EV Home Charger Teardowns E1: Tesla Wall Connector

Antonio and Julian tear down the Tesla Wall Connector to review the components, materials, and assembly process.
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#Tesla #EV

[@NewPhase-kq1fu]

Thanks for this video! I’m an electrician and I’ve installed just about every EV charger on the market. Tesla Wall Connector is in a league of its own for ease of installation. You can enter it with wiring from any direction, which is a BIG deal. The Ford 48A charger is the WORST. Please do a video that compares the poor design of the Ford Charger to the elegant design of the Tesla Wall Connector.

[@NewPhase-kq1fu]

Also clear from this video why Tesla wall connector is the least expensive 48A charger you can get.

[@BatterVswithAntonio]

will do, just for you.

[@TCPUDPATM]

Is it worse simply as a charger install, or because the Ford supports bi-directional charge/discharging? I’m not surprised. I installed the tesla one myself and I was shocked at how easy it was. Pun intended.

[@NewPhase-kq1fu]

@@TCPUDPATM the charger I’m referring to is not bi-directional. Just a simple 48A charger same as Tesla.

[@TCPUDPATM]

@@NewPhase-kq1fu Gotcha! Bummer that it’s such a pain. I tried to give Ford the benefit of doubt lol. Thanks for responding.

[@suserman7775]

After using just Level 1 at my house for a year I finally got this Tesla Wall Connector. I'm really happy with it.

[@timwhite8500]

I like that IR heat sensor. Good way to monitor for high resistance terminations at the power feed block

[@TradieTrev]

Having it not seal correctly is an issue. I've had to physically push the device on the while my apprentice could aling up screws due to it's IP seal. This blokes never talked about and we have 3 phase models colloquially here. My first charger we installed a 3 phase 32A RCD circuit, but when I clamped the current it was only drawing 16A a phase going full belt!

[@trex2092]

This is what I love about Munroe and Associates, I can totally geek out with the valuable data these pros provide. Installed my own, had my Electrician friend Q.A. my work. No smoke yeaaaaaaaaa.

[@danapeck5382]

Just had one installed for our new Y, nice to know what's inside, electrician thought it was great, wifi took a little fooling around, operation great

[@BatterVswithAntonio]

Wi-fi was a bit non-compliant for me as well, had to get a range extender set up and now it works great

[@danapeck5382]

@Antonio DiNunno My issue was connecting to my Google mesh. Not sure what actually worked, but it finally connected. Bet they do a fix in a future wall connector software update.

[@davidherringgo]

Congratulations. On your Wi-Fi it took 5 months to get a reliable Wi-Fi for my Tesla.

[@Way-Way]

The reason the wifi was hard for you was because the Google Mesh & Nest routers uses a combined SSID and doesn’t separate the 5ghz and the 2.4ghz. It determines the band your device will be on based on distance. The Tesla wall connector uses only 2.4ghz. So if you’re too close to the router it’ll try and connect to the 5ghz band and will have fits. The wifi extenders will separate into both bands where the Tesla wall connector can now choose the 2.4 band manually. Same issue Google has with smart home devices like bulbs that only use 2.4ghz. Most routers do not have this issue as you can separate your 2.4 / 5 / 6 bands but Google combines.

[@patreekotime4578]

@@Way-Way Sounds about right. Google's hardware is an absolute mess. Not sure how the worlds biggest software company has so much junk coming out, but its gotten ridiculous.

[@jimmurphy5355]

Glad to see you pulled this and eliminated some technical bloopers before re-posting. One thing still grated on my engineer ear: At one point, one of the presenters says that level 1 charges at "one kilowatt per hour." No. Just no. It charges at 1 kilowatt. Full stop. Or you could say it charges at "one kilowatt hour per hour." Which is a bit redundant, but I have seen plausible arguments that saying it that way helps non-electrical folks understand that kilowatt hours (NOT kilowatts) are what you pay for, store, and use to move the car. And in the category of sweeping back the tide, but I want to try anyway - the items you are evaluating are not chargers. The charger (for level 1 and 2) is built into the car, and controls how much current the car draws. Yes, the public is going to call them chargers - but Munro ENGINEERS ought to call them what they are: EVSEs (electric vehicle supply equipment.) It's a distinction worth making, because even if the EVSE on the wall is rated at 48 amps or more, the car's onboard charger may not be able to pull that much. You will do a public service by emphasizing that if the charger in the car is rated at 7 kW, plugging it in to an EVSE that could supply 11 - 22 kW isn't going to charge the car any faster than an 7 kW EVSE that: costs less, less to buy, less to install (cheaper wiring) and may fit into an existing electrical panel's limits when I higher rated EVSE might require a utility service upgrade and a service panel upgrade.

