As long as it was installed properly, it should work fine. All the talk here of the vehicle being able to handle higher amperage doesn't mean you have to use that. It's just the max. The vehicle will charge fine at any amperage at or below that (just slower, of course).
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Home Charger Recommendation?
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Having driven Tesla MS for 11 years I would share that we have a 50 amp , 14-50 receptacle in the garage. At home I have exclusively used the Tesla mobile charger to charge at home. It pulls 32 amps and provides about 22 mph on the MS which averages 315 watt/mile. Its never been an issue and the MS is our only ride. I will caution that if you install a 14-50 receptacle it must be a high quality design meant for EV charging.
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We have a 40A that draws 32A and is giving the Gravity about 23 miles of range per hour.
On our 60A drawing 48A Gravity gets 35 miles of range per hour.
Either is fine depending on use case. If I were installing now, I wouldn’t go below 60A, but that’s preference/convenience.
On our 60A drawing 48A Gravity gets 35 miles of range per hour.
Either is fine depending on use case. If I were installing now, I wouldn’t go below 60A, but that’s preference/convenience.
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Shouldn’t it pull 40A? Our X pulls 48A from our 60A.
The mobile charger I have from Tesla maxes out at 32 amps. I’m guessing you are using the Tesla wall connector?
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We opted to install three NEMA 14-50 plugs in our garage when we built our house in 2017, as we already had our first Tesla and knew EVs were going to be our future. We've used them to charge our Tesla, our Air, and our Gravity using the cars' own charge cables without having to fool with adapters (which weren't available when we built the house, anyway). As new cars arrive, we sometimes swap their parking spots without worrying about plug formats. When friends have visited with us with their EVs, they have also been able to plug in regardless of the brand.
We put one plug on a side wall and two on the back wall. This gives us a lot of flexibility, especially with some EVs having front charge ports and some rear ports. For instance, it is a long stretch from the back wall of the garage to the Gravity's rear charge port, so we now park it by the side wall plug where we used to park our recently-departed Tesla.
This limits us to 40-amp charging, but that has always been more than enough to restore the charge before using the car again. As almost all new EVs have onboard charge scheduling, wall connectors with that function are no longer much needed.
We put one plug on a side wall and two on the back wall. This gives us a lot of flexibility, especially with some EVs having front charge ports and some rear ports. For instance, it is a long stretch from the back wall of the garage to the Gravity's rear charge port, so we now park it by the side wall plug where we used to park our recently-departed Tesla.
This limits us to 40-amp charging, but that has always been more than enough to restore the charge before using the car again. As almost all new EVs have onboard charge scheduling, wall connectors with that function are no longer much needed.
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We use the Tesla mobile connector for the 40A. It’s actually a Rivian wall connector with the NACS adapter for the 60A.
I installed a 60a circuit for my Tesla HC, then when I got the Air, it came with a rebate that allowed me to buy the Lucid HC for about $200. I swapped it out and sold the Telsa charger on eBay which covered the cost of the Lucid HC. Charge the Air at 48a and as others have said, I can't imagine a scenario where an 80a charge rate would be worth the increased cost (presumably will require a sub panel for most) as well as the increased risks associated with that amount of amperage flowing in the middle of the night.
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Early generation Tesla mobile connectors would provide 40 A from a NEMA 14-50. There were some clueless folks that plugged into a 14-50 with a 40A breaker/wiring--an allowed configuration because there is no NEMA outlet designated for 40A. They did not know to limit the charge to 32A and the connector bases its limit on the plug being used.
So Tesla revised the mobile connector to provide 32A max.
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Understand what you are saying. Here is my thinking.
With 80 amp (100 amp breaker) I routinely get 75 to 80 mph of charge.
My kids were here this weekend and the charger can in handy to charge multiple cars without waiting all day / night. Especially with the Tesla being limited to only 48 amps.
For those who say 80 amps is overkill - I would rather have the capability to charge multiple cars, charge when I want (off peak time) and get results faster. Lucid is one of a few cars that can accept 80 amps (19.2 kW), I think not being able to utilize that is a shame. Also, DeaneG added “I have never heard anyone say - I wish my EV would charge more slowly”
Wow, 3 dedicated circuits is a lot!
