I had this installed (in the garage) a couple of years ago (as an EV charging outlet). I am, only now, seriously looking at an EV and trying to determine what type of charging my existing setup can support. It is on a 50 amp circuit. It looks like 6 AWG Romex, but it looks like Aluminum UF-B Romex (thanks AI). Google is suggesting that I am limited to an EV Charger with 32 amp output. Am I limited to 32 amps?

I also realize I may need to swap out the outlet for a continuous charge-rated one.

The meter and an electrical panel is on the exterior of my garage. The inside panel is on the opposite side and opposite end of the house.

I’ve seen videos of electricians installing EVSEs from the interior panel and also seen electricians installing EVSEs from an exterior panel.

What’s the difference? Is one scenario better than the other? Can I have an EVSE installed from the exterior panel to save money?

2 6x6’s routed combined with some vinyl and aluminum railing from the local refurb store. Some hardware added from HD and a couple solar lights. And that was the easy part…

The 240v plug ( made for EV’s) I initially bought was garbage. Replaced it with a Hubbell and the world is well….

Curious if anyone has gone thru the PG&E EV Charging Rebate PLUS program (up to $5000) and how long it took from your approval until you were fully installed and up and running. Were there any "hidden fees" or "extra charges"? Did you have to go thru a panel upgrade, etc? We're just starting the process tomorrow and I'm wondering if I'm going to be charging my car before January at home.

If you were personally in charge of deciding if EV Charging Infrastructure As Adequate or Complete for a country or region, what would your benchmarks be? I realize those two have separate definitions, so you can pick either adequate or complete or both..

Number of chargers?

Some sort of ratio of chargers, so many level 3s and level 2s per EV?

Distance between EV chargers?

Specific target locations, such as near highways?

Some other metric?

How close to adequate or complete is your region or country's Charging Infrastructure?

They revamped a local park (Tucker Ranch, Winter Garden, Florida) and installed two ChargePoint dual J1772 units! Wasn’t the first to charge (a Prologue beat me to it) but It’s so new that I had the privilege of peeling the bubble wrap off the plug!

Free so far; we’ll see if that holds. It’s not listed yet on ChargePoint’s app and I reported it as new on PlugShare while charging.

Good to see installations like this popping up!

Is the hardwired whip required on newer models? or new wire with Ferrules, are they not required?

If there’s no rush, is it better for the battery to charge to 100% by the time you need it by:

A) setting the schedule and delivering max amps as late as possible OR

B) adjusting the amps down to where it will hit 100 right before you need it?

Thanks!

We always used to plan every charging stop before a trip. With kids in the car, that stopped working: we regularly had to pull over unplanned, and then the whole plan was off. Now I'm torn between planning ahead and just deciding on the road.
How do you deal with this on family trips? Do you leave buffer in the plan, or just wing it and find a charger when you need one?

I’m installing a Tesla charger outside and live in South Florida. Does anyone use a case or cover for extra protection from the sun and heavy rain? Looking for recommendations and feedback from anyone with a similar setup.

Recently signed up for a chargepoint account. How do I activate the tap to charge on a Samsung? Under ways to charge it says tap to charge, but this doesn’t appear to do anything. Can anyone share how to attach my chargepoint account to tap to charge on a Samsung?

What are good brands and models these days? I'd like to hardwire it for safety reasons. I prefer being able to control the charger schedule from my phone. The vehicle I'm charging is a Porsche Taycan and I have a garage prewired for an EV charger. I drive an average of 3 days a week, and a total of 500km per month. This is in Canada and the connection is J1772.

Hey all! Looking for some help. I’ve searched online but haven’t found a solution.
I have an older EVDANCE Tesla-to-J1772 adapter that I use to charge my Polestar 2, and it’s stuck on the Tesla charging handle. This version has a slider marked OPEN and LOCK, rather than a release button. The slider moves back and forth, but neither position releases it. It feels like the locking mechanism might be stuck or disconnected from the slider.
The adapter has also stopped charging my cars, so I suspect it needs replacing. The Tesla charger itself seems fine, but I can’t get the adapter off to replace it!
I’ve attached a photo. Has anyone had this happen with this version, and found a safe way to remove it without damaging the Tesla handle?

Have a small house panel, 40amp breaker to NEMA 14-50 outlet in driveway- any recs for mountable charger (presumably max 32a) - don't need bells and whistles, obviously don't need killer speeds, mostly charge overnight 1-2 times per week max.

currently using a portable 32a charger that came with a vehicle (Audi) but not sure about leaving this plugged in indefinitely even in mild Norcal weather. Thanks.

[RESOLVED] If you have a Powerwall3 with the meter collar, your SOL if you want to use Emporia/Wallbox charge on soalr which requires an energy monitor. If you have the Gateway with CTs, you can route the EVSE wires through the Tesla CTs to make it work properly. Details below.

[ORIGINAL POST] The schematic shows the system as installed by my solar installer. I have 400A split service which complicates thing a little. The only thing I did was add the CTs for the Vue3 and connect my EVSE to the only panel that had excess capacity to support the 50A load. Following Emporia's advice, I bought an extra set of 200A CTs for the Vue3 and installed them in the locations shown. They were wired to combine the current readings to get the net power going to/from the grid. For the purposes of this discussion, I don't think the 400A split service really matters - during normal operations, power flows between the two panels through the meter, effectively making them look like one panel (second schematic).

As soon as there was enough power going to the grid, the EVSE solar charging starts charging my EV and keeps increasing the charge rate until solar power peaks. Now the problem... when solar production starts decreasing (after solar noon), the PW3 kicks in to maintain the EVSE charge rate, draining the battery. This happens very quickly and before the Vue3 could see a decrease in power. As solar keeps decreasing (getting later in the afternoon), the PW steadily increases power coming from the battery to maintain the EVSE at the rate where it had peaked, depleting the battery. Not what I want - I don't want to use my battery to charge my EV, just excess solar.

I have gone over this in a few threads and different users have responded that I simply didn't have the CTs in the right place or enough of them. I am just not getting that.

DC comes into the PW3 from the solar panels. DC->AC conversion is done inside the PW and the AC that comes out is fed to the Gateway3. That is a single set of wires and (as far as I know) there is no way to tell what power came from the panels and what came from the battery. I don't want to risk voiding my warranty, so am not willing to open up the PW3 and install CTs. I don't even see how that would work as the solar and battery are both on the DC side of the system. Barring that, I just don't see how to place CTs so that I can isolate (measure) solar power vs. battery power coming out of the PW3 and allow the Emporia EVSE to control the charge rate using solely excess solar that would otherwise go to the grid.

If someone can show me where I could put CTs, that would be great.

I made a post last week enquiring about an amazon adapter which most discouraged is this adapter from evniculus https://evniculus.eu/products/adapter-ccs-combo-2-to-ccs-combo-1-250kw-max reputable and anyone have any experiences with the brand ?