[@TechnicalLee]

Yeah this video is going to trigger a lot of EEs with the poor terminology used. Not very professional.

[@BatterVswithAntonio]

We'll discuss the nomenclature on the next one, seems like it needs addressed.

[@markd4905]

8A * 120V = 1000W But if you boost up to 12A max on a 15A outlet you get 1500W like a hair dryer.

[@moestrei]

👏👏👏👏👏 you really think they would get those basics right 😅

[@alexanderkenway]

I don't think it's emphasized enough just how easy this connector is to install. Truly a well designed product

[@PaulVanchugov]

Those two connectors unpopulated are for between unit’s communication up to 6 units connected parallel RS485 for load balancing. I have 2 connected at home but suspect they now communicate via Wi-Fi instead. That allow them all units to share and load balance dynamically single circuit like 60A between 4 cars or 40A between two in my case. Works better than any other I used.

[@styno7267]

If it’s RS-485 then it should be easy to find the necessary transceiver ic on the board.

[@HenryLoenwind]

The 2-wire interconnect was what version 2 had, version 3 only has wifi according to Tesla's specs. So while the version 3 may still have the hardware, if those terminals are that, they currently have no function.

[@bossmanmce5599]

Pavel u are correct. The Gen 3 can power share up 6 gen3 units feeding from a variety of breakers. Ideal for commerciall installs in parkades etc

[@PaulVanchugov]

Tesla chargers are an iPhone of chargers. They just work. Not many setting you can change though. At first I was bummed by that coming from other brands where you can tweak all parameters but after few days I was like “Damn if I care about all those tweaks! It just works somehow and that’s save me time and worry!” Tesla magic. Now I never even care to check what those charges doing and how because they do their job orchestrated with cars so perfectly!

[@SyntheticSpy]

@@HenryLoenwind Maybe to communicate with an older gen2 version?

[@Mari0o0o]

1) these are not chargers, they are EVSE or connectors 2) There is no Level 3 charging for EVs. It’s AC L1 and L2 and then DC fast charging. I wouldn’t bother commenting on any other amateur channel but this is supposed to be an engineering company channel where such details matter.

[@xfirstxlast6502]

Yeah, noted that L3 comment also. They seemed to be confused about Tesla marketing definition for their DC FC hardware. I am sure they will get better, but this was a rough start.🧐

[@hammocktimenapper]

Fun fact about this charger. In Europe, the version of the gen 3 charger supports three phase, 400 volt wires

[@adityagovindarajan505]

We would like to see the Gen 3 EU design of the Tesla 3Phase wall charger please, since so many of Munro Live’s fan base is international

[@marshalllapenta7656]

Interesting 🤔

[@jbarvideo12]

Great overview of Tesla Wall Connectors.

[@staudtj1]

The Wifi antenna might also be used to do over the air updates or to communicate with a Tesla Powerwall.

[@patrickkenny2077]

It is used for commissioning of the unit as well; you can pull in some home automation information from it, but unfortunately you cannot modify the charging current remotely via the connector-- you have to use the app for the car (or Tesla API to the car).

[@jonocasino8076]

If you have more than one, it will negotiate power sharing on the same circuit, and can also enable billing in a commercial installation.

[@madmatt337]

It’s mostly used for business or commercial settings

[@alexforget]

One thing to note about all level 2 is that they do very little, they are basically a smart switch that disconnect the power to the cable when not in use. They put the 220v on and the real work happen in the onboard charger of the car.

[@patrickkenny2077]

Yeah, I think this should have been mentioned in the video. Same for L1 of course. They do provide ground fault protection though.

[@NextGenEvs]

These chargers are awesome!! Best in class

[@cesartrujillo4190]

Woooooooow! I’m very excited to watch these next 10 videos! 👀

[@teslacarolina]

You can feed the Tesla charger from the top, bottom or back. I installed my charger and fed it from the back for a very clean installation. Just make sure to size the wire to handle a 60 amp load and use copper per the Tesla specifications only. My charger was $450 but my wire was $950. I did however run the wire 70 feet so I went to the max gauge that would fit the charger and was required to carry 60 amps, even though the charger is 48 amps max, you must install it on a 60 amp double pole breaker circuit per code. Southwire has a free app to calculate the wire size based on the run distance and amp load.

[@jm100368]

guessing you did 4/3. overkill. 6/3 would have been fine and cost $400-$500 less

[@cengeb]

80% max on continuous load, which is 3 hrs or more

[@thang1742]

@@jm100368 4/3 is much better especially at that distance.. im at 6/3 33 ft and im not gettign max voltage.

