I saw that the same size battery with the terminals reversed was much
cheaper, so I ordered one and mounted it 180 deg rotated, so the terminals
are close to the original location, the negative wire reached easily while
I wanted to mount a wireless controlled relay on the positive terminal
anyway,
Note that you absolutely do not need to hurry to replace the aux battery,
the only thing "wrong" with it is that the Tesla needs to wake up its DC/DC
converter more often than the software programmed minimum time, indicating
that capacity is below desired limit.
I got rid of the warning by swapping
In Europe, some cars may not be long or wide, but may have more height to
accommodate tall people or (older) folks that cannot get up out of a low
slung vehicle.
My first car was a DAF 46 which was a tiny car with 800cc two cylinder air
cooled boxer motor, I could lift the combination engine plus t
Pickup trucks, SUVs and even the PT Cruiser are classified as farm vehicles
in the US, to get around passenger safety requirements, fuel (in)efficiency
and to pay less taxes.
Cor.
On Sun, Jul 20, 2025, 5:11 PM EV List Lackey via EV
wrote:
> On 20 Jul 2025 at 10:51, John Lussmyer via EV wrote:
>
The EU has requirements for the shape and height of the front of the
vehicle. Roughly the reasoning is that a low front with deformable plastic
bumper cover will mostly affect the legs of (adult) pedestrians and
hopefully limit severe injuries to vital parts, in contrast to full size
trucks or (gas
The PDF works well from an old Samsung browser via WiFi while traveling in
the Netherlands ;)
Cor.
On Wed, Jul 2, 2025, 5:42 PM EV List Lackey via EV
wrote:
> On 2 Jul 2025 at 12:49, Rod Hower via EV wrote:
>
> > I couldn't access either link?
>
> Note that they're http:// links. Make sure that
Why do reporters brainlessly repeat the falsehood that the USPS is
losing 100 Billion, while the truth is that the company is doing fine,
but govt forced them to put money aside to pay for pensions for future
employees that have not yet been born? THAT is why the books of the
USPS show a gigantic "
I have used the AMC1200 isolated instrumentation opamp, which was
specifically made for isolated shunt measurement, it accept a differential
input voltage within and close to its 5v power supply of +/-0.25V and has
8x gain, so its differential outputs will give you an isolated +/-2V that
you feed i
There is a reason many EV lists *forbid* the discussion of Hydrogen
(fool cells) as those tend to attract the people reading the
propaganda and riling up those who understand physics.
To give just a thought to the claim of a "hydrogen powered" vehicle
that runs "only on water" - it is neither run
At 120V, all EV chargers will throttle down to draw no more than 12 Amps.
It will likely work even if the 120 is in reality sagged to something like
105V.
I would be a little concerned about the signal not being sinus, that can be
hard on parts like rectifiers.
Cor.
On Sun, Jun 8, 2025, 3:28 PM re
I have 28 modules of a 2015 pack, so they are the same as I see in that
picture: white plastic spacers for the 4 pouches inside, 8V [2p2s] single
modules.
I am in Silicon Valley.
Send me a pm for details.
Cor.
On Wed, Jun 4, 2025, 10:08 AM Mr. Sharkey via EV wrote:
> > I can certainly see one o
Bryce, Peri,
Note the qualifier in the requirement:
*Permanently* installed electric vehicle power transfer system equipment
shall be installed by qualified persons.
So, this does not include plug-in EVSE with a NEMA plug, only
"hard-wired" chargers.
I am a bit surprised, in that I was under the im
The BB600 was also popular in the small tractor that was used for snow
blowing with an attachment...
On Thu, May 15, 2025 at 12:23 PM John Lussmyer via EV wrote:
>
> On 5/15/2025 11:39 AM, (-Phil-) via EV wrote:
> > Of course then I might ask why do you need a working Taylor-Dunn in below
> > fre
Exactly! We Californians!
On Thu, May 15, 2025, 11:36 AM (-Phil-) wrote:
> Valid point! I guess I forgot what it's like to have those long cold
> winters!
