[remy_martian]

Drawing crazy amps is very different than stuffing them back in again. Looking at cells I have, that's a 6:1 difference on the continuous crazy draw, even higher ratio if you're talking about a 10sec pull of electrons.

Ultimately, your BMS will determine how hot the cell is getting which determines the charge rate.

 

[remy_martian]

Last I looked, it was Europeans doing the work on EU-destined OEM hardware platforms.

Has that changed?

 

[remy_martian]

What do you mean, "yes"?

No matter which Saint has hacked an EU-destined system, has someone in AMERICA shown it to work here on an American public charger? Nobody I knew of, last I looked.

Has that changed?

iirc, the Tesla M3 and i3 PLC modems are different here than in EU.

 

[remy_martian]

What makes CCS "required"?

A Volt pack can charge on CCS as easily as a Tesla one.

 

[remy_martian]

To prove what can be done?

If you run the truck off that generator it, has to meet emissions tests/regs, which it won't pass. You could get screwed with a hefty emissions tampering citation. Yes, even as a "range extender". Which is why Via used a factory 4.3 as their Silverado range extender.

 

[remy_martian]

When it comes to Federal emissions law, you're not in Kansas anymore, Dorothy. Kansas assumes factory equipment.

 

[remy_martian]

Emissions applies to the year of the newer engine manufacture date, afaik.

 

[remy_martian]

Just filling in time, waiting for a North American CCS solution.

 

[remy_martian]

The LIM part number is different for a North American i3.

The CCS1 DC connector is very different from the CCS2 connector, even though they may look identical face-on...they are offset from each other in the insertion direction.

The PLC protocol is the same. The higher layers of the handshake may be different.

Show us where someone in North America has made the EU hack work with a NA public charger. "Should be able to" guessing and extrapolation doesn't play when BMW and Tesla modem part numbers are different for the two regions.

 

[remy_martian]

Maybe I should buy a retail EV. Oh wait...I have four here.

Yet I'm still here. Waiting, while you give false assurances to people reading the thread that something actually works...you brought it up, so it IS your job to prove your assertion that it works vs bait people to spend a grand to find out they have a pile of junk that sits there doing nothing as they get laughed at, at a public charger.

Yes, the EU version works. In the EU. Only. I'm more than happy to have someone prove me wrong.

 

[remy_martian]

"Yes I was able to start an AC charge (or at least make the relay go on the wall plug side...), but no idea if the DC stuff works."

 

[remy_martian]

He has AC charging on CCS working.

"No idea if I broke any DC stuff haha."

And then it all stops 8 months ago.

 

[remy_martian]

Very nice.

I have a roadgoing Bolt EV, my daily, so hit me up if you need CAN sniffing.

I won't do anything destructive in terms of probing, and will need handholding as I'm too busy to go through a learning process these days, but I am an EE and the offer's on the table if you need it.

Good luck with it.

 

[remy_martian]

Why does it matter?

The car does Level 2 and DC FC. You can't live with the flexibility of either AC or DCFC in the same CCS connector?

Why would you want DCFC on its own? The state of DCFC in this country is abysmal. I've found myself unable to charge DCFC a few times, but Level 2's are numerous as backups (slower). Some are even free while you shop.

Not sure what you mean by "combined and joined at the hip"

 

[remy_martian]

I thought you had a puny battery. Now it's 100kWh? Why do you want to cook your pack with fast charging regularly? A DIYer is not likely to have the engineering and manufacturing tools/budget to design a >100kW charging rate.

It's plenty fast. Go to sleep, car's fully charged in the morning. The silliness of ICE people wanting 500 miles of range and a fill in 20 minutes when the car's parked at home for 10 hours, at least. Last I heard, iirc, you were around a 50kWh pack. That's a 7 hour fill at 7kW which is the Bolt charger at 240V. Perfectly adequate. I got by in the first two years on a 120V EVSE on a 12guage extension cord. Only reason I'm at 240V Level 2 is the EVSE was free in an engineering pilot study with my utility.

Hang a Model 3 charger on the garage wall and DCFC at home if you have to drive 200 miles home for lunch and then get back to work.

Overspec costs money and creates complications. By the time you're done, the landscape for CCS DIY will change, so... 🍿

 

[remy_martian]

I was curious, so I looked up the BMW i3's numbers:

Pretty much identical to Bolt EV.

 

[remy_martian]

Makes zero difference on a 120V extension cord when you're visiting your relatives/friends. You get 12A.

As far as Level 2, most of the pedestals for public charging that I've encountered are 7kW (30A) or so. This is the one I sometimes use at school if I can't get home with remaining SoC:

SemaConnect By Blink Charging Series 6 Dual Retail Unit With Pedestal Mount Cellular 30A 7.2kW Per Plug

SemaConnect by Blink Charging Series 6 Dual Retail Unit With Pedestal Mount Cellular 30A 7.2kW Per Plug.

www.bulbs.com

With a 3hr parking-stall limit, I can pick up about 60 miles in winter, which is plenty to go anywhere if you're not running cross country, which is foolish in a DIY, imo.

There's spec, then there's reality. People buy cars on comparatives. They don't build them on comparatives, but on need.