We're now a 2 EV household (Porsche Macan and Mustang Mach-E, with the latter to be replaced by the Gravity when we get it). I have no plans to add another EVSE. I think our 40A Grizzl-E (that I have dialed down to 24A) will still be plenty. I don't ever envision us needing to charge both EVs in the same night. Granted, we're retired with no daily commute so we don't do a lot of home charging (once or twice a week). 80% of our miles are 1500+ mile road trips, which we do almost monthly.
If I did replace it, I'd probably get the Grizzl-E Duo (2 cables/handles to charge two EVs at once from the same circuit).
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When I planned the house I was anticipating soon going to two EVs, and I wanted to have accommodation for a third if houseguests came with an EV. (It's a 4-car-plus-boat garage.) When our second Gravity Dream arrives we'll be up to three EVs ourselves, and I'm now regretting not putting in a fourth NEMA 14-50. I had the house built with 400-amp service, though, so it's not too big a deal to add a fourth now since I don't anticipate a situation where four EVs would be charging simultaneously.
I figured as time passed we would winnow down to only two personal cars, but we keep accumulating Lucids without wanting to let go of the one we already have. Although our first Tesla got me hooked on EVs, I never anticipated becoming that hooked on any one brand. Our two Teslas certainly never let us feeling that way. But we're already having polite tugs-of-war over who is going to take the Gravity when one of us is going somewhere alone and leaving the other to fend with what's left in the garage. At least it supports the decision to get two Gravities (at least once their birthing problems are put to bed).
Oh yeah, I'd do the same if I were at that level. 3 Lucids and a boat garage is a level or two above me, but if money were no object I'd build an EVSE into every garage bay, just in case.
I certainly can't complain being able to buy one Porsche and one Lucid. Frankly, anyone buying a $100k car is doing pretty well. But my cheap gene still kicks in from time to time. Force of habit.
Everyone has their own use case, but I think it's good to consider how you will actually charge at home vs how you think you might charge at home. For instance, if you have a home charger, you can charge daily which makes it unlikely your SOC is going to be super low (not to mention battery best practices). 60A/48A charge starts 12:30am and is always complete hours before my wife leaves for work (7:45a). In my mind that is the sweet spot for balancing speed and reducing risk. Not trying to "sell" anyone on 60A, rather explaining my EV home charging experience over the last 4.5 years.
With that said, if I was building a new house or doing major renovations, I would future proof myself and install a serious sub-panel of at least 100A. My charge rate can be controlled externally.
With that said, if I was building a new house or doing major renovations, I would future proof myself and install a serious sub-panel of at least 100A. My charge rate can be controlled externally.
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I think 60/48A is a great minimum.
If you never, ever forget to plug your EV in at night, then 50/40A is enough. I'm not that reliable.
If you never, ever forget to plug your EV in at night, then 50/40A is enough. I'm not that reliable.
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Agree. 60A is the sweet spot for us as well.
Another factor is TOD (time-of-day) rates from the power company. Some have plans with lower rates overnight, so check their time window for how many hours it is so you can squeeze in whatever your typical charge would be via charge scheduling. If you're not driving 100+ miles/day, it usually doesn't take many hours though, at any EVSE power level.
In my case, I also have a demand charge from my power company (a surcharge for the highest 15-minute peak draw for the month). It's not a big charge (maybe $8) but it's less if I keep my peak kW down. Since I really have no need to charge faster, I save a few bucks/month dialing my Grizzl-E down from 40A to 24A. That's still 69 kWh in 12 hours. Almost always more than we ever need since we rarely even use more than 25% a day locally.
In my case, I also have a demand charge from my power company (a surcharge for the highest 15-minute peak draw for the month). It's not a big charge (maybe $8) but it's less if I keep my peak kW down. Since I really have no need to charge faster, I save a few bucks/month dialing my Grizzl-E down from 40A to 24A. That's still 69 kWh in 12 hours. Almost always more than we ever need since we rarely even use more than 25% a day locally.