>
> On Thu, May 15, 2025 at 11:33 AM Cor van de Water <
> cor.vandewa...@gmail.com> wrote:
>
>> Phil,
>> I think the continued interest in
Phil,
I think the continued interest in BB600 and other NiCds is simply that they
are not bothered by cold, where you can hardly charge Lithium as soon as it
starts freezing, let alone when temps are near zero F.
Cor.
On Thu, May 15, 2025, 11:18 AM (-Phil-) via EV wrote:
> You could also do some
I know that Mike Phillips, then living in San Jose, did a US Electricar S10
conversion from its original 312V of lead acid to flooded NiCd cells. When
he was moving about 15 years ago, he sold that truck to a grower in SF
North Bay, so that the buyer could get a lower (EV) electric rate for his
bus
All EV battery packs that I have seen, have bolted connections between
battery modules. True, inside the modules the cells are welded to
connecting copper foil or bus bars and that copper is typically plated
with something (except in some Leaf batteries) but all module to
module connections are bol
Hi Steve,
The only downside to use a higher current than the JuiceBox can supply
is the higher weight and cost of the cord, otherwise everything is the
same - technically a slightly lower loss in that cord, but that is
immaterial. For my info and interest - what broke and which variant of
JuiceBox?
Lawrence,
That will work, provided that you supply DC, else you are limited to the
onboard charging speed of the receiving car, which will typically be in the
6 to 11kW range, for the overnight fill.
The only way commercial EVs would be able to exchange high power, is when
both vehicles connect to
Hi Lawrence,
The non-profit Sunwork.org specifically targets the solar
installations for people that have too small energy bills to be
interesting for the big installers.
Not sure if they will do installs in the city, most of their projects
are around the south bay area, but it can't hurt to ask th
Marco,
Re: power loss/heat in cable
Double current for the same resistance cable means 4x power, so 3kW becomes
12kW heat for the same cable at double Amps.
Cor.
On Fri, Mar 21, 2025, 8:31 PM Marco Gaxiola via EV
wrote:
> Back to the main topic; the BYD new pct. release and the ultra fast
> cha
Lawrence, note that a car with DC Fast Charge capability will request a
specific max voltage and current from the charger, you cannot just short 2
packs together. One pack may be at 400V while the other empty pack is as
low as 300V and all you are getting is a big spark, a blown pack fuse and
possi
Interesting idea, though the coolant is likely going to be non-conductive
Glycol or similar.
Besides, UL safety certification requires any surface that can be touched
to be below 70C at any times, so that limits the max temp of the coolant,
no boiling water off the waste heat of the charger...
Cor.
Note that with a buffer pack (BESS) the grid just sees the average power of
what you expect of a DCFC station, so the main issue is to get the power
into the car without burning up the cables or contacts.
On Tue, Mar 18, 2025, 7:26 PM EV List Lackey via EV
wrote:
> Chinese automaker BYD claims t
Thanks David!
I have set up my gmail as plain text, but it seems that sometimes for
whatever reason (replying to a post with HTML embedded?) it suddenly
decides to feed the EVDL with a non-acceptable format.
Since I do not get my own mails back from the list, I cannot see if a
problem occurred...
T
Mark,
If you would be concerned how the narrow tire looks on yr rim, you could
always try to find someone looking for the upgrade to wider and negotiate
swapping *wheels* if their rims would be better for the 235s.
BTW, does your drive have sharp rocks or loose debris that might catch
between tire
Yep, with 235/40 iso 255/45 the speed and ODO will read about 5.5% too high.
If you just want the 20mm skinnier tires with about the same wheel diameter
to not affect the speed and ODO, you should try to find 235/50R19 tires.
Cor.
On Fri, Mar 14, 2025, 8:09 PM Mark Hanson via EV wrote:
> PS,
>
>
Mark,
Note that a 255/45R19 should be almost precisely 10" wide = 254mm as
11" would be 280.
Are you sure that you are not running 275 or so if you mention about 11" width?
Cor.
On Fri, Mar 14, 2025 at 9:57 PM Steves via EV wrote:
>
> Did the original Continentals have the same problem?
