theothertom wrote:Dual L2 EVSE's may exist but I've never heard of one.
It seems that EV batteries are getting bigger with each new model. And the chargers on these new models are increasing the KW that the cars can take. I think the L2 Tesla charger will supply 50 some odd amps, which mean you'd need a cable and breaker suitable for 60 amps.
I'm ok if I get a car with a 60KW battery and it takes 10 hours to fully charge.
Off the top of my head, I can't think of any residential dual L2 EVSEs but Chargepoint's CT-4000 series are dual: https://www.chargepoint.com/products/commercial/ct4000/
. We have dozens of these at my work. You wouldn't want one of these at home as the gateway
station (w/the cellular radio) is over $7K and there are recurring subscription fees to Chargepoint. The non-gateway
stations (communicate via wireless LAN w/the gateway
) are over $6K.
They've had CT-2000 series dual handle legacy stations for years (https://www.chargepoint.com/support/guides/
). We had a few of these at my work.
Tesla wall connector can supply up to 80 amps while on a 100 amp circuit: https://shop.tesla.com/us/en/product/ve ... ector.html
. You tell the EVSE what amperage of circuit it's on via a dial inside. We have a bunch of these at my work set up as master/slave pairs (load sharing arrangement). Each pair's on a 100 amp circuit.
Tesla has actually been scaling back on the OBC for the US market: https://www.tesla.com/support/home-char ... rd-charger
. It's only 32 or 48 amps now. In the past, from S, X to 3, you could've had these amperages of OBCs: 40, 48, 72, or 80. (https://web.archive.org/web/20180831121 ... rd-charger
has an example of an old KB article. When the S was new, it came with 40 amp OBC and you could order a 2nd OBC for 80 amps total.)
Battery capacity is measured in kWh, not "KW".
OP could assemble a J1772 Hydra. Search this forum and "TMC" for J1772 Hydra. (I found this thread by its developer: http://mynissanleaf.com/viewtopic.php?f ... ilit=hydra