[magnetic1]

Unless the physical hardware is capable of more but it's limited by software. That is my hope. Yes BEVs go way higher but just look at any recent model year PHEVs... they all are capable of 6.6+kw charge rates. I know for a fact my POS Pacifica Hybrid could do it 😝

[bigeks357]

Great forum. First post. Took delivery of my '21 45e Friday. Looking at home charging solution. Along with all of the tax incentives, I get an energy provider credit, but only if I go ChargePoint or JuiceBox - I'm thinking JuiceBox. Here's my question:

I originally thought, given the 16A load of the vehicle, it wouldn't make a difference between the 32A and the 40A JuiceBox. I'd go 32A, and save $$ on materials (8# versus 6#, 40A GFCI breaker versus 50A, etc.). From some of the entries here, I'm getting the sense that using a 40A charger WOULD be more efficient, faster, etc. I didn't think that would be the case. Am I wrong here? I am also struggling with the idea of future-proofing the install and just doing 50A w/ 6#. It's only an eight foot run to where the external 14-50 NEMA plug/box will be on the exterior wall. That said, my real question is whether a 40A JuiceBox will be more efficient/faster than a 32A version. Any assistance greatly appreciated!

[nZtiZia]

Originally Posted by bigeks357

That said, my real question is whether a 40A JuiceBox will be more efficient/faster than a 32A version. Any assistance greatly appreciated!

others will have more technical/detailed answers, but the answer is essentially "no" regarding the 45e. it doesn't matter how high/fast the charger's max charging rate is, the 45e will max out at 16A.

from a highly reputable US EVSE company: "The charging station's output is the maximum that it will provide, however the vehicle is in complete control of the charge and will only take in what power it can up to the max of the station. Charging stations are a pass through for power and a safety device." For example, if using the included 10A charger, the 45e won't pull more than 10A even if you set its max charging rate to 16A.

that being said, your tax incentives are fronting most/all of the costs, you are considering future proofing, and i'm assuming the cost savings going 32A 8# 40A isn't very significant. therefore, i recommend going with the 40A version.

[jad03060]

The EVSE is a smart on/off switch with some control logic in it, primarily for interlocks plus a signal to the vehicle indicating the maximum current that is available. IT is then up to the vehicle to request the power to be turned on, and just like plugging in a 10w phone charger into the wall, it doesn't pull more current than it needs (or can, in the case of the vehicle with, say, the included 10A EVSE tells the vehicle to limit its draw to that).

[alexkvakin]

Does anyone know a reputable electrician in and around Charlotte, NC who can install a tesla charger (already in hand with J1772 adapter) using a #6, 50amp breaker set up. I need about 55ft of the cord routing through the crawl space.

Thank you!

[jad03060]

There's nothing special about an EVSE install with a plug...it's essentially identical to installing a new dryer plug except the power might be higher by a little depending on the EVSE you choose. Even a hardwired one is simple...just three wires: L1, L2 and ground. Doesn't matter which lead goes on the power terminals. Depending on where and how it needs to be run, you might need conduit to protect the wires, it becomes a little more skill if it needs to be run inside the wall and hidden. I don't know of any that require a neutral wire, but I suppose, there could be, which actually makes it easier than a dryer plug.

[aiweili]

Hey guys, just took delivery of my 45e yesterday! However, when I charge the car, it says that the maximum range when battery is at 100% is 27 miles. Shouldn't it be about 31 miles?? Any thoughts?

[jad03060]

It will vary based on the temperature, and how it was driven previously. If you've sat in the vehicle with it on playing with controls, you've been using battery power without moving, and it will reflect that just like an ICE would if you've sat in it while idling. Speed, how steady you drive (accelerating, slowing, and returning to speed all take extra power), and whether you're climbing hills or coasting down them will all affect the indicated range, just like it does on an ICE. I drive my ICE on a long cruise down the interstate I'll get a lot better mileage than stop and go in the city. The X5 45e is the same as the computer readout is just an estimate of what's in the 'tank' and a projection of you continuing doing the same thing.

Give it some time. It uses the last 10-20 miles of driving to estimate that you'll continue to use power at the same rate. Once you get into your routine, you'll get a better idea, and it could (likely will) go up, or down if you hot foot it all of the time versus drive more normally.