>
> Wonde
I have two batteries that I need to get rid of, they may have value for someone:
(1) this is a partial Chevy Volt Lithium pack, I think it has 3
sections, this one has 3 labels, for 1kWh and two for 2kWh and a
fourth label for the complete sub-pack with the sum capacity of 5kWh.
I think the sectio
"Make me an offer" is the price.
Cor.
On Thu, Feb 20, 2025 at 7:52 AM John Lussmyer via EV wrote:
>
> On 2/19/2025 10:27 PM, Cor van de Water via EV wrote:
> > The modules together are a complete battery pack, but they are loose,
> > out of the shell, so you would ne
The modules together are a complete battery pack, but they are loose,
out of the shell, so you would need to pick them up in the SF Bay
Area, they are not easy or safe to ship loose.
Serial nrs indicate that all 4 were removed from the same M3 battery
pack, manufacturing date is the first week of J
S homes are beefier than in Europe. 120/240 at 100 amps is
> the minimum these days and 200 amps is common.
>
> cheers,
>
> Steve
>
> On Fri, 7 Feb 2025, Cor van de Water via EV wrote:
>
> > On Fri, Feb 7, 2025 at 4:44 PM wrote:
> >> Today, almost no homes
On Fri, Feb 7, 2025 at 4:44 PM wrote:
> Today, almost no homes receive 3 phase, it has to be requested by the home
> owner and he has to have a valid reason for 3 phase. There is also an
> upcharge for 3 phase installation, it also makes wiring the house much more
> difficult and expensive beca
Lussmyer via EV wrote:
>
> On 2/7/2025 2:39 PM, Cor van de Water via EV wrote:
> > In homes with single phase EV charging installed, the charging station
> > can either provide 16A at 230V (which is essentially a standard EU
> > wall outlet worth of power) or 32A.
> In the
outlet and gives you up to
3.6kW. In fact I think that is the reason for the early Leafs having a
3.6kW charger.
Cor.
On Fri, Feb 7, 2025 at 2:29 PM John Lussmyer via EV wrote:
>
> On 2/7/2025 2:14 PM, Cor van de Water via EV wrote:
> > NOTE also that the *cord* for CCS2 is lighter than an
NOTE also that the *cord* for CCS2 is lighter than any comparable US
standard cord, by virtue of the 3-phase AC power.
To transport 11kW, you need a 16A cord in EU. For the same power in
USA you need a 48A cord. 4 conductors for 16A are way lighter (and
cheaper and more flexible) than 2 conductors
On Thu, Feb 6, 2025 at 7:58 PM (-Phil-) via EV wrote:
> Don't get me started on the insane ISO15118 stack! (Sadly that part stays
> with NACS)
Yeah, you have to kind of be able to do a moon landing with a
combination of Morse code and Single Sideband plus a Home Automation
connection bus, just s
Marco,
A somewhat common failure that I encountered was with adapters that were
supposedly official ones, but where sideways strain on the adapter put
enough force on the ultrasonic weld that it split open, leaving either the
bottom with exposed pins in the vehicle inlet, OR the pins could remain
s
Hi Steve,
My recommendation would be to do nothing until you see that a significant
amount of the resident cars are now NACS. Somewhere between 1/3 and half,
then upgrade half the chargers to NACS.
Wait again until the vast majority of cars is NACS, then upgrade the rest.
This also gives you a bit
Mark,
Were this the low beams?
My 2012 Leaf was of the style that has LED low beams already (SL? SV?) but
the high beams were incandescent, which are... underwhelming.
So, I bought LED replacements for those, making them more useful.
Cor.
On Fri, Jan 31, 2025, 3:18 PM Mark Hanson via EV wrote:
>
Ed, the standard range (=cheapest) model 3 is listed with an
optimistic range estimate of 220 mi so the available battery capacity
is likely in the 50s kWh.
Since this was a rental, the capacity has likely degraded from abuse
but let's say it is still 50kWh.
You charged from 9 to 80% so 71%, this m
Seth,
One problem that I know about regarding charging in cold weather is
that the rubber seal in charging plugs takes more force to compress.
