3 ms·

First, it’s a bit more complicated than that—unless you went ahead and installed a 60A line without checking if your service(s) can handle the additional load.

First, it’s a bit more complicated than that—unless you went ahead and installed a 60A line without checking if your service(s) can handle the additional load. Advice like this is what gets people to screw up. Second, what’s the material difference between a 40A circuit and a 60A circuit? A few extra hours overnight to charge?

sib 3y ago
Well, there are times when you're not charging overnight (e.g., get home with low battery, realize you only have 3 hours before next outing) and you get 50% more charging done in the same time, without having to go out to a Supercharger / DCFC. Or, as in our case, we have two EVs - speed is useful sometimes.
- balls187 3y ago
  So you installed 2 60A circuits?
  - sib 3y ago
    Actually one 60A and one 40A. We have a 100A subpanel in our garage. Having them asymmetric (vs 2 x 50A) means that if we need one specific car to be charged as fast as possible, we can.
aaronmdjones 3y ago
The control pilot PWM signal at maximum duty only gets you 32A (~7kW). It doesn't matter how much the circuit breaker is rated for; the car isn't going to draw appreciably more than 32A. Higher charging currents are instead handled by distributing it across multiple phases. For example, a 3-phase 230V EVSE will give you ~22kW. EDIT: Even-higher-still vehicle charging is handled by having a charger outside of the vehicle and feeding the vehicle with DC, which is what e.g. Tesla Superchargers do.