Charging Speeds at Home

[alconcolaroja09]

I just had a 50 amp RV hookup installed at my house. I plugged in my Ford charging cable and it reached a maximum of 6.6 kw/hour. Is that the fastest one can charge with the standard Ford charging cable? Thanks.

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[K6CCC]

Yes, that's about it. 30 amp charging rate at 240 volts is 7.2 KW. In reality, you may well not be getting 240 volts by the time it gets to the charger, and the current may be slightly less. So your 6.6 KW is about right.
I keep a spreadsheet of my charging. I charged with 240 volts seven times using the mobile charge cable (and once at 120 volts) before installing the FCSP. I have the average charge rate calculated on my spreadsheet. The highest I have for an average charge rate was 6.48 KW. After I installed the FCSP I usually see around 10 KW.

 

[FloridaMan655321]

I installed a Tesla universal charger and chose to be on a 40 amp circuit (even though it's rated for 50amp). Tesla says it's 9.4, and I think Ford says it's close, so that does seem a tad low.

 

[alconcolaroja09]

Thank you Jim.

 

[Randall Stephens]

I just had a 50 amp RV hookup installed at my house. I plugged in my Ford charging cable and it reached a maximum of 6.6 kw/hour. Is that the fastest one can charge with the standard Ford charging cable? Thanks.

The mobile charger?

 

[Heliian]

That is correct.

 

[HOTAS]

Yes, the mobile power cord is rated for a maximum of 30amps current. So on a 240v circuit it can provide a max of 7.2 kW.

often due to local demands you may not have a full 240v available and the power output will be somewhat less, ie 6.6 kW

I wish that there was a better understanding of what the limiting factors are for L2 charging. It’s the lesser of….
First, it’s the vehicles onboard charger.

Second, the EVSE connector you are using.

Third, the rating of the curcuit you are plugged into.

48 amps is the max for a typical single charger Lightning. Which is 11.5 kW but the most people see is about 10kW due to charger inefficiency.
BUT only if your EVSE is rated for 48 amps, and the circuit its plugged into it rated to 60amps.

…on another note where I feel there is MUCH misunderstanding….
Many people think the big 80 amp. FORD charge station pro EVSE, on a 100amp circuit is gonna give them faster charging.
But if the truck is a single charger Lightning, the truck is still limited to 48 amps.
All they did was install something with a big cumbersome plug that can’t be used to charge any other EV.
That charge station pro, with the huge CCS plug, was intended for back feeding your house, but requires expensive extra equipment.
That’s why it has the CCS plug, to get DC direct from the truck‘s HV battery, and feed the extra equipment, which inverts it to AC for powering your house. That’s so expensive and unreliable practically nobody is doing it. Thus FORD has all these big pro chargers they’re giving away to unsuspecting or un-knowledgeable customers.

 

[doggod]

also the Amperage adjustment does not work on the pro charger. have been asking for a bug fix for over a year to no success. even got an advanced version of the Ford app to test in which they say it is fixed, however it still does not work. I live off-grid and depending on sun I need to be able to lower and raise the amperage.

 

[bmwhitetx]

One thing to also consider is that the onboard AC to DC conversion process is not 100% efficient. A typical value is around 90-94% efficiency.

So while the charger may provide 7.2 kW (AC), the truck will only see and report the DC power which will be 90ish percent of that.

7.2 kW x 0.9 = 6.5 kW

Other variations are due to actual voltage which can vary from the utility and also as voltage drop along the cable running from your main panel to the charger.

 

[Tony Burgh]

One thing to also consider is that the AC to DC conversion process is not 100% efficient. A typical value is around 90-94% efficient. Charger dependent.

So while the charger may provide 7.2 kW (AC), the truck will only see and report the DC power which will be 90ish percent of that.

7.2 kW x 0.9 = 6.5 kW

Other variations are due to actual voltage which can vary from both the utility and also as voltage drop along the cable running from your main panel to the charger.

Exactly Correct. FCSP is slightly lower efficiency loss, I see 92%-94% delivery as reported by FP Charge Station Insights (when it decides to work).
And FP Charge History (what truck batteries adsorb) is even less.

 

[flyct]

I installed a Tesla universal charger and chose to be on a 40 amp circuit (even though it's rated for 50amp). Tesla says it's 9.4, and I think Ford says it's close, so that does seem a tad low.

For clarity. This is from installation instructions for a Tesla Wall Connector.

When you set it up you tell it the circuit (breaker) capacity. The setup automatically configures the max output to be 80% of the circuit capacity

So a 50 amp setup automatically configures the output to 40 amps max which delivers 9.6 kWs. 40a X 240v=9,600 Watts aka 9.6 kWs. I have that exact setup at my cabin. While Tesla reports 9.4-9.6 kWs the truck reports around 8.8 kWs due to about a 8-10% efficiency loss.

Back to the Ford supplied mobile charger with a Lightning. It is limited to 30 amps max which output, or 30a X 240v = 7.2 kWs. The Charger supplied for a Mach-e outputs 32 amps or 32a X 240 = 7.6 kWs.

The reason the Lightning mobile charger is set to 30 amps max is so you can use it plugged into your Pro Power 240 volt/30 amp outlet to charge other EVs, without exceeding the 30 amp limit of the truck outlet.

 

[bmwhitetx]

Exactly Correct. FCSP is slightly lower efficiency loss, I see 92%-94% delivery as reported by FP Charge Station Insights (when it decides to work).
And FP Charge History (what truck batteries adsorb) is even less.

Yep. One nuance though. The FCSP or the Mobile Charger are not "chargers" per se. More accurately they are EVSE's. They do not do the AC to DC conversion and thus are not where the efficiency is lost. It is the truck's own onboard charger (the SOBDM module) where the AC-DC conversion takes place. See this post.

The EVSE's are just smart switches that tell the truck's charger how many amps they can provide. The truck then decides when to tell the EVSE to close its contacts to provide the truck AC power. The SOBDM also controls the amps flowing into it. The EVSE has no means to physically control the amount of amps other than telling the truck the max it can provide. The truck will take up to that amount depending on the charge curve, scheduled departure, etc.

 

[alconcolaroja09]

The mobile charger?

Yes, using the mobile charger

 

[alconcolaroja09]

Thank you everyone for your comments and quick response!

 

[Tony Burgh]

Yep. One nuance though. The FCSP or the Mobile Charger are not "chargers" per se. More accurately they are EVSE's. They do not do the AC to DC conversion and thus are not where the efficiency is lost. It is the truck's own onboard charger (the SOBDM module) where the AC-DC conversion takes place. See this post.

The EVSE's are just smart switches that tell the truck's charger how many amps they can provide. The truck then decides when to tell the EVSE to close its contacts to provide the truck AC power. The SOBDM also controls the amps flowing into it. The EVSE has no means to physically control the amount of amps other than telling the truck the max it can provide. The truck will take up to that amount depending on the charge curve, scheduled departure, etc.

Use an ammeter inside the FCSP (I didn’t call it a charger) and measure amps in and amps out. Amps out are always less for my FCSP. Then look at Ford Pass Charge History and Ford Pass Charge Station Insights. The amps out of the FCSP times measured voltage will be close to FP Charge Station Insights power and greater than the corresponding power from Charge History which I take as power absorbed by the battery. No reasonable way to verify that.
Just my observations.

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