[@TechnicalLee]

Yeah, sounds like you oversized the wire and paid more than necessary. #6 is fine for up to 200 ft. You size conductors based off actual load, not breaker size. So you should have used 48A in your voltage drop calculator, not 60A. The breaker is then sized to give 125% of the necessary ampacity in this case.

[@TechnicalLee]

​@@thang1742 Depends on a lot of factors including the voltage the step-down transformer is set to, time of day, the length and quality of your service drop, other houses sharing the same transformer, and installation quality. I wouldn't worry about it unless you were getting less than 228V.

[@nakfan]

Excellent work 👍 Thanks for sharing.

[@bill1550]

We have 4 Tesla wall chargers connected to a 100 amp / 240 v subpanel. They handily load balance over WiFi, delivering the full 48 amps per car when only 2 need to charge and dropping to 24 amps per car when all 4 are charging. Work really well. Also, we installed pull down reels for cables, makes charging a 15 second experience.

[@FutureSystem738]

But ICE car drivers say charging takes a long time, conveniently forgetting that for most people, 99% of charging is done at home. It’s a full year since I had to publicly charge- all the rest has been done while I sleep, which has saved a huge amount of time compared to our other (ICE) car.

[@bossmanmce5599]

thanks William, the Tesla power/wi fi charging is seceond to none

[@spamin8r]

Wow that intro. Good job Munro team!

[@the_jarmel]

👏👏👏 Love the show .... Hope everyone has a good Tuesday ✌️

[@EricP36]

Awesome video, Grace crushed this edit!

[@BatterVswithAntonio]

Grace is a pro

[@Riverrain123]

Very cool!

[@metalmatrix7]

Wasn’t this posted a few days ago?

[@MunroLive]

We had to make some revisions.

[@tumbleweed1976]

It was posted then announced to be taken down to make corrections/improvements.

[@BendeVette]

This charger is 3 phase in the Netherlands. 3x16A on 230V. Other electronic design, but the same on the outside. Installation was really easy as each reasonable modern house has 3 phase 25A as minimum. If you don't have 3 phase it is easy to get it (Netherlands).

[@Ariccio123]

3 phase is standard in the Netherlands?! That's amazing!!

[@zoltanszeles9394]

@@Ariccio123Pretty much everywhere in Europe.

[@BendeVette]

@@Ariccio123 Not really if everyone has it ;-)

[@Ariccio123]

@@BendeVette our split phased and two phase wired residences are deeply jealous!

[@BendeVette]

@@Ariccio123 Is there no way to get three phase power? It realy has several advantages, primarely the gauge of the wires (less losses).

[@williampmcd8548]

Thank you. Very informative.

[@MunroLive]

You are very welcome!

[@ElectricCarAustralia]

Thanks Guys, very interesting. 👍

[@MunroLive]

Our pleasure!

[@hansh2463]

Maybe also take into account the ease of installation... basically you need to install the base only to the electrical wires and then click on the housing

[@markplott4820]

any Chimp w/ screwdriver can assemble.

[@alesksander]

@@markplott4820 🙈 indeed

[@jimparr01Utube]

Like the rear feed option (knock-outs for incoming power cable).

[@FixCarYourself]

Thanks for reposting. Some interesting info was omitted from the previous video like the self destruct fuse on the board or reset button like a circuit breaker. And the mounting screws being more expensive to purchase on Tesla's website indicating just buy them in a hardware store for less. In the future, please consider adding text to a video if you feel you have to take it down before reposting to correct any misspoken words. This way you can retain most if not all of the original presenter's insightful info.

[@buddhathisbread3727]

Loved the 80's intro

[@ronaldxyz1001]

Fascinating, thanks!

[@MunroLive]

You bet!

[@tumbleweed1976]

Thank you for introducing these men and their job titles.

[@r.o7897]

I love it!

[@MTNRanger]

I'm surprised the correct term EVSE was not discussed. They are not chargers. By the way, I used level 1 charging for a year at got about 3-4 miles/hour on a NEMA 5-15 and 4-5 miles/hour on a NEMA 5-20 on my Model 3 LR.

[@zaphodbeeblebrox2817]

That bugs me. How hard is it to say that the charger is in the car and this is just a safe connector. Stop dumbing things down, we are dumb enough.

[@BatterVswithAntonio]

There are a 101 different official names, I still like the "incorrect" 'charger'. Just watched the Marques Brownlee interview with RJ Scaringe, and RJ called it a charger. Sooooo....

