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Discussion Starter #1
Coming from a Tesla Model S, I really miss how Tesla made charging so easy, and included the UCM w/the car..
Anyway, I now have a NEMA 14/50 in my garage.

So, I'm looking at this for charging:

https://shop.quickchargepower.com/JESLA-JR-is-THE-32-amp-J1772-portable-charging-solution-JESLAJR.htm

I'm happy the iPace is $17k less than a Model X, but disappointed legacy makers don't take charging seriously.

They keep expecting some other company to solve the problem...

My wife's parents also have a NEMA 14/50, so this would work for that as well...

My wife's Model 3 came with a UMC... and has this neat little thing called the super charger network! lol. I kidd.. I kidd...
I must have super charged at a dozen or so by now w/my S.

Still waiting to get hands on w/the iPace, but will wait for the Tesla Model Y reveal before buying anything...
 

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Being Jaguars first production electric, I would expect it to be slightly behind that of Tesla in terms of standard equipment and ease of use. EV owners would really benefit from an overhaul of the charging infrastructure, as currently there's not enough compatibility across different automakers. The model 3 is definitely a pivotal moment for Tesla.
 

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disappointed legacy makers don't take charging seriously.

They keep expecting some other company to solve the problem...
I think that's reasonable enough ... but what has actually happened has been rubbish.

Here in UK Government gave money to companies to kick start charger-rollout. That was "local" funds, so in each area of the UK (and it ain't a big country ...) there are different Vendors all with different APPs, RFIDs, requirements for money-deposited-on-account ... nightmare. And of course I don;t need to charge in-my-own-area, every time I travel its to a different area ... <sigh> And, having installed the chargers, the companies have no incentive to keep them working ... so Plugshare is littered with user-reports of the chargers that are bust. And all of them are way too low-power for the future, so all will have to be replaced.

There is rollout across EU of CCS at 150kW or something like that ... but that will take years (and in meantime Tesla keeps on rolling out their solution; its just like BetaMax and VHS all over again ... and then Nisan is sticking to CHAdeMO ...). If a CCS-adaptor, for Tesla, is forthcoming all will be fine for Tesla drivers of course ...

And before we know it the 130 kWh battery will be here, and assuming similar efficiency improvements as from Model-S to Model-3 (20% more range) we will then be at 400+ mile range and road-trip chargers will be rarely needed ... just as the UK government is getting into the swing of rolling them out nationwide <sigh2!>
 

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Being Jaguars first production electric, I would expect it to be slightly behind that of Tesla in terms of standard equipment
The UMC on Tesla is a breeze - I can plug into a wall socket in the house (13AMP / 240V here in UK), or a Commando, or if I drive in EU buy an adaptor and fit their (different) wall sockets; there is a 3-phase adaptor available too. If I plug into a wall socket at a friends house and Ahem! "everything starts to get a bit hot" :) I can just dial-down the AMPs on the car dashboard and slow the charge / reduce the heat.

I would say that Jag coming second has no excuse and could steal that idea ... or improve on it. The Jag onboard charger seems a bit of a disappointment.

As for the nationwide infrastructure of charging then I don't think that's Jag's responsibility. Tesla had to solve that in the early days, better now that we have an international standard ... but both sides playing chicken-and-egg isn't good
 

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Discussion Starter #5
Looks like the US Spec iPace now comes with a 120v plug, so at least that's something.... hold me over until I buy the Jesla thing.
 

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Please help me understand this JESLA Jr. product.

Let's say my apartment building has a Model S/X/3 Wall Connector (a Tesla Destination Charger). Does this product provide a conversion from the Tesla connector to the J1772 connector, and into the I-Pace, allowing me to perform level 2 charging off a Tesla Wall Connector?

I presume this only works for Level 2 stations, and not for the Tesla Supercharger network, since there is some additional hand-shaking between the car are TiVo HQ to make sure you are allowed to supercharge.

Seems useful, but $500 seems expensive!
 

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Looks like the US Spec iPace now comes with a 120v plug, so at least that's something.... hold me over until I buy the Jesla thing.
Can you show me the USA portable EVSE specifications? Thanks. The Euro ones are 100-265v AFAIK.
 

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Can you show me the USA portable EVSE specifications? Thanks. The Euro ones are 100-265v AFAIK.
Probably similar to the EVSE that Audi/Porsche provides for their PHEV. You can either use it in 110 (so slow!) or 220. That's what came with my Audi A3 e-tron.
 

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Yes, and the Nissan Leaf has the same now, can be used on both 110 or 220V. Very convenient!
 

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While undocumented the GM Bolt and Volt (both are over 7kW charging as of 2019, Volt is 3.6-3.3kW from 2011-2018) can run their EVSE at 240 1-ph USA 60hz power.

Cliff Notes: GMs will charge at 240 with included cable.

While I would be stunned if the EV400 doesn't have a 240 capable charger included, it's not a deal breaker. I have a 40amp portable EVSE from Juice Box with a 14-50 plug already, and L2 fixed chargers at work and home.
 