So, it is possible that you were unable to insert the J1772 charging
handle deep enough to engage the latch of the "pistol" using your
usual way of insertin
I have a 2012 also and generally avoid using the PTC heater that warms up
the liquid that flows through the heater core.
I *so* wished that Nissan had skipped the liquid and instead heated the air
directly, so we would have had *instant* heat in the cabin.
I have the cold weather package on my Leaf
I know about the severe drain of the PTC heater (and its
many-minutes-delay before supplying heat) so if I need to change the
interior temperature or get rid of moisture, I prefer to open the
windows a bit, rarely using the A/C, and in winter combine this with
intermittent bursts of using the winds
Every time you charge in a location, the Leaf adds the GPS coordinates, so
simply stop once and charge where you want the map to update, then you can
return there by the map ;)
Cor.
On Tue, Dec 24, 2024, 6:56 PM redscooter via EV wrote:
> Is there some way to up load charging stations to my le
the EVSE is not the problem of this project ;-)", it
> can certainly be a result. That's all I'm saying.
>
> Happy Holidays
>
> Rush Dougherty
> TucsonEV
> www.TucsonEV.com
>
> > -Original Message-
> > From: EV On Behalf Of Cor van de Wat
NACS there will be more and more locking,
though it is still the cord fixed attached to the EVSE as far as I
know.
Cor.
On Fri, Dec 6, 2024 at 7:16 PM EV List Lackey via EV wrote:
>
> On 6 Dec 2024 at 18:10, Cor van de Water via EV wrote:
>
> > many EVs do not lock the J1772 plug, so u
off' EVSE, then I'll know where it comes from.
>
> Capice?
>
> Rush Dougherty
> TucsonEV
> www.TucsonEV.com
>
> > -Original Message-
> > From: EV On Behalf Of Cor van de Water via EV
> > Sent: Thursday, December 5, 2024 11:14 PM
> > To: Electric V
Peri, yep exactly.
This is just providing 90 charging outlets that can be scheduled, and
probably also billed, to residents.
Without the smarts, you would need 90 x 50 Amp service, nobody wants
to pay to lay cable and connections for 4500 Amp service (over a
MegaWatt!) for only a few EV owners.
Thi
Rush, I think you misunderstood the project. What it provides is only
a charging outlet, not an EVSE. Each standard NEMA 14-50 can be
activated using a special App and no more than 6 residents can be
charging at the same time, if they all draw 40 Amps which they should
- because the charging is org
Note that the fast charger *offers* a max charge speed, the EV is in
control to request what it can handle. In the case of 2012 Leaf, it will
ask for I believe the max is 120 Amps, until the first cell starts reaching
4.12V, then it starts throttling back.
I once had a deteriorated 24kWh pack that
Hi Lee,
Same way I have a 2019 62kWh pack in my 2012 Leaf: swap it, use a
conversion cable for the control signals and a CANbridge to translate 2019
bms speak for the 2012 car. The bridge came from Dala, he even gives
support to his Patreon supporters.
In fact, I bought my battery first, then found
As far as I understand it, the only task for remote drivers is not to drive
the car, but essentially to nudge a stuck car into making the right
decision to get unstuck, for example when a delivery driver has blocked
enough of a travel lane and the robocar cannot make up its mind whether to
chance i
Peri,
Look at who wants to keep the distribution network (and the money
flowing) and it is very likely that big Oil likes to see the
consumption of fossil fuels increase due to the inefficient production
of H2, *as well as* keeping the distribution of fuels in hand.
NOTE that EVs do not need the li
NOTE that the J3400 NACS standard has the option to make the EVSE
cordless just like the Type 2 chargers in Europe, where the public
level 2 chargers are often a slender pole on the curb next to the road
in between two parking spots, so you can plug your own cable into it
from either slot. It will
wires at higher voltages will corrode faster. For the same
> lifetime, you might even need thicker wires..
>
> Not trying to be negative, but maybe just pointing out that things might
> be a little more complicated.