[@markd4905]

I like the installation with all the wires in the back plate and you just plug in the charger. If it ever needs service just take out four screws and unplugged the charger and mail it in.

[@HelmutTschemernjak]

very basic report you did on the mechanical part only. It is x times more interesting to find out what can be configured via WiFi and what the box is capable off, e.g. - RFID? - Setting to allow only certain VINs to charge - Trotteling when multiple chargers are on the same AC wire - How many watts it eats when idle - Options how to enable/disable it via WiFi - Options to limit the max charging power e.g. 4 kW instead of 11kW for solar planets where the solar system cannot produce 11kW - Options to remote enable/disable charging

[@BatterVswithAntonio]

It is clearly capable of more than just charging. I feel like there are a lot of software based easter eggs ready to be activated with an OTA update

[@Marki555]

Yes, you can limit charging for all EVs, all Teslas or specific Tesla VINs. Multiple chargers communicate via Wifi to share the total supply amperes. You set the max. current / power during setup. Not easily adjustable while charging. Some use Tesla API to dynamically adjust the charge rate in car according to solar, or use different wallbox which can be integrated with solar.

[@HelmutTschemernjak]

​@@Marki555 hi Mark, thank you very much for this specific information. I am planing as well to write some software to use the Tesla API to adjust charging in sync with the solar power production. Regards from Hannover, Germany

[@BatterVswithAntonio]

Confirmed: the red and white connector on the back is for hooking multiple connectors in a series system.

[@davidl.beckwith4836]

Do you have a source how this is accomplished. I thought hardwired communications was the Gen2 Wall Connector. Gen3 accomplishes this through wifi. I think this port is for the Smart Current Limits Meter they are now rolling out. But it could be possible it is for both.

[@BatterVswithAntonio]

@@davidl.beckwith4836a very experienced certified installer mentioned it.

[@MrFoxRobert]

Thank you!

[@MunroLive]

You're welcome!

[@nihongobenkyoshimasu3190]

In UK, I saw this KZbin video from an elctrican installer, who said that he could not install a Tesla Wall charger because they dont have a arc circuit breaker, unless he also install a circuit breaker separately. Note: An arc-fault circuit interrupter (AFCI) or arc-fault detection device (AFDD) is a circuit breaker that breaks the circuit when it detects the electric arcs that are a signature of loose connections in home wiring. Loose connections, which can develop over time, can sometimes become hot enough to ignite house fires.

[@patrickkenny2077]

IIRC, the required protection is integrated into the unit.

[@bossmanmce5599]

@@patrickkenny2077 correct Patrick

[@evanbozogan232]

10:19 On page 15 the Tesla wall connector manual has a diagram with arrows and numbers, there it indicates that the red and white connectors are RS-485 a type of serial communications port most likely for debugging

[@tomaspavera6709]

not for debugging; in case of other brands, it is used in combination with the external RS-485/Modbus power meter to limit maximal charging current based on total house power consumption

[@alexforget]

I was thinking it’s for someone having many of them, rs-485 allow to chain devices, that way you could have many in a parking and monitor and control the use in a central place with a simple connection.

[@williambraun2701]

My installation document included information about connecting multiple chargers together so the vehicles could negotiate which charges first or most. I believe that is the point of the serial data.

[@moff1959]

Big fan of Munro, Small point EVSE (Electric Vehicle Supply Equipment ) not "Chargers" its basically a power cord with a smart switch, and big point these devices will draw large current (Amps) over a long period of time. Correct installation is important along with circuit breaker and wire gauge size for obvious safety reasons.

[@pgbpro20]

Everyone's gonna keep calling them chargers regardless of what (us) nerds say.

[@moff1959]

@@pgbpro20 Your right that genie is already out of the bottle and manufactures want to continue calling them "Chargers" that way they can charge $$$$$$$$ hundreds for a fancy power cord, over inflated pricing in the EV world is nothing new.

[@Tazman55x]

Thank you for the update and fixing the information which was incorrect! 10/10 Munro!

[@PaulCHa]

What was incorrect?

[@TRYtoHELPyou]

​@@PaulCHa if people want to get bent over this video use of the term "level three" or "level four" is not reflected in any electrical code that I know of. Some people dislike people calling DC fast charging "level three". Personally I like saying level three however would not be able to prove my case to a judge in the court of .... Electrical nomenclature? 😂 Unsure what was incorrect in previous video.

[@georgepelton5645]

Yes. Thanks Munro Live for fixing the previous video. Munro goes the extra mile to insure the information they provide is correct.

