Join Date: May 2018
Location: Norco, California, USA
It seems like the most junior engineer at JLR was put in charge (har) of the recharging system.
At a minimum, it was designed by folk who have no practical EV driving experience. The list is long, and I won't even harass them about the charging problems with the app.
1) No lighted charging port. This is a important feature that is cheap to implement.
2) No 7kW L1/L2 EVSE included in the production car. It was included in the prototypes, and ALL Teslas, even the $45k one, and some other EVs have true L2 cables with them as well. It's not much more than an L1 cable.
3) The car needs to show charging status while charging. Because if somebody sees no light on the car, they will assume you are not charging.
4) Locking the cable to the cars for L1/L2 charging is not necessary, and just increases the cost and things that can go wrong. Ditto for locking the charging door. Nobody can siphon electrons out.
5) The car does not like EVSEs that delay charging.
6) Should have had a 3ph and 277v options to future proof it. 277v is the voltage you see in parking lot lights or commercial buildings and Tesla supports it. 3ph is the power the power commercial buildings and much of Europe is wired for. It should be an option, only those who want to pay for it should have to. Because it takes 3x the on-board circuits. Added bonus? Slow 208vac L2's are common at destinations. A 3ph charger will make it run at full 240vac speed. For the US crowd, let me give you a taste of what it would do for a work or destination charger. Using only a 30 amp circuit breaker and 10 gauge wire (cheap), and obeying the 80% rule, that is 24 amps per phase. So for 208 service - 8.6 kW with a thinner, lighter, cheaper charging cable. For the more common 480 service, 20 kW charging, charge 20% per hour after losses. 277 loses less % efficiency. Now our normal 1-ph 32a x 240v L2 charging is 15% faster when using 277 1ph. Note that it is simply a component and firmware decision to make an EVSE or on-board charger accept anywhere from 90 to 277 VAC. Not a significant cost since wires and components are rated far higher than 240 volts.
Jaguar i-Pace FE Photon Red 20" wheels, "Leaper"
Two Chevrolet Volts in service
24.2 kW x 480v 3ph solar array self-installed.