>
>
>
> On Saturday, October 5, 2024 at 08:48:24 PM PDT, C
Note that if you want to save on copper and are only interested in
delivering the same power with the same percentage of wire losses, then
going 4 times up in voltages allows you 16 (!) times smaller wire surface
area, because current is 1/4 but also 4 Volt loss in a 48V system is the
same percenta
Anybody interested in priority delivery of a Cybertruck?
Apparently my reservation in the queue has come due, so I am entitled
to use priority delivery, but will likely not use it - anybody
interested?
Cor.
___
Address messages to ev@lists.evdl.org
No oth
While the JuiceBox powers up, it runs its local web server, which
allows you to log in with a mobile device and configure it, to point
it to a server address, among other things.
On Wed, Oct 2, 2024 at 10:13 AM (-Phil-) via EV wrote:
>
> Yeah, depending on what hardware they use, iit may be possi
As far as I can see, the Leaf charges the 12V battery until the charge
current into the battery drops below a certain level, I forget if it
was 10A. This is the death of a lot of Leaf batteries: as they slowly
age, the internal resistance goes up and even though they are far from
being full, in fac
To clear up and correct a few things - I was confusing the wiring that
is there with other wiring that I recently inspected, because I saw
the 277V phase voltage of the building lighting drop to 260V (due to
the same 500ft of wire loop) and that was 12 AWG, but connected to a
20A breaker.
The circu
if you can
>>> > do board-level repair due to their mechanical design. I suggest just
>>> > ordering a used one for a couple hundred $.
>>> >
>>> > If you wanted to save buying one, you could convert the existing slave to
>>> > a ma
Lawrence,
First of all: yes, EVSE work on just 2 phase and ground, no neutral.
That is why some EVSE come with an NEMA 6-30 plug.
You say that there is an L-30 twistlock. I am missing a number, it
should say L6-30 or L14-30 or something like that.
As far as I know, the Tesla mobile charger uses a N
ase ≤ 80 A Per NEC 625
> >
> > So your 245VAC may not be safe for some EV's
> >
> > Best,
> >
> > Rush Dougherty
> > TucsonEV
> > www.TucsonEV.com
> >
> >> -Original Message-
> >> From: EV On Behalf Of Cor van d
(North America)
> > AC Level 2 208 to 240 V AC, 1-phase ≤ 80 A Per NEC 625
> >
> > So your 245VAC may not be safe for some EV's
> >
> > Best,
> >
> > Rush Dougherty
> > TucsonEV
> > www.TucsonEV.com
> >
> >> -Original Message-
PM (-Phil-) wrote:
> >
> > Yes, I personally witnessed this happen at a Casino in Reno. Many Tesla
> > destination chargers are wired to 277VAC.
> >
> > On Tue, Sep 3, 2024 at 5:31 PM Cor van de Water via EV
> > wrote:
> >>
> >> The only c
Tue, Sep 3, 2024 at 5:55 PM (-Phil-) wrote:
>
> Yes, I personally witnessed this happen at a Casino in Reno. Many Tesla
> destination chargers are wired to 277VAC.
>
> On Tue, Sep 3, 2024 at 5:31 PM Cor van de Water via EV
> wrote:
>>
>> The only concern I would
The only concern I would have with using a TeslaTap on an unknown
destination charger is that you are not guaranteed that the charger
won't damage your non-Tesla EV.
Because the Tesla charger is specifically specified to allow anything
between 100-277V so, while not common, some electrician may use
First of all, charging and discharging the batteries in the middle of
their range hardly affects the life of the batteries at all.
If for some reason you want to fully power off the Tesla and let it
sit for months without looking at it, and you can have a jump start
available when you return (even
Correct, I have seen 60V transistors blow up when releasing the
current in a 12V coil, so in order to still *quickly* release the
energy from the coil, use some kind of voltage limiter (Zener, TVS,
transzorb, MOV, pick whatever your preference to limit the peak
voltage to below what the switching t
I believe the Tesla onboard charger is always connected, both to the
charge port and to the battery. The only contactors I saw in the box
regulating the power are the two contactors for the Supercharging,
which uses the same charging inlet as the AC charger, so the AC
charger does see DC input duri
Oh and contactors: both the small precharge contactor as well as the
big pack connect contactors for positive and negative HV connection.