[@WingofTech]

Holy what a groovy intro, keep those comin’ 💿

[@lemongavine]

I've been using a level-1 charger exclusively for 2 years (27K miles). No issues and I very rarely need to use public chargers. My battery gives 260 miles of range.

[@MNWarthogFan]

I understand this is a 2nd edition of the video. What were the errors or oversights in the 1st edition that required a redo?

[@kelvynbettridge]

Great to see this. It needs to be said as many don’t appreciate that these are not car brand specific.

[@ouch1011]

The charger isn’t but the connector on the vehicle end is. The one that comes with this charger will only work on a vehicle with a Tesla charge inlet (unless you spend extra for an adapter).

[@kelvynbettridge]

@@ouch1011 correct this would be true for the US and possibly China, but in the rest of the world Teslas like most are supplied with CCS2 ports. Consequently the Wall Chargers are supplied with type 2 plugs.

[@stueygewy]

Great video! 0:27 Antonio, I think you should highly consider keeping/growing the sideburns next time! 💇‍♂

[@Alexzw92]

That intro track has a quite a nice jingle to it

[@Chantillian]

First part of it reminded me of themes used by local cable channels in the 1970s. Maybe just me.

[@gerrit-fransvanpelt8551]

There was a bar left on the table after the assembly 😂 Love to see those videos ❤

[@10esseeTony]

For the Assembly Associate, the bar is pre-made into the base. The real problem here, is that they didn't insert the connector for the LED charging status indicator. :)

[@roxter299roxter7]

I like the new intro!

[@SuspectOnTheLam]

It’s crazy there’s a hidden NFC reader on the Wall Connector. Tesla is really thinking ahead.

[@deraj_adako]

Intro music is awesome!

[@freddiecarr7602]

Did I see copper only on the terminals for the incoming wire? also what size is the wire gauge of the charging cable as it seemed 4 meters long at a max 48 amp?

[@davidherringgo]

Thanks

[@rkgsd]

This is great! Currently weighing options while a 14-50 is scheduled for installation on the front porch. I've narrowed it down to Tesla, Grizzl-E and Emporia. I love the metal casing on the Grizzl-E. The advantage of non-Tesla charger seems to be the universal compatible with any brand of EV.

[@jg5001]

You can still get a CCS adapter with the Tesla charger.

[@BatterVswithAntonio]

Stay tuned then ;-)

[@Ingineerix]

There is no "Level 3" in any official standard that covers EVs. These are also EVSEs (Electric Vehicle Supply Equipment), not "chargers", the charger is inside the EV. Shame on you for being an "engineering company" and getting this so wrong.

[@lacikeri3102]

That red and white speaker connector, I think it's an RS485 MODBUS output. There must be a Maxim485 chip nearby. Based on my research, the energy sharing was able to work on the V2 charger. Unfortunately, the V3 charger only works via Wi-Fi, and it does not allow external software to control the charging. I hope this will be fixed in another update.

[@tazeat]

This would be my first guess. Some sort of serial interface which may be multi purpose but in previous generations was used for power sharing. I have no idea if anyone has reversed the Wi-Fi sharing on the V3s, but I have to imagine the protocol can't be too difficult unless they're doing some sort of strong pki based device authentication to secure the power sharing communications.

[@tazeat]

And some quick Googling, it appears the protocol is HTTP based and does do mTLS with some sort of baked in device identities, but you CAN set max power on a per device bases using the public not secured APIs.

[@patrickkenny2077]

@@tazeat Setting max power really is just setting the circuit breaker size, and IIRC can only be done in commissioning mode.

[@williamelkington5430]

I'd be very interested in a teardown of a Clipper Creek HCS-60R charge dispenser.

[@steventrimble2275]

Antonio rocks!

[@BatterVswithAntonio]

🤘

[@1944chevytruck]

AWESOME

[@MunroLive]

Thanks 🤗

[@TheKill3rmonk]

Thanks for the video! My wall charger just crapped out this year and Tesla support said I need to replace it. According to the testing they were able to do, they were seeing unexpected voltage drops. "I was able to run a few tests from the part number and serial number that you provided. The Wall Connector is detecting unexpected voltage drops." Since after providing them additional info after they sent me that, I was going to try taking apart the wall charger and cleaning it out or checking for anything on the interior before replacing it since they are fairly expensive. Anything you guys would recommend I take a look at in particular on the inside? I was getting ~240v (T1-T2) and 120v (T1-G & T2-G) from measuring directly at my electrical panel in the house.

[@nycameleon]

Sweet video, I have that charger and it does 48A nicely... But my button on the plug won't open the charge port... wish there was more on how the push button on the plug is connected. When I press the button It stops charging and unlocks, so I think the data cable is hooked up. I guess I'll open it up and look in there to see if it it was an assembly issue or quality issue.

