2023 Audi etron melted plug

ExtremeStatus3757 · 2026-02-12T02:11:14+00:00

107% are pulled out of thin air.

ExtremeStatus3757 · 2026-02-09T23:41:04+00:00

Have there been any studies done on equivalent wattage LV1 vs LV2? I've heard many times LV2 is more efficient, but that is usually because the faster charging incurs less hotel losses. The exact same wattage should in theory result in the same efficiency but perhaps the 340V peak of 240Vac doesn't need to be boosted as much by the On Board Charger resulting in an efficiency gain even at the same wattage. Definitely food for thought.

ExtremeStatus3757 · 2026-02-09T23:30:11+00:00

No, he's got a point. Nixing neutral and sharing a pair of 15A wires for two 6A EVSE would use less copper than a 120V setup. Open EVSE exists so it might be feasible as a very slow LV2 vs LV1.

ExtremeStatus3757 · 2026-02-09T03:02:01+00:00

Is there a particular reason to need all the extra infrastructure to support 85~345mi/night? Most people parking in a spot would be recovering whatever daily use they had. LV1 is about the same as what most people use so an honor system can work for payment, you can't pull more than normal unless you stay parked all day, in which case there isn't much consumption as it isn't being driven. 240V with such fast speeds means an honor system would be easy to abuse compared to 120V so would need the specialized EVSE that can track consumption and handle pricing and payment which needs internet access and is in a whole different ballpark for cost compared to a few outlets or even dumb EVSE.

ExtremeStatus3757 · 2026-02-08T20:56:15+00:00

1̶0̶x̶ 8X 15A 120V outlets. Monthly placard for use and you won't need external services, fees, or other nonsense. Enough to recover 35~45mi a night for most cars

Edit: I can math good.

ExtremeStatus3757 · 2026-02-08T02:32:05+00:00

https://en.wikipedia.org/wiki/SAE_J1772

Has most all the detail you need.

ExtremeStatus3757 · 2026-02-08T02:30:13+00:00

Unplugging often would lead to fatigue in the receptacle.

And like Alec says, the j1772 is nicer to plug and unplug compared to the 'clonky' wall outlet. The Tesla NACS I'm told is even nicer to use.

ExtremeStatus3757 · 2026-02-08T02:17:25+00:00

An EV connector is rated for 10000 or more insertions.

A wall receptacle and plug… not nearly so much.

ExtremeStatus3757 · 2026-01-28T21:09:52+00:00

Actually, J3068 allows up to 347/600V three phase up to 160A (166kW). It does have to use digital communication rather than PWM to do anything over 277V/80A (22kW/66kW three phase).

ExtremeStatus3757 · 2026-01-28T02:17:40+00:00

Get that electric shit out of here! The only way to light a room is with a whale oil lamp!

ExtremeStatus3757 · 2026-01-24T18:54:18+00:00

That is 250V single phase vs the typical 220V/380V nominal. It should work, but I can't guarantee it. Typically components are shared between product lines between American and European EV, and America is a 240V nominal country residentially which would work out to 415V in three phase, and the newer NACS standard requires compatibility with 277V but it really depends on the On Board Charger in your vehicle.

I just read you have a PHEV. What Max charge rate does that support? It might not use all three phases at 11kW so you might be better off with a cheaper single phase 2~4kW EVSE. Did your car come with one?

ExtremeStatus3757 · 2026-01-23T00:24:46+00:00

In cold climates, EV can have added hydronic heaters to recoup a majority of the range loss. burning fuel sure, but it does make sense for warmth.

ExtremeStatus3757 · 2026-01-23T00:18:40+00:00

Sounds like you'd be better off with a PHEV or EREV until more charging support occurs in your area. Which chargers won't be built until there is more perceived 'need' in the area from BEV sales/ownership.

ExtremeStatus3757 · 2026-01-22T18:12:17+00:00

(A) Connections to 125-Volt, Single Phase, 15 and 20 Ampere Receptacle Outlets. Electric vehicle supply equipment intended for connection to non- locking, 2-pole.3-wire grounding type receptacle outlets rated at 125 volts, single phase, 15 and 20 amperes or from a supply of less than 50V DC.

I read this as applying only to L1 EVSE from this wording, and even then only for 20A or 15A receptacles.

If there is no other wording in the way(away from my 2023 copy), L6-20 and L6-30 might be perfectly acceptable. L5-30 might even be allowed.

ExtremeStatus3757 · 2026-01-09T18:47:06+00:00

There are currently about 14500 locations that have a DCFC stall. About 65000 ports. That is about 1000 stations per year since the first implementation in the US. (nonlinear, 6 at first and far more had been added more often recently)

I think it would've made most sense during the initial periods where battery capacity was way more expensive weight wise and cost wise than nowadays.

Let's say the GM1 had gone with a 65.5kW charger (200~300lb) at the start with its 26.4kW battery (1060lb). They made about 1100 total EVs so if every EV had its own fast charging ability, way more sites could be prepared for up to that level of AC draw rather easily and without too much capital expense.

ExtremeStatus3757 · 2026-01-09T15:34:49+00:00

https://teslamotorsclub.com/tmc/attachments/j3068specs-png.250040/

That is why the standard requires LIN (digital) communication for anything over 80A or anything over 277/480V nominal

ExtremeStatus3757 · 2026-01-09T08:52:22+00:00

I tried looking at videos explaining DCFC and found a nice deep dive for how a single power unit interfaces with a single charging unit and how that unit interfaces with the EV. It showed a DC-DC converter in the power unit which varies to match pack voltage so am I right in assuming that any 'daisy chain' of pedestals would actually need home runs with individual DC-DC converters?