All have 12V coil to operate them. I believe they are the Panasonic
brand.
On Wed, Aug 14, 2024 at 10:18 PM Cor van de Water
wrote:
>
> FYI, many EVs use a pre
FYI, many EVs use a pre-charge resistor for their 400V pack of 40 Ohms
so a peak 10A for a fraction of a second. I have seen different specs
on the power rating, I believe the last I saw was 60 W ceramic
rectangle with spade connectors. I have used those for some slow
discharge on a 40V battery mod
That is why it is recommendable that some jurisdictions are starting
to implement *forward* angled parking spaces and requiring you to back
into them.
BTW, the city of Regina would need to change their bylaws to
distinguish between the two types of non-90-deg parking spaces, IF
they would follow th
x charging), but this requires some hassle including
>> altering the config so the car doesn't look for the 2nd slave charger.
>> >
>> > It's also possible to upgrade to the Gen2 charger, but it would require
>> also replacing the HV junction box that contains the
Yep.
Ones from 2002 and before were the Toyota-designed NiMH powered ones.
I still have one, needs a bit of battery swapping and then it can go
again (and be sold).
On Mon, Jul 22, 2024 at 8:13 PM John Lussmyer via EV wrote:
>
> Is this one of the ones that has a Tesla drivetrain?
>
> https://www
New should be infinite Ohms, because brushes are mounted isolated. The
carbon dust covering the isolated material between brush and metal
connected to the enclosure, is what causes the leakage.
On Sun, Jul 21, 2024, 1:47 PM John Lussmyer via EV
wrote:
> I just went a spent a while crawling aroun
Brush replacement is good to consider when you have the motor on your hands
anyway, but it is not required if they have plenty life left.
On Sat, Jul 20, 2024, 7:49 PM paul dove via EV wrote:
> If it’s a brushed motor the dust can cause a fault. You need to clean it
> all real good and replace t
so the car doesn't look for the 2nd slave charger.
>
> It's also possible to upgrade to the Gen2 charger, but it would require also
> replacing the HV junction box that contains the DCFC contactors and some
> harnessing.
>
> On Mon, Jul 15, 2024 at 11:26 PM Cor van d
Hoping to find someone that has experience with the early Tesla model S and
X 40A onboard charger.
My S85 actually has 2, having the ability to take up to 80A, up to 20kW
level 2 charging speed.
But, recently it refuses to charge: everything seems ok when plugging in,
but after half a minute the ca
When it is truly a life or death situation, who cares about charging
inlet or cable?
You only need to be able to drive away.
Grab a $0.25 12V relay. Install a panic button on yr dash (or re-use
the 4-way flasher button) that will result in the relay interrupting
the Proximity signal, or the Pilot.
Being able to fold the driver seat flat is great for camping mode: sleep in
your EV with light, heating, cooling, fan and even music available...
On Sun, Jul 7, 2024, 4:41 PM EV List Lackey via EV
wrote:
> ... but maybe only for Europe and presumably Asia, I'm sorry to say.
> There's no indicati
Phil,
Thanks for the unintentional support - that is exactly what the
startup that I joined half a year ago is doing.
If you want more info, send me a PM or look up Relyion Energy (We're
in Fremont, CA) where we are
repurposing 2nd life EV packs by stripping them down into their
modules and then re
Essentially, you need to pretend to be a complete DCFC and then
"charge" with a negative current.
Cor.
On Fri, Jun 28, 2024 at 10:09 AM (-Phil-) via EV wrote:
>
> I don't yet have any instructions, and it's very complex. You have to
> build hardware to generate and sense the 1khz 5% PWM pilot si
If he has warranty, then contact Nissan corporate and make a stink about
the stealership.
I drop Leaf pack using a low profile hydraulic jack, 2 axle stands, though
4 works easier, and a furniture dolly to drop the pack onto and roll it
from under the car.
Cor.
On Wed, Jun 26, 2024, 5:06 PM Mark H
ally on freeways, standard height when off freeway.