[@meyermicro]

My model 3 will do that if it hasn't unlocked yet. (I use my phone as a key and sometimes it's slow to unlock.)

[@nycameleon]

@meyermicro it's an X, my mobile connector opens it fine, but this one won't

[@TechnicalLee]

Not a Tesla expert, but I think charge port opening uses Bluetooth. So there could be an issue with the Bluetooth antenna in the handle.

[@aussienyc7]

Thanks for this as mI am about to install a Tesla charger

[@123rkss]

is it possible to take the cable from this with the 'button' for the chargeport and mount it to a different brand wall charger?

[@kennethhickey6068]

Are you planing to do a teardown on Fronius WallPilot charger? It would be very interesting to see how they compare to other brands. Fronius are renowned for their welding equipment and in more recent times their PV inverters.

[@chuckboyle8456]

So for a “typical” home installation in the USA, what conductors come out of the main breaker panel to the charger assembly? Stranded or solid? 16:48 What size wire for L1, L2 & Earth? What are the NEC requirements for safe operation? More installation details should have been provided.

[@patrickkenny2077]

#6AWG, which is a coarse-stranded cable. Usually it will be a 6/3 Romex cable.

[@TechnicalLee]

The video was about the EVSE itself. Those details are up to the electrician and local electrical code to determine. But a typical install for a 240V/48A charge rate will use 6 AWG wire (copper course stranded) for L1/L2 with a solid copper 10 AWG ground (earth) wire. Unlike UK, USA does not require fancy terminations with ferrules (bare wires in screw terminals is acceptable), nor a local earth rod. Virtually all EVSEs sold in the US have built-in double-pole RCD protection.

[@chuckboyle8456]

@@TechnicalLee Superb response, greatly appreciated! Cheers!

[@rajags]

Any idea what the module for Wi-Fi communications is? Looks like an ESP32

[@keith8443]

No mention of pen fault protection, does the charger have this?

[@Warekiwi]

No it doesn't but pen fault protection isn't very expensive. I have a Garo unit installed with mine so makes the Tesla Gen 3 UK legal.

[@Firestorm637]

Level 2 wall connectors allow use of your level 2 on board charger. The vehicle’s charger on board determines speed of charge as well as the 220 30-60 amp circuit. Many Leafs and Bolts have 3-7 kw on board charger. Teslas base model 3 single motor 7 kw vs dual motor 11 kw on board charger.

[@rkgsd]

A 60 amp circuit means we're not looking at a 14-50 connection since those receptacles are rated at 50 amps. 40 amps would be the max current allowed by the EV per the 20 percent rule. You'd need the election to do a hardwire install in order to get 60 amps (more expensive).

[@chriauc2976]

Took mine appart after replacement was sent a Main relay was stuck …. Bent back the spring and modified a bit and my dad been using it for his Chevy Volt -20c weather for a Year not problems albeit Volt charge at 20amps max

[@BillSpohn]

Nice work! Hope you will do an Emporia EVSE, too.

[@goevorgohome]

Interesting that it has a NFC chip installed close to the face plate. Future tap to pay functionality maybe !?!

[@randychan3498]

Thank you very much for the video. As an ex-electronic technician. Battery and EV charging technologies are new to me. I also own a Model Y. A basic question regarding charging the Model Y battery. I have read recommendations for charging the EV battery between 20 - 80% during normal commute use. To keep the battery degradation to a minimum. Does the 20-80% apply to all charger sources including with level 1 (115V) charger? Or, 20-80% is more to the level 3 (supercharger) source?

[@BatterVswithAntonio]

100% stresses the anode of the cell itself. The charge rate is limited by the ability of the cell to take on more charge. Don't think of it as added fluid to a vessel but as if you are adding air to a bike tire. It is easy to pump at first , but as more pressure builds up the harder it gets to pump that next shot of air into it.

[@pythons4114]

I look forward to your breakdown of Tesla's HW4.0 and a comparison with HW3.0 to see exactly how much has changed. Thank you very much.

[@DishNetworkDealerNEO]

That NFC could be used to prevent it from charging Tesla cars not driven by the owner of the charger! It can keep the unit from activating the contactors unless the owner’s phone or keycard is waved by the nfc chip, in areas of poor security.

[@taylorlightfoot]

This charger already has the ability to VIN restrict to certain cars. I think Tesla might payment enable these Level 2 chargers at some point in the future, I believe they have much bigger ambitions of being the charging provider for all cars in the future and this is them building out a vast network of infrastructure that can be enabled with the push of a firmware update.

