Carcharging/Blink Reduces resedential EVSE's to 24Amp.

[rcedwards]

Thanks. I'll give this a try.

[rcedwards]

A giant thank you for providing these files.

The Blink EVSE is now back up to 30A.

Going from 24A to 30A may not seem like much, but it is noticeable and that's what counts.

[EVDRIVER]

A giant thank you for providing these files.

The Blink EVSE is now back up to 30A.

Going from 24A to 30A may not seem like much, but it is noticeable and that's what counts.

You notice a difference of 3.5A? In a two hour charge that is only about 1.4 kwh.

[rcedwards]

Yes, it is noticeable. Nothing dramatic, but enough for me to do the work necessary to get the other blink up to full capacity.

I realize I'm using a cheesy Harbor Freight clamp on meter, so hold any criticisms of the test equipment. I don't use them enough to warrant a Fluke.

That said, my readings were 24.0A on one and 29.5A on the other. I realize that it should read 27.5A. I will not investigate it further.

Anyhow, going from 24.0A to 29.5A (as the meter reads it) is quite noticeable. 29.5/24.0 = 1.23!

[Valdemar]

Yes, it is noticeable. Nothing dramatic, but enough for me to do the work necessary to get the other blink up to full capacity.

I realize I'm using a cheesy Harbor Freight clamp on meter, so hold any criticisms of the test equipment. I don't use them enough to warrant a Fluke.

That said, my readings were 24.0A on one and 29.5A on the other. I realize that it should read 27.5A. I will not investigate it further.

Anyhow, going from 24.0A to 29.5A (as the meter reads it) is quite noticeable. 29.5/24.0 = 1.23!

I believe 6.6kW is what's actually being sent to the battery, so 29.5A sounds about right considering losses. My 2011 consumes 3.75kW from the wall with its 3.3kW charger.

[GRA]

I believe 6.6kW is what's actually being sent to the battery, so 29.5A sounds about right considering losses. My 2011 consumes 3.75kW from the wall with its 3.3kW charger.

More like 6.0kW to the battery, 6.6kW from the wall to the OBC.

[Valdemar]

I believe 6.6kW is what's actually being sent to the battery, so 29.5A sounds about right considering losses. My 2011 consumes 3.75kW from the wall with its 3.3kW charger.

More like 6.0kW to the battery, 6.6kW from the wall to the OBC.

Ok, then why a 3.3kW charger draws 3.75kW from the wall? Following this logic it should draw 3.3.

[GRA]

I believe 6.6kW is what's actually being sent to the battery, so 29.5A sounds about right considering losses. My 2011 consumes 3.75kW from the wall with its 3.3kW charger.

More like 6.0kW to the battery, 6.6kW from the wall to the OBC.

Ok, then why a 3.3kW charger draws 3.75kW from the wall? Following this logic it should draw 3.3.

Because Nissan wanted to compete with the FFE, Fit EV and other BEVs that had true 6.6 kW (to the battery) chargers, they changed the way they described their OBCs, from max current out of the OBC to the battery, to max. current from the wall. The 3.3. kW OBC drew a max. of 3.84kW from the wall (240V x 16A), 3.3 kW to the battery. Nissan essentially pencil-whipped it, to disguise the fact that their OBC didn't have a true 6.6kW output. This was all discussed at length here at the time the 6.0kW (Nissan 6.6 kW) OBCs were introduced in the 2013 model year.

[Valdemar]

Thanks for the clarification, somehow I missed all those discussions, probably because had little interest in the 6.6 charger at the time.