>
> Peri
>
>
> << Annoyed by leaf blowers ? https://quietcleanseattle.org/ >>
>
>
> -- Original Message --
> From: "Cor van de Water via EV"
> To: "Electric Vehicle Discussion List"
So, how is Tesla passing with their adjustable height suspension?
On Thu, Jun 20, 2024 at 5:59 PM Rush via EV wrote:
>
> The List lackey wrote -
> > The Citroen E-C3 is 23,300 euros (about US$25k). Wih the French EV
> subsidy,
> > the price falls to between 15k and 18k euros, depending on your i
Without opening a Leaf pack, you can charge it when you have a 12V source,
a multi-voltage power supply with PFC, lightbulbs (I like the appliance
bulbs that I rescue from dead microwaves) or power resistors and the plugs
that go on the battery: the round control plug and one of the HV plugs.
- fin
When you look at the gen2 hybrid pack, you see that it has the service
disconnect with 9 modules on one side and 19 on the other side.
Reason is that they simply chopped 10 modules out of one side of the
original 38 module pack of the gen1 to create the 28 module gen2.
Apparently that was less work
Does anyone here have (long term) experience with the quality and
behavior of the replacement Hybrid batteries from
newpriusbatteries.com who are using *round* (D-cell shape) cells to
build new Prius battery modules?
I am considering a pack with those, now that at 200,000 mi the already
refurbished
Paul,
The datasheet does not show any info about short term current limit
versus long term, but rest assured that at that voltage you will never
draw 600A very long and the average current draw will be closer to 50
Amps so there is plenty opportunity for the contactors to cool down if
you ever did
Remember that the Ioniq has an 800V battery pack, which can definitely
help in bringing torque to the wheels...
On Thu, May 30, 2024 at 5:38 PM Mark E. Hanson via EV wrote:
>
> Hi Dave etc,
>
> As you probably know by now - Romain Dumas who won the world's Pikes Peak
> record in 2018 with the VW
I still have 4 original Nissan LEAF convenience chargers. 2 of those
have been converted to work on 240V as well, all are still the
original 12A.
Some are (well-) used, others are practically new. I bought them to
convert and sell at a little profit, but now I am happy to just get
the cost back.
$1
I was surprised when I plugged my phone into my 2011 Leaf USB port to
charge and it automatically started playing the music stored on my phone.
Cor.
On Sun, Apr 21, 2024, 2:43 PM Lee Hart via EV wrote:
> And to point out what a geezer I am, my cars have (gasp) CD or cassette
> tape players. On l
Phil,
NOPE! The *correct* designed EVSE will have a test circuit that indeed
generates a GFCI test fault current but *only* in the EVSE's GFI
circuit, not in the upstream 240V connection.
The reason that an EVSE often trips the upstream GFCI is not due to
the EVSE but due to the *huge* capacitance
Yep, best to use a (thin) conductor to tie all 3 center posts together
and the cell level BMS.
Although I have seen people chance it, depend on the low voltage
cut-off of the load and the max voltage setting on the charger and
hope the modules stay in balance...
On Tue, Mar 19, 2024 at 7:13 PM Jay
Is your E10 being used in winter (snowblowing, ploughing)?
If so, see to it that you can park your E10 in a location that is not
below freezing.
Or you can heat your batteries.
Charging your (Leaf) Lithium batteries when they are cold (below
freezing) will cause them to fail quickly from something
Mark,
Modern EVSE do not use the Neutral, but early EVSE did for their
control circuit power, because a 120V power supply was cheaper and
easier to find than a 240V supply.
Today all EVSE use a multi-voltage switch mode power supply, but just
to illustrate: the first version of the Leaf convenience
Yep, I made sure to use well under 1mA for the ground presence detect
to avoid upsetting upstream GFI.
Same with the built-in GFI test, I made sure to *not* introduce any
ground fault current externally for the internal test.
I heard stories that some EV Charger designers made that mistake and
had
My experience in The Netherlands was that the PE ground was provided
by the utility in parallel to the Neutral and phase connections, no
local bonding other than that the water pipe or the steel radiant
heating pipe was bonded to the incoming ground from the utility. The
only place where the utilit
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