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Not a deal breaker for me neither but that would be really nice. My brother in law has 240V in his garage, he is 100 miles away and we go visit 4-5 times per year.
 

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Discussion Starter #12
jesla

Please help me understand this JESLA Jr. product.

Let's say my apartment building has a Model S/X/3 Wall Connector (a Tesla Destination Charger). Does this product provide a conversion from the Tesla connector to the J1772 connector, and into the I-Pace, allowing me to perform level 2 charging off a Tesla Wall Connector?

I presume this only works for Level 2 stations, and not for the Tesla Supercharger network, since there is some additional hand-shaking between the car are TiVo HQ to make sure you are allowed to supercharge.

Seems useful, but $500 seems expensive!

The one I'm looking at lets me plug an iPace into a NEMA 14/50 outlet and any other outlet that you can buy for the Tesla adapter.
I think there is an adapter that lets you go from a Tesla HPWC to a J1772, but that feels like a prick move...


The HPWC is AC, High Power Wall Connector, up to 80amps. The Urban Chargers and Super Chargers are DC.
Tesla uses the same plug for everything. Super easy and smart... I wish others would have just use that. I'm not really liking the plugs on the ipace, but I guess it's not a deal breaker...
 

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The one I'm looking at lets me plug an iPace into a NEMA 14/50 outlet and any other outlet that you can buy for the Tesla adapter.
I think there is an adapter that lets you go from a Tesla HPWC to a J1772, but that feels like a prick move...


The HPWC is AC, High Power Wall Connector, up to 80amps. The Urban Chargers and Super Chargers are DC.
Tesla uses the same plug for everything. Super easy and smart... I wish others would have just use that. I'm not really liking the plugs on the ipace, but I guess it's not a deal breaker...
The Tesla HPWC is great. But it's not really very flexible. I was going to buy one for my Model 3 earlier this year, but decided J1772 is better.

Few Teslas support 80amp charging, and the HPWC can't charge other cars if you have company or more than one car.

And not even all houses with swimming pools and electric kitchens will handle an 80amp continuous load when the AC is on.

A 40a L2 EVSE with a couple of 20a 120v plugs for guests or multiple cars is perhaps better at the same price.
 

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So, I was doing some mental math, and maybe this has already occurred to most people ... but I realized that, at around 0.35 KWh/mile, an hour's worth of home Level II charging adds 20 miles per hour. (My) Average city driving speed (according to Journeys) is close to 40 mph. So, when somebody asks about how long it takes to charge, I just say:

"At home, for every hour you were driving today it takes 2 hours overnight to charge. You leave home every morning "fully charged" at a quarter of the price of gas. On the road, at high speed charging stations, it flips. For every 2 hours you drive, it takes an hour or less to charge."

That makes it more "real" to understand what living with an EV really is. Telling people it takes 13 hours to fully charge or 10 hours to charge to 80% all sounds very off-putting. It's very rare that anybody ever does this, and the person asking doesn't know what 80% means, anyway.
 

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Does anyone know how to unlock the car without interrupting L2 charging at home? I have tried unlocking with the key fob and the door button but both result in the charge status LED to turn white and the charging status to change to "initializing" in the instrument panel.
 

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Does anyone know how to unlock the car without interrupting L2 charging at home? I have tried unlocking with the key fob and the door button but both result in the charge status LED to turn white and the charging status to change to "initializing" in the instrument panel.
The charging behavior is a mess. Rumor has it that the next software update will fix it. So in the mean time I'm babying it, keeping a watchful eye to make sure it actually starts charging. To make matters worse the InControl app sometimes shows "charging paused" when in fact it's charging.

I have a charging cable plugged into a 14-50 outlet in the garage so I stop charging simply by yanking the plug out (leaving the J1772 plugged into the car). To start again I plug back in and remotely unlock/lock the car to start the charging.

[I should add that the car is outside and I don't have to open the garage door that way]
 

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The charging behavior is a mess...
Thanks, sciencegeek. Yes, the charging is very finicky. I've noticed that if I don't get it right the very first time it usually won't work until I take the car for a spin round the block for it do some sort of internal reset. The only way for me to get it to work consistently is to plug in the JuiceBox as soon as I get home so that the current starts flowing right away to the car. Once I see the green light blinking then I can use the JuiceNet app to set the current and maximum charge levels. I usually set it to charge up to 51 kW (~62%) and then when I get up around 6 AM I move the slider on the app from 51 kW to 70 kW (~85%). This starts the charging again and allows the car to precondition (both climate and battery temp) for my departure around 8:30 AM. If heaven forbid there is no current flowing when I first plug the JuiceBox into the car (because of ToC), it just won't start charging no matter how many times I plug/unplug-lock/unlock it until I do the spin around the block trick. Ditto for interrupting the charging by unlocking the car. Since my utility doesn't provide any better rates at night I get no real benefit from setting timed charging so have given up on it completely.
 
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