[@DishNetworkDealerNEO]

@@taylorlightfoot and pay the guy paying for the electricity being used by a stranger hopefully at a significant profit to the guy who has this installed on the side of his house, I hope. That means tapping the owner of the Tesla Charger into the Tesla Ecosystem to funnel payments from the driver who stopped to let his car take a sip of electrons.

[@schtinerbock4570]

How does this compare to the Tesla mobile charger that comes (or used to come) with each car? I currently just use one of those on a 220 in my garage.

[@orthonormality]

The current version Tesla Mobile Connector is limited to 32amps so the Wall Connector is adding up to an additional 3.8kw of power. I have the RWD Model 3 which has an onboard charger limited to 32amps so the Wall Connector doesn't help me.

[@BatterVswithAntonio]

I'm not volunteering mine for tear-down 😆

[@Marki555]

For Europe, the mobile charger is 1 phase 13A 230v (about 3kW). Old Teslas were shipped with 3 phase mobile chargers which were 11 kW. The Tesla Wall Connector is 3 phase 32A 400v, so 22 kW, but current Teslas have only 11 kW onboard charger. But it also can work as 1 phase 32A giving about 7 kW.

[@thomasgauthier5691]

7:46... Are you sure the 80% rule isn't so the wires don't heat up... Since the EV chargers are on continuously and near max load unlike most electrical loads?

[@martybosch8088]

All circuit breakers sold in the us are rated 80% continuous duty. There are 100% rated breakers but are uncommon in residential applications

[@SimonPodolak]

I'm wondering which of the three levels charges the most efficiently. I'd assume level 2 is pretty good in relation to charging speed and efficiency vs. loss. has anybody any numbers?

[@alexforget]

All the same, they are only a smart switch, everything happen in the car onboard charger for L2. The only notable difference is the current and voltage they support. To get reasonable charge speed use 220V. 120v can work if you don’t drive a lot and the car stay plugged in most of the time.

[@ZipZoomZip]

Level 1 and 2 charging uses the charger onboard the EV so the wall connector has very little to do with charging efficiency. I suppose if the gauge of the cables in the connector cable were marginal, that could have a small impact on charging efficiency, but it would be rather minimal. Between Level 1 and Level 2 charging, the faster level 2 charging is more efficient because it uses 240 volts and the shorter charging times contribute significantly to charging efficiency. I suspect Level 3 charging is the most efficient of all in moderate temperatures because it has fewer voltage conversions from the high-voltage transmission lines, but the need to warm or cool the battery to be able to handle the higher currents probably makes the overall process the least efficient of all. Bottom line: Charging Level 2 at home or work is probably the most efficient (and that's a good thing because 95% of all charging happens at home or work).

[@andrewt9204]

Level 2 (240v) charges slightly more efficiently than Level 1 (120V). There's a bit more conversion loss going from 120V to ~400V. It's only a couple % loss from what I gather, so you'd only be paying a few extra pennies to charge at 120V. Although if you're charging at high amperages on 240V (above ~30A) you'll start going the other way due to heat loss. Above 30-32A the cables get ever-so slightly above ambient and the car's cooling system kicks on. I charge at 22A and this keeps the cooling system off most of the time. Also keeps the voltage sag at a minimum. Level 3 DC fast charging is the least efficient due to the way it's used. There's quite a lot of heat generated at hundreds of amps. But, small price to pay for convenience of speed.

[@levenkay4468]

I don't know if this applies to Tesla vehicles, but the Nissan LEAFs I drove for seven or eight years were less efficient on L1 charging because the power drawn by the car to continually operate cooling pumps took a relatively bigger bite out of the available supply power. Another factor is that there are solid state electronics involved in the charging process that have fixed voltage drops (typically, some multiple of ~1V silicon PN junction drops) regardless of current. Those drops are a larger percentage of a 120V supply than a 240V one.

[@styno7267]

If you search for it… the numbers are out there. From memory, I think the most efficient is between 7 and 11 kW. Any slower and the on- board computers running start to have an impact on efficiency.

[@chrishosking6842]

Was there any indication of bidirectional charging circuitry?

[@BatterVswithAntonio]

diodes. no.

[@wesvasher]

Wonder how long it will take Tesla to have Optimus assembling these things.

[@jean-louisbedard6518]

Thanks for the Analysis.. Could you ad extra information such as (Resistance to Weather of Casing, Cable, Connector protection in Hot or Cold temperatures)

[@BatterVswithAntonio]

Check out "State of Charge" 's youtube channel for more detailed info about operation.