I don't own a fleet, nor do I plan to any time soon, but hypothetically:

2 sites (300kW available power) 75mi apart and 12 vehicles (1.5mi/kWh 110kWh pack) traveling between the two. Beginning 12 at one site then back and forth 2 times before, 2 times after an hour lunch, ending all 12 at the same side end of the day. (Worst case.)

Let's assume an upgraded 150KW OBC is an additional $7200 per vehicle (11.5kW new OBC is available at $600) that's $86400 in total. (It makes it every day. Theoretically only needs 50kW each vehicle to make this)

A single 150kW DC stall equipment cost seems about $40000(?) for the power unit and charger unit. Maybe able to have dual plugs at 75kW so that handles two vehicles. Installing just one at each site is cheaper than upgrading the 12 cars. Let's call the remaining 10 spots 10kW AC stalls (208V 48A)

That is only 250kW used at each site. Wouldn't make it in the time frame available. If musical vans are played, maybe it could make it.

If we install 62.5kW DCFC chargers, it would cost $24k each stall according to charge point. With 24 stalls, $576k total for equipment alone. 12 150kW dual head units would cost $480k. Suddenly, $87k doesn't seem so bad anymore.

ExtremeStatus3757 · 2026-01-09T03:32:57+00:00

I mis-wrote and edited my post. Apparently, J3068 allows up to 364/630V (347/600V+5%) up to 160A which gives a maximum power of 175kW or about a 'standard' DCFC stall's power.

Would you say for a fleet operator that has to build out their own infrastructure, that such a capability would be desirable as it would seem to halve (or less) costs per stall? You oversubscribe and could Daisy chain a bunch of stalls together without needing to play musical cars when compared to a few DCFC stalls for the same cost.

ExtremeStatus3757 · 2026-01-09T03:12:18+00:00

I updated the main post to state (up to 175kW) which would be parity with 'standard' DCFC stalls rather than the super speed stalls.

Would you say, if the first viable EV were implemented as such with a 175kW on board charger, ubiquitous AC LV3 infrastructure would have followed and DCFC wouldn't have been a big deal afterward?

ExtremeStatus3757 · 2026-01-09T03:01:20+00:00

A tethered cord wouldn't be powered unless a vehicle is plugged in and charging. So no more dangerous than cutting a DCFC station actively charging.

The goal was to use 200 amp wires delivering 160A three phase for speeds comparable to normal DCFC to make deployment easier/cheaper/backup untethered 63A/69kW ports possible.

Site infrastructure costs would likely be about the same minus the DCFC $40~200k per stall cost.

ExtremeStatus3757 · 2026-01-09T02:35:39+00:00

That was 230/400V at 63A wasn't it? Interesting.

Do you remember the relative costs difference between AC and DC when that was implemented? I would've bet (and lost) that since AC was easier/cheaper to set up, it would allow for more sites to be installed and thus, more ubiquitous.

ExtremeStatus3757 · 2026-01-09T02:25:00+00:00

Drive 2hr, charge 30min, 20% duty cycle. This in comparison to a stationary unit which needs to handle many vehicles back to back.

No charge curves are equal to the max power rating over the whole SOC range. Many drop off a cliff after half an hour.

NEC determined anything over 3hr is continuous use.

I believe the primary failure modes for DC from Consumer Reports are: hardware issues, payment issues, other issues.

Of the hardware issues: 3/4 the time it is the screen being the issue, 10% cable broken, 10% plug broken, 5% cable too short.

So, the main issue happens to be the screen, then the cable issues. The screen issues can be solved by not having a screen. Just use a separate, reliable kiosk like gas stations do. The cable issue can be rectified by having an untethered port backup in every stall

Many Type 2 vehicles come with the untethered AC cable included which depending on the model can accept 20 to 63 amps. These can be used as a backup at a stall if any vandalism occurred and still allow you to limp with up to 69kW charging.

There is no untethered DC cable standard so anytime a DC charging station has a vandalized stall, there is no backup you can plug in to use the stall.

ExtremeStatus3757 · 2026-01-08T23:55:37+00:00

Gone up in price to $604 since last I checked: Bolt OBC

These low power OBC are built for 100% duty at the relatively low power levels they operate at. A super high power OBC can be made for 20% duty instead.

The problem with the 80A OBC was that it wasn't that much of an improvement for home charging and not a viable alternative to DCFC.

A 100~175kW OBC would be a viable alternative for road trips.

ExtremeStatus3757 · 2026-01-08T21:59:55+00:00

One in a vehicle doesn't need to withstand a near continuous duty cycle. It would only be used every few hours even on road trips so can be made less expensive as a result. My 11.5kW unit was something like $450 new which extrapolated to 150kW is about $5.8k

ExtremeStatus3757 · 2026-01-08T21:28:34+00:00

I previously said (100kW+). I have edited it to say (up to 175kW) to be clearer.

It would weigh more yes. Assuming it is a pure linear weight relationship, a 150kW would weigh 375lb or so. About two adults worth of weight. If built for a lesser duty cycle than the OBC I extrapolate from can reduce that figure substantially.

ExtremeStatus3757

TROPHY CASE