supercharger.

 

[Ventorum94]

Tesla's NACS to CCS1 isn't any of those things, unless $175 is expensive for an adapter that will handle any CCS1 charger. I doubt an 'opposite' adapter will be much different

https://shop.tesla.com/product/ccs-combo-1-adapter

I sure hope you’re right- it would be disappointing to gain access to the ubiquitous Supercharger network, only to find that charging rates are lower than EA because of having to use an adapter.

 

[On the Road with Ralph]

You're getting 160 kw on a SR battery? I thought the max was around 125 on those

I occasionally get 162 kW at EA Hyperchargers; it doesn't last for long - maybe from a low SOC to 55% or 60% - but I do see it from time to time.

 

[On the Road with Ralph]

At my home in NW Arkansas, I applied for and got a special EV charging rate of 5¢/kW for 400 kW/h each month from the Ozark Electric Cooperative. Said another way, I get 400 kW/h for $20 - in my Lightning that will take me about 1000 miles. I've calc'd that when using those electrons, I'm getting the equivalent of 145 mpg.

I strongly recommend that EV drivers check with their local utility to see if they offer discounted rates for EV charging. For me, in Arkansas, the only constraint is that I must program either the charger or the truck to only charge between 10 PM and 5 AM. So far, that hasn't been a problem.

 

[Maquis]

The relevance is that the common NACS:J1772 adapter looks, to the uninformed, like it could be used at a Supercharger.

It won’t do anything since it doesn’t even have the CCS pins.

 

[RickLightning]

With regard to the second question: there seems to be a lack of consideration for just how significant a design problem the Supercharger:CCS adapter is going to be. Tesla v3 Superchargers are capable of dispensing over 400A (and upcoming v4 will be capable of over 600A!). This requires one SERIOUS adapter design, for safety- that kind of current would turn the garage-variety Tesla:J1772 adapter to a puddle (or cloud!) of plastic. When we finally see a Supercharger adapter, it will probably be big, heavy, ugly, and expensive.
OR, worse, use of an adapter will de-rate the Supercharger to disappointing power levels.

J1772 is the AC charging protocol. Irrelevant in this context.

Tesla has NACS —> CCS deployed at Magic Dock locations. I haven’t used one, but several on here have successfully.

Correct.

And, the VEHICLE requests a specific charging level, so the truck isn't going to ask for 600amps...

 

[chl]

-How much has the Lightning raised your home power bill? (Assuming most of your charging is done at home).

-Will the Tesla to J1772 adapter allow me to use the Tesla superchargers now, or will there have to be a software update?

-What are the expected charge times and cost to charge an extended range battery at the different level charge stations? (From 40% to 100; only used my home charger.) I have seen them outside supermarkets . . . but have never tried one.

Sorry for the bone head questions. I'm new to all this plug in stuff; EV's.

~JH

I went to a special time of day rate when I got my first EV (2012 Nissan Leaf) at 5.79 cents per kWh in winter (October 16-April 15) and 4.8 cents summer (April 16-October 15) from 1 AM to 5 AM, and the effect on my electric bill was it went down due to the time of day rate cost decrease.

Have to wait to use Tesla stations until next year sometime - and you'll need the Tesla App and adapter.

The EVSE's (Electric Vehicle Supply Equipment) outside supermarkets, drug stores, etc. are usually free L2 charging but the rate is pretty low, about 20 miles range per hour. Some Walgreens supposedly also have Level 3 chargers that are free for 30 minutes which could give about 150 miles range in that 1/2 hour.

See: https://homebatterybank.com/charging-an-ev-at-walgreens-where-cost-how-long/

 

[luebri]

-How much has the Lightning raised your home power bill? (Assuming most of your charging is done at home).

I charge 99% of the time at home. I have not taken many road trips. I have ~10k miles in 8 months so 1250 miles per month.

Here is my breakdown. The highlighted cells will be your variables in determining electricity usage.

 

[Ventorum94]

Correct.

And, the VEHICLE requests a specific charging level, so the truck isn't going to ask for 600amps...

I’m not quite sure about that. The HV battery pack voltage of the Lightning is comparatively low; so when we see 170kW during DCFC with a pack voltage around 350v, the truck is pulling about 500A. (I assume the truck “requests” kW, not amps, but idk)

 

[spadesaspade]

You're getting 160 kw on a SR battery? I thought the max was around 125 on those

On a 350kW charger, I have seen speeds up to 165. On 150kW charger, it hovers close to 125.

 

[djwildstar]

How much has the Lightning raised your home power bill?

It is very hard to say -- this summer is significantly hotter than last summer, and Georgia Power has raised their rates -- so it is nearly impossible to compare apples-to-apples by reading the electrical bill.

However, we can do some math: I drive about 1000 mi/month. I get about 2.3 mi/kWh for the vehicle overall, and charging is about 90% efficient, so this is about 475kWh. With the current EV time-of-use rates ($0.016/kWh nominal, $0.0723/kWh with all taxes and fees applied), that's about $35.

My previous vehicle got 19 mi/gal doing almost exactly the same things, so that would be just under 53 gallons of gas. Here in Georgia, the average retail price for regular was $3.269 last month, so that works out to over $172 in gas. I'm also reducing my carbon footprint by 1/3 ton per month.

Will the Tesla to J1772 adapter allow me to use the Tesla superchargers now, or will there have to be a software update?

NO. The current Tesla-to-J1772 adapters (like the TeslaTap) are for Level 2 AC charging ONLY. These adapters connect the Tesla charging pins to the truck's AC charging pins. Even after a software update, these adapters will not work with SuperChargers, because they do not connect the Tesla charging pins to the truck's DC fast-charging pins.

What are the expected charge times and cost to charge an extended range battery at the different level charge stations?

The only good answer is it depends because there are so many different kinds of chargers, and so many different ways that they charge for it. However, we can make some generalizations: you will either have Level 2 AC charging, or DC fast charging while you're on the road. For many road trips, it will be a mixture of both.

Level 2 charging basically the same as at home, except you're doing it on the road. It is free at some hotels, restaurants, attractions, or other "destinations", but often costs money at parking garages. Overall charging speeds are also similar to at-home charging, taking anywhere from 90 minutes to nearly 4 hours to fill an ER battery by 10%.

DC fast charging is at places like Electrify America, and is the equivalent of gassing up on the road. Fast chargers are always rated in kW: sizes of 50kW, 150kW, and 350kW are common. Ford's rated fast charging time for the ER Lightning is 41 minutes from 15% to 80%, and you should get close to this at any charger rated 200kW or higher. Since the Lighthning can't use more than about 175kW of fast charging, chargers rated higher than this won't get you a faster charge. I've found chargers in the 100kW to 150kW range to hit-or-miss: some can get to 155kW or a little higher, while others struggle to get past 85kW -- this may add 10 or 15 minutes to your charge time. Chargers rated lower than 100kW will definitely result in longer charge times; if all you can get is 50kW, then you can expect about an hour and three-quarters to charge from 15% to 80%.

 

[Bwanapete]

As said above,check with your electric company about time of use plans. Here National Grid territory, I save a boatload of money that way, and can have the dehumidifier only run at night too.

 

[On the Road with Ralph]

On a 350kW charger, I have seen speeds up to 165. On 150kW charger, it hovers close to 125.

My experience is exactly the same, at least when using EA equipment, on my SR Pro.

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