FCSP Test

[Tony Burgh]

I wondered about my FCSP after reading so many problems. I did a little testing.
Background
Lariat w/ ER at 48% SOC, 80°F, Klein clamp meter
Electrical - #2 wire from 100amp single throw 220 breaker, home voltage 242 volts
FCSP - I did the mechanical but deferred to licensed electrician to connect breaker and wiring
Procedure - set dial, plug into truck, record readings,
Results (dial position, nominal per manual, input to FCSP, output to vehicle)
4 40 38 38
5 48 47 46
6 64 60 57
7 80 77 74
8 Nothing

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[Maquis]

I don’t see how the input and output current can be different. I suspect the EVSE might be causing the output to be non-sinusoidal causing your meter to show different values.

Did you also measure voltage before and after? Just curious.

For #8, does “nothing” mean “100, 0, 0”?

 

[Firestop]

I wondered about my FCSP after reading so many problems. I did a little testing.
Background
Lariat w/ ER at 48% SOC, 80°F, Klein clamp meter
Electrical - #2 wire from 100amp single throw 220 breaker, home voltage 242 volts
FCSP - I did the mechanical but deferred to licensed electrician to connect breaker and wiring
Procedure - set dial, plug into truck, record readings,
Results (dial position, nominal per manual, input to FCSP, output to vehicle)
4 40 38 38
5 48 47 46
6 64 60 57
7 80 77 74
8 Nothing

Did you test for any time period? Some of the reported failures seem to be occurring in the 5-15 min time period.

 

[Tony Burgh]

#8 did not send current out.
I measured current on both inlet lines (240) and the two outlet lines. I took a photo but can’t get it to attach.
The time was only enough for the clamp meter to top out and hold steady.

 

[Tony Burgh]

Photo

 

[Tony Burgh]

At #7

 

[Tony Burgh]

Input - black 2awg wires
output - blue and brown wires

 

[Tony Burgh]

Did you test for any time period? Some of the reported failures seem to be occurring in the 5-15 min time period.

I dialed down to 5 since it’s hot and humid and a/c is humming away. No difference to total electric bill but less current coming through.

 

[FlasherZ]

I'll see if I can do the same with my calibrated Fluke for another data point when my box arrives tomorrow. How long is your run to the FCSP? A loss of 700 watts for output vs. input is more than I'd expect.

I'm not so surprised that you're measuring less than the nominal, especially with a higher voltage than 240. It seems Ford does the same thing that Tesla does - if your voltage is above 240, it restricts the amps drawn so that the same power level at 240V isn't exceeded.

 

[Tony Burgh]

I decided to make another run, 30+ minutes at #7. Still 77 amps into FCSP solenoid relays, 74 amps out of solenoids to charge cable. 228 volts now across two inlet lines. Opening the house breaker panel requires shutting off all electricity due to backup gas generator interlock system.
Went from 60%SoC to 66%SoC. At 82°F and in direct sunlight.
Returned charger to #5 to complete charge to 90% sometime this evening.
Also, 228 volts across blue and brown wire connection (edit)

 

[FlasherZ]

I decided to make another run, 30+ minutes at #7. Still 77 amps into FCSP solenoid relays, 74 amps out of solenoids to charge cable. 228 volts now across two inlet lines. Opening the house breaker panel requires shutting off all electricity due to backup gas generator interlock system.
Went from 60%SoC to 66%SoC. At 82°F and in direct sunlight.
Returned charger to #5 to complete charge to 90% sometime this evening.
Also, 228 volts across blue and brown wire connection (edit)

242V open-circuit down to 228V loaded @ ~80A is a pretty significant drop, you must have a fairly long run from your panel?

I typically drop from 248V to 243V or so for 72A charging current (max for Tesla X). Your drop is about 2.5x mine.

 

[Tony Burgh]

242V open-circuit down to 228V loaded @ ~80A is a pretty significant drop, you must have a fairly long run from your panel?

I typically drop from 248V to 243V or so for 72A charging current (max for Tesla X). Your drop is about 2.5x mine.

I didn’t measure voltage when I made first runs. Just what I remembered from electrician checking panel voltage. Your comment about voltage above 240 results in reduced amps to hold watts in correct region got me to check volts. On a cooler day I’ll check voltage drop from panel to charger. I’m guessing it should be negligible on 6 foot run of #2 wire.
Sorry for the confusing data. My main concern was that the charger was passing close to 80 amps at full rate.

 

[FlasherZ]

I didn’t measure voltage when I made first runs. Just what I remembered from electrician checking panel voltage. Your comment about voltage above 240 results in reduced amps to hold watts in correct region got me to check volts. On a cooler day I’ll check voltage drop from panel to charger. I’m guessing it should be negligible on 6 foot run of #2 wire.
Sorry for the confusing data. My main concern was that the charger was passing close to 80 amps at full rate.

No worries - meters can show different voltages. The F-150 Lightning shows my voltage at 242V when the Tesla shows it at 246V and my UPS controller shows 248V. My calibrated Fluke shows between 247-248V, all measured within 15 minutes of each other, on the same circuit.

I'll see if I can capture my own data after installing my FCSP.

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