[@jean-louisbedard6518]

@@BatterVswithAntonio Yep but ! I trust Sandy team.

[@edme1055]

Mine went broke. I consistently limited charging via the Tesla app to 13 Amp. So, not via the hardware option to limit it, although I had set that to 20 Amp. Could that be the cause of may wallconnector gen2 going broke? Anyone?

[@moestrei]

No. Try the self test with the rotary switch on 0.

[@worldinandaround]

Opening music is good now

[@firstbigbarney]

Does anyone have a source for the metric graph sheets under the charger on the table?

[@BatterVswithAntonio]

we print them off in house

[@sdnative2387]

One thing not touched on is the two methods of EV charger installation - hardwired vs 14-50 outlet. I don't think most EV owners are aware of the two different options unless their electrician has told them.

[@wtmayhew]

Something else to look at, which one of the other commenters touched on, is what is the labor cost associated with the installation? The Tesla unit appears quite easy to install. There are some nice features such as choosing direction of cable entry and the integral wire stripping gauge. The installation cost may or may not be a pass-though to the end user, depending. If I am not mistaken, GM, Ford, etc. have flat rate or no-cost EVSE installation included with the vehicle purchase.

[@pony53]

Ford does not for the F-150 Lightning, but they are happy to sell your data to SunRun who began contacting me almost immediately after I placed my pre-order.

[@wtmayhew]

@@pony53 Thank you for the reply. I appreciate the correction to my remark above.

[@sasor098]

I'd love to see one on the zaptec go or pro wall chargers as they are really popular her I Norway at least!

[@sjokomelk]

Not certified for use in the US. They are for 230/400V 3-phase supply, and not 120/240V split phase 60Hz supply.

[@estyrer2]

@@sjokomelk +1 EEV Blog did a nice tear down of a zappi

[@bossmanmce5599]

In north America, EVSE units must be CSA, ETL, ETLc or Ul approved beware of this especially when buyiing off Amazon ! your insurance is null and void

[@bjornb.6662]

Cool. I would like to see a Zaptec or Easee charger too for comparison. They are very common in Europe

[@rockycata6078]

They'll never catch up😁 Production ramp will mainly follow solar/starlink consumer demand, but just another tool in 'total-energy-domination'. That RFID 'platform' is a future adjunct to every Tessa platform. "Product Verification" for identification/location of any Tesla energy product. Expect that the same light-weight/low-cost component to arrive with any future Tesla energy solutons

[@dluchin1998]

Tear down that wall .. connector

[@andreasheyerdahl8783]

The chargers are probably already decided, but I'm looking forward to/recommend you checking out the Easee and zaptec Chargers

[@BatterVswithAntonio]

If it is successful enough, would could make it a running series... who knows!?

[@moestrei]

The charger is in your car, these are just adapters or connectors in Tesla speak.

[@rayleeaustralia]

How can the wall charger push more current into the battery to reduce the charging time. I thought the electricity coming out of the grid is capped?

[@catalinalb1722]

Can you please share the RFID chip IC? Is it an NXP clrc66303? Thank you! 🙂

[@consrafael2228]

Hi sir do you have any idea on how can i order a new wall connector handle cable? Thanks

[@Cybertruck_69]

The Gen3 L2 Tesla charger is well done. They do need to modify the electrical connection hub. A wet liquid tight connector doesn’t fit.

[@shaminatorqc]

If sensor trip, can we reset it somewhere ?

[@Ghartausz]

The intros keep getting better and better. Cool!

[@LawpickingLocksmith]

waste of time!!

[@vidhiksingh8035]

which make relay are used in this charger

[@MbT379]

Really need to see Munro take apart an Electrify America Public EVSE (believe this is the correct designation). Why do they keep failing and disappointing EV owners? Thank you…

[@MunroLive]

Thanks, Michael!

[@cengeb]

first EV experience in a rental Kia, went to Electrify America charger at a Walmart, super fast, worked great, Kia parked next to a VW ID4, got in conversation, who loves her ID4, 2 years free charges at Electrify America units. 150kW charger had 0 miles left "turtle mode" on Kia 54 minutes got 80%. 202 miles...went into Walmart for a drink on the road in no time, of course passing 5 gas stations that would have been 10 minutes and done, EV is long way to becoming practical for long drives

[@BatterVswithAntonio]

Anyone want to donate one of the many "not working" ones?

[@tobyw9573]

Are any of these EV charging systems UL Listed? Especially the failed ones?

[@BatterVswithAntonio]

I think all of the ones we are evaluating are. But we'll check and state if they aren't.