It has to start somewhere, and from the factory, it was set at 30, then changed as it was moved and you took delivery.

[drceo]

Originally Posted by jad03060

The physical hardware in the vehicle is what limits the charging rate, so new firmware won't make a difference.

New firmware fixes bugs, adds enhancements, and probably other things as well. It seems nobody but BMW knows when they update any specific vehicle. If you have an issue, and you're at the dealership, they may update the vehicle while it's in for service, but generally, unless there's something that isn't working right for you, there's no reason to just go in to update it.

I have the laser headlight option, and am hoping that BMW chooses to update them to their fullest capabilities sometime down the road. If it doesn't happen in say the next six months or so, I may pay someone to do that for me, as BMW won't until it's officially legal and released for the USA, if ever, for older vehicles.

Hi Friend,

I think I'm confused. I originally mentioned that my car randomly changes to 6a for no reason. Then I asked if this was a software glitch or hardware glitch. You explained very well that it's a software glitch but now in this response, you say, "The physical hardware in the vehicle is what limits the charging rate, so new firmware won't make a difference." Would you say I need them to replace something physical under warranty or do they need to do a software update to the November release for me?

Thanks so much for the help!

[aiweili]

Is it the best to charge the battery at just 80%? I have heard that it puts negative stress on the battery if you charge it to 100% every time. What does the battery control function do?

[X5 45e]

Originally Posted by aiweili

Is it the best to charge the battery at just 80%? I have heard that it puts negative stress on the battery if you charge it to 100% every time. What does the battery control function do?

The capacity of the HV battery is 24 kWh. In Europe 21,2 kWh is available in the US less. I think the car takes care of the 80% charge.

I always charge 100%.

[jad03060]

The hardware in the vehicle is adjustable based on either responding to the pilot signal from the EVSE (that announces the maximum the vehicle can pull from it), or, via menus, that the software seems to arbitrarily decide to drop to 6A for some reason. But, the hardware IS limited to a maximum of 16A current input. The vehicle will adjust itself to the current conditions (no pun intended). There's no way to get the vehicle to charge faster than 3700W/hr, which can be attained by using a level 2 device with high enough input voltage (greater than 232vac) at 16A. Power = volts * amps, and amps is limited to 16, so to get to the max of 3700W, divide that by the amps to get the required voltage.

FWIW, many commercial power sources tend to be 208vac in the USA, so you would not be able to max out the charging capacity of the X5 45e, regardless of the amount of amps it could source. (208*16=3328W, so not the 3700W max it could use).

All of the actual ac-dc conversion and actual charging is controlled by the vehicle. It's sort of like plugging in a smart on/off switch that tells the vehicle the maximum power it can pull so it doesn't overload the EVSE or the wiring feeding it.

The X5 does not support high voltage DCV inputs. If it did, the plug would have two more pins below the main part. If it did, it would (likely) charge a lot faster. The CCS (high voltage DC) input for say the i3 can handle 50Kw, while the max the X5 can handle is 3.7Kw on acv inputs.

[magnetic1]

Most level 2 public chargers are 40A. You don't believe me but having owned a PHEV for a while, I've seen the charging networks out there. 3.7kw is SLOW. Just don't get caught in a charger that charges you money by the minute!

[aiweili]

Just finished charging to 100% today. Total electric mileage shows 42 miles on the dashboard. Wow! Previous 100% charge showed 29 miles only.

[jad03060]

A BEV will tend to have a higher capacity level 2 input than a PHEV. The i3 has a 7.4Kw level 2 input and a 50Kw DC input because it needs electricity to move and doesn't have a viable gasoline alternative that will give it full capabilities. So, compare a PHEV to a PHEV, not to a BEV.

150Kw DC charging is out there, and 350Kw is a more rarified possibility, but try to find a unit capable of that rate. You'll find more as time goes on. The X5 doesn't support CCS charging and probably won't unless and until it is offered as a BEV.

[xigolle]

Originally Posted by aiweili

Is it the best to charge the battery at just 80%? I have heard that it puts negative stress on the battery if you charge it to 100% every time. What does the battery control function do?

