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Discussion Starter #1
Just so nobody stupid like me bothers trying it.
The GM Bolt and 2016+ Volt EVSE will accept 240v x 12a power even though the plug is NEMA 5-15 (120v x 15a).
Not true for the Jaguar. It will give a red fault light if plugged into a 240 source.
Now you know.

Sad that Jaguar didn't do it like Chevrolet did, since they have 220v country support, and the prototype cars had L2 chargers from the factory for America.
 

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Just so nobody stupid like me bothers trying it.
The GM Bolt and 2016+ Volt EVSE will accept 240v x 12a power even though the plug is NEMA 5-15 (120v x 15a).
Not true for the Jaguar. It will give a red fault light if plugged into a 240 source.
Now you know.

Sad that Jaguar didn't do it like Chevrolet did, since they have 220v country support, and the prototype cars had L2 chargers from the factory for America.
I'm just going to keep it handy in the car in case I visit friends or relatives and I need to charge using their outlets.
 

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At least there is a fault light rather than letting the smoke out. Although does seem a universal voltage would have been just as easy.
Just about all small recharging goes 90 to 250 volts but JLR actively put a stop on it for some reason.
 

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Discussion Starter #5
Thank you. Just to confirm, you're talking about the Jaguar-supplied cable not working with a 240V source?
Affirmative, the USA yellow cord Jaguar EVSE 1200w (120v x 10a) will not accept 240vac, it will error out when plugged into 240v wall power.
 

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Discussion Starter #6
At least there is a fault light rather than letting the smoke out. Although does seem a universal voltage would have been just as easy.
Just about all small recharging goes 90 to 250 volts but JLR actively put a stop on it for some reason.
Yup, it would not have had any additional production costs for it to handle both 120 and 240 on the circuit board.
 

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Discussion Starter #9 (Edited)
I'm just going to keep it handy in the car in case I visit friends or relatives and I need to charge using their outlets.
When I stop being lazy, I'm buying the Tesla charger since I already bought the Tesla>J1772 adapter. That way I can do 120v up to 240v x 32a in small package when on the road.
120v x 10a might be useful in a lighter, less thirsty EV, but for the I-Pace? You probably will get just 0.8 kWh per hour if the house is a full 120v. So overnight will gain 9.6 kWh, or 11%.

EDIT: Tesla sold out of them. I found one for $280 on Ebay, and ordered:

https://www.ebay.com/itm/NEW-Tesla-Model-S-X-3-Gen-2-UMC-Mobile-Connector-Bundle-Charger-Charging-Cable/153344748690?epid=3012350502&hash=item23b40f2c92:g:kFAAAOSwGq5cLmkK:sc:USPSPriorityFlatRateBox!92860!US!-1:rk:1:pf:1&frcectupt=true
 

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I ordered one of the Tesla charger 12 days ago, but it hasn't shipped yet. I'm also still getting quotes to install a dedicated charging circuit, so in the mean time I'm using the charger that came with the car. It adds about 1% per hour. The only reason it works for me right now is because I don't have to use the car for commuting.
 

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Discussion Starter #11
My math was terrible. There is about an 80% loss between the wall and the battery cells including all losses and overhead.
So ~ 1 kWh per hour, 14% in 12h.
 

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I ordered one of the Tesla charger 12 days ago, but it hasn't shipped yet. I'm also still getting quotes to install a dedicated charging circuit, so in the mean time I'm using the charger that came with the car. It adds about 1% per hour.
I have the European model and on 220, hence im getting 2% per hour :wink2: :laugh: :grin2:
 
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