smkettner wrote:L1 is really slow but if you have the time you can drive maybe 50 miles per day average.
It's not the L1 that is very slow. Problem is the voltage. In EU L1 is 230V. Nissan chose to limit charging to 10A.
Anything more would be too convenient so people would never install dedicated EVSE
So in EU Leaf charges at 230V*10A=2300W, minus 300W vampire is around 2kW charging rate (1kW in US).
In EU 6,6kW charger is not popular with Leafs. I suppose reason nr1 is that heavy users have 3-phase connection.
And getting 32A from one phase is very very rare. My average sized home has 25A per phase limit (main breaker).
And reason nr2 is that with 3.3kW charger Leaf can EASILY recharge during the night.
(I'm the perfect example that more than 3,3kW is not necessary, 20 kilomiles per year).
Tesla AFAIK has 13A limit for the smallest plug.
European main home socket can handle 16A... BUT, due to ignorant people EV manufacturers preferred less
current. Usually there are multiple (2-10) sockets per one chain of cable from one circuit breaker.
Circuit breaker is rated for whatever cable is used after that breaker. 1.5mm wire 16A, 2.5mm wire 25A, 4.0mm 32A.
Due to the fact that often 16A breaker is used, plugging in 16A portable EVSE would mean that almost nothing
else can be plugged in. Making that whole chain of sockets useless. Installing a dedicated line for portable EVSE
doesn't make sense. This is why most choose installing a stationary EVSE and connecting that directly into main panel.
I have my Leaf on 16A breaker but 2.5mm wire (to minimize losses). 3kW per hour effective charge, 7h*3=full 24kWh battery.
Most homes will need a new circuit added for L2 charging.
New connection from main panel, one wire from L1 and second from L2. And a breaker too (or two breakers as both are live?)
Where is L3 guys, you can't have L1 and L2 without L3