The battery control allows you to hold a certain percentage of charge during driving OR fills it up until a certain percentage.
Can become handy when you want to drive electric in a city center and want to save up for that.
Or if you are in cold/warm climate and you want to take advantage of the pre heating and want to preserve charge for that.

The battery control percentage does in no way control how much you can charge through a charging cable!

[magnetic1]

Originally Posted by jad03060

A BEV will tend to have a higher capacity level 2 input than a PHEV. The i3 has a 7.4Kw level 2 input and a 50Kw DC input because it needs electricity to move and doesn't have a viable gasoline alternative that will give it full capabilities. So, compare a PHEV to a PHEV, not to a BEV.

150Kw DC charging is out there, and 350Kw is a more rarified possibility, but try to find a unit capable of that rate. You'll find more as time goes on. The X5 doesn't support CCS charging and probably won't unless and until it is offered as a BEV.

I did earlier. I said my old piece of $hit Pacifica PHEV is 6.6kw.

I could probably google a bunch more. (RAV4, Niro PHEV come to mind). 3.7kw is more akin to a 2011 Chevy Volt

3.7kw is not normal. It's abnormally reduced ...

One hour to go 15%??? Ugh.

[garys66666]

A few weeks I had upgraded my main panel to handle 240v outlets and the JuiceBox 40 plug-in (cost $599 for JB and $5,300 for the upgrade and city permit).
For a full charge, it takes about 5 hours 10 minutes and gets about 18.9 (kWh). Depending upon the temperature (I live in the SF Bay Area), a full charge can yield 35 to 41 e-miles.

[nZtiZia]

Originally Posted by garys66666

A few weeks I had upgraded my main panel to handle 240v outlets and the JuiceBox 40 plug-in (cost $599 for JB and $5,300 for the upgrade and city permit).
For a full charge, it takes about 5 hours 10 minutes and gets about 18.9 (kWh). Depending upon the temperature (I live in the SF Bay Area), a full charge can yield 35 to 41 e-miles.

hopefully next year come tax time if the credit still exists, you may be able to file for 30% (max $1000) of the costs for installing your charging station

installed just 2 weeks ago, my electrician back-dated my invoice to Dec '20 so i could file it this year. he charged me $650 to install the NEMA 14-50 outlet in addition to consolidating and re-labeling a couple adjacent circuits on my circuit panel, which allowed for a dedicated 50A circuit for my EVSE (no city permit required).

[e61it]

If I have 20amp circuit and install a t slot receptacle will the USA supplied charge cable work safely? Here's a link to an informative article from Forbes.

https://www.forbes.com/sites/bradtem...h=31bb68a02705

Thanks for any relies in advance.

[jad03060]

Originally Posted by e61it

If I have 20amp circuit and install a t slot receptacle will the USA supplied charge cable work safely? Here's a link to an informative article from Forbes.

https://www.forbes.com/sites/bradtem...h=31bb68a02705

Thanks for any relies in advance.

Unless they've updated it, the EVSE sold with the vehicle in the US will NOT reliably work on a 240vac circuit. Check the label on the device, mine does not, and yours probably won't, either.

Note that the electrical code in the US derates the circuit for things like an EVSE, so to get that 16A, you'd be required to use at least a 20A branch circuit feeding it. 32A devices are common, so that they can be put on a 40A breaker, and a 40A device would require a 50A branch circuit, all at 80% of the max, per code.

IMHO, do yourself a favor and put in a larger circuit and EVSE than a 16A one so that your next plug-in can charge faster. The labor is the same, and larger won't hurt the X5, but may your pocketbook.

Yes, there are some 120-240 vac devices you can buy, but BMW doesn't include one.

To get the maximum rate charging, you need to buy a device that can provide at least 3700W output (power=volts*amps). And, the peak amps the vehicle will accept is 16A, so anything bigger, while it won't hurt, won't get used, regardless of the inlet voltage.

Note, the nominal voltage for your area could easily be different than the 120 typical in the US...mine is usually in the 125-vac range, and anything within +/-10% is considered normal.

[motherkin]

Question - can I charge the 45e on 120V at 16amp?

This seems like a happy middle ground between the basic 120V at 10amp and Level 2 charger.