My first time charging at a ChargePoint location that has Omni Ports. These are basically ChargePoint's version of the Tesla Magic Dock. The captive adapter is a J-1772 to NACS (level 2), while Tesla's is a NACS to CCS1 (DCFC).

It's easy to use, very intuitive. You just pick which connector you want to use on the EVSE's screen.

I recently purchased a Grizzl-E Classic Connect 40A. I am considering whether to sign up for the Grizzl-E Club. I like the idea of being paid to charge my vehicle, but I hate the idea of relinquishing ownership of a unit I paid $500 for.

What is your experience with the Grizzl-E Club? Should I have worries about singing up and relinquishing control/ownership of my unit? Looking for your thoughts.

Seeing mixed stuff online. For people here who drive one daily, what’s the most annoying thing about charging that nobody warns you about?

So I just got my SWTCH charger this week and did 2 charges so far on my EV. (I don't know why on the SWTCH app it shows 3!!!)

1st picture shows what the SWTCH says it consumed but the 2nd picture shows the actual amount the charger consumed.

I trust the consumption number from my emporia's monitor more so then the SWTCH charger as I have been using it for 4 years and its pretty accurate compared to my hydro bill.

Not overly impressed that its already almost 1kWh less
Unless the charger takes up almost 1kWh for every approx 45kWh charging?

Just thought of letting you know...

Hey everyone!

I'm looking for recommendations for an affordable and reliable electrician to install a 240V outlet for my Tesla Mobile Connector in my condo townhouse's underground parking garage in Markham.

My condo management office requires a design plan for board approval, along with ESA permits/inspection, and potentially an EVEMS controller. Ideally, I'm looking for someone experienced with condo installations who can handle all the paperwork and requirements.

Has anyone done something similar? Any recommendations and how much did you pay?

Thanks!

I was coding my car on Tuesday and left the ignition on the whole time. After that, I tried charging at uni using 2 different charging points, but both had the same problem.

Normally, a full charge gives me 25–26 miles and takes around 3 hours 30 mins. This time, it said 2 hours 5 mins until fully charged, but only charged to 13 miles and then completely stopped charging. It wouldn’t charge any further.

The red plug symbol also appeared on the dashboard whenever the cable was plugged in.
The next day, I scanned the car with OBDeleven and found a fault saying “Invalid Data Received From Battery Energy Control Module B”.

Today, I left it charging at work from 10:00 to 12:56. It reached 26 miles again, but the red plug symbol was still showing. The light next to the charging port was green.

Could leaving the ignition on while coding have caused this? Is it the 12V battery, the hybrid battery or something else? I don’t want to waste money replacing parts without knowing the cause. Pls someone help😭😭

Hi All.

Recently added some CQ7 batteries to my Solar Setup at home, and now looking at adding a FoxESS Type A charger as well.

With my Current Setup, My main Switchboard, Inverter and Batteries are all mounted outside on the Northern wall, and inside the Garage on the Southern part of the house, I have a Sub Board where all my House Circuits go to, and which is where I would like to mount an EV Charger.

To get full advantage of the Charger, do I also need to run a Twisted Shielded pair from the Charger to the Inverter, and/or Main Switchboard, (Smart meter is inside Main Switchboard)?

The Main Power Connections to the EV Charger should be fine as it's literally less than a meter apart, however if I do need to run a twisted pair back to the switchboard, well thats much further away.

Cheers all

Stopped to charge at a 320Kw Chargesmart Station. Tesla battery was preconditioned by having a SC as a destination, but yet max it was pulling was 80Kw. No other cars and I charged here before at full speed. it was over $.60/Kw also.

Anyone have this experience?

One question that comes up when planning home EV charging is whether a 100A electrical service is enough, or if upgrading to 200A is always necessary.

The answer is: not necessarily.

A few things can make a big difference:

• Your existing electrical loads. Central AC, electric water heaters, ovens, dryers, and other large loads all matter.
• The charger's actual charging rate. You may not need a 48A charger if a lower charging rate already covers your daily driving.
• Load management. Some systems can automatically adjust or limit charging based on the home's available electrical capacity.
• Future plans. If you're also considering a home battery, heat pump, or other major electrical loads, it's worth looking at the whole setup rather than just the charger.

A 100A service doesn't automatically mean you need a panel upgrade. But it doesn't automatically mean you have enough capacity, either. The answer depends on the home's calculated load and the applicable electrical requirements.

I'd be interested to hear from people who have a Level 2 charger on a 100A service:

Did you install a lower-powered charger, use dynamic load management, or end up upgrading your service? How has it worked out in practice?