Charging question.

[TheWoo]

Looks like you're maxing her out. You must have a standard range battery?

 

[TerryNelsen]

Looks like you're maxing her out. You must have a standard range battery?

Yes.

 

[MickeyAO]

You seem very invested in defending this manufacturer regardless of the false claims made on the Amazon web page

Even if you had an extended range, you would not reach the 22kW it says it can do.

Yes, the screen shows 80 A, but that is not what you are pulling from the EVSE. It clearly states you are getting ~ 46 A, which is slightly less than expected on a standard range pack.

Are you looking for validation or approval for your choice in an EVSE?

 

[tls]

Correct. You would need 275 V to get the 22 kW rate...they may have designed their equipment to HANDLE 275 V, even if it is not offered basically anywhere in the world.

The Tesla HPWC used to be rated for 277V and the onboard chargers in their cars will definitely handle it. 277V is a common lighting voltage derived from 480V service in industrial or large commercial settings. It's often available at the base of parking lot light towers and many of those lighting circuits were designed for gas discharge lamps but now run LEDs so have excess capacity. It is actually a decent idea to use it for EV charging and indeed you can charge at 22kW while drawing 80A.

Unfortunately it is a little too close to the max rated voltage for some of the components inside the HPWC and UMC and they were failing when utilities were just a little hot on the nominal 277V. So they derated the units and 277V charging isn't really a thing. I don't think it's really allowed by the J1772 standard and I have no idea what would happen if you plugged a Lightning into a HPWC wired that way - it might not be good at all.

 

[Lucky Larry]

Looks like you're maxing her out. You must have a standard range battery?

It looks like the second line of your charger display has solved this mystery, as it shows that you have 246 volts coming into the unit and are pulling 46.7 amps for a total power of 11.6 kw going to your truck.

 

[TaxmanHog]

The EVSE is working as expected on your SR LIGHTNING, enough said.

 

[Maquis]

The EVSE is working as expected on your SR LIGHTNING, enough said.

It only took us 50 posts to get here!

 

[shutterbug]

If you somehow think that this picture proves that primecom manufactures Ford's EVSE, it does nothing of the sort.

 

[TerryNelsen]

If you somehow think that this picture proves that primecom manufactures Ford's EVSE, it does nothing of the sort.

I agree.

 

[bmwhitetx]

It looks like the second line of your charger display has solved this mystery, as it shows that you have 246 volts coming into the unit and are pulling 46.7 amps for a total power of 11.6 kw going to your truck.

Late to this party so excuse the pile-on. Let's keep it going. In post #1 OP claimed the display was showing 22 kwh [sic] and now showing 11 kwh [sic] after the motor was replaced. So still a mystery.

I think he happened to look at line 4 on the display after 1.9 hours of charging and noticed it said 22 kWh [no sic] .

 

[djwildstar]

The Tesla HPWC used to be rated for 277V and the onboard chargers in their cars will definitely handle it. [...] I don't think it's really allowed by the J1772 standard and I have no idea what would happen if you plugged a Lightning into a HPWC wired that way.

The SAE J1772 standard defines:

• Level 1 AC as single-phase at 120V and either 12A or 16A (on a 15A or 20A circuit) delivering either 1.44kW or 1.92kW of charging power, or
• Level 2 AC as single-phase at either 208V or 240V and any current from 24A to 80A (on a 30A to 100A circuit), delivering between 4.99kW to 19.2kW of charging power.

The Tesla 277V Level 2 AC charging is a manufacturer-specific extension of the standard. Strictly speaking, so is Ford's 10A Level 1 AC charging (since the standard only allows for 12A or 16A), as well as many manufacturer's Level 2 charging at currents below 24A. I don't know what a Lightning would do plugged into a 277V Tesla charger, and I hope to never have to find out.

The SAE considered a Level 3 AC charging method under J1772 that would have supported three-phase AC at any voltage from 208 to 277 and any current from 63A to 160A (on 80A to 200A circuits) for between 22.7kW and 166kW of charging power. This was never implemented for light vehicles, but a similar capability is part of the J3068 standard for medium and heavy-duty vehicles.

 

[Maquis]

The SAE J1772 standard defines:

• Level 1 AC as single-phase at 120V and either 12A or 16A (on a 15A or 20A circuit) delivering either 1.44kW or 1.92kW of charging power, or
• Level 2 AC as single-phase at either 208V or 240V and any current from 24A to 80A (on a 30A to 100A circuit), delivering between 4.99kW to 19.2kW of charging power.

The Tesla 277V Level 2 AC charging is a manufacturer-specific extension of the standard. Strictly speaking, so is Ford's 10A Level 1 AC charging (since the standard only allows for 12A or 16A), as well as many manufacturer's Level 2 charging at currents below 24A. I don't know what a Lightning would do plugged into a 277V Tesla charger, and I hope to never have to find out.

The SAE considered a Level 3 AC charging method under J1772 that would have supported three-phase AC at any voltage from 208 to 277 and any current from 63A to 160A (on 80A to 200A circuits) for between 22.7kW and 166kW of charging power. This was never implemented for light vehicles, but a similar capability is part of the J3068 standard for medium and heavy-duty vehicles.

Ford’s L1 implementation is 12A. In reality, it will vary from that somewhat. The standards are nominal values, not absolute.

 

[djwildstar]

Ford’s L1 implementation is 12A.

When operating at Level 1, the Ford Mobile Connector (a rebadged Webasto Go unit) will provide 12A at 120V nominal, which matches the J1772 technical specification.

However, the F-150 Lightning's maximum Level 1 charge acceptance rate is 10A (1.2kw) for all battery sizes and trim levels, even if the EVSE could supply more current. Strictly speaking, this doesn't violate the J1772 standard (since vehicles are free to accept less current than the EVSE can supply), but it is a bit odd. I suspect Ford did this to ensure that Level 1 charging would not overload a 15A circuit, even if that circuit had other loads on it.

I don't know if the Mustang Mach-E has the same limitation on Level 1 charging, but suspect that it does.

 

[Maquis]

When operating at Level 1, the Ford Mobile Connector (a rebadged Webasto Go unit) will provide 12A at 120V nominal, which matches the J1772 technical specification.

However, the F-150 Lightning's maximum Level 1 charge acceptance rate is 10A (1.2kw) for all battery sizes and trim levels, even if the EVSE could supply more current. Strictly speaking, this doesn't violate the J1772 standard (since vehicles are free to accept less current than the EVSE can supply), but it is a bit odd. I suspect Ford did this to ensure that Level 1 charging would not overload a 15A circuit, even if that circuit had other loads on it.

I don't know if the Mustang Mach-E has the same limitation on Level 1 charging, but suspect that it does.

My recent L1 charges averaged slightly over 1.2 KW net to the battery. Using a 10% charger loss figure (that’s probably low for L1), that’s 1.32 KW input. It would have to be at least 11A. I was actually surprised at how fast it charged on L1. I was expecting something less than 1 KW net.

Granted, those numbers are kind of rough since FP reports charge added in whole numbers, but it seems like the rate isn’t limited to 10A. if I get curious enough, I may try to measure it.

Sponsored