When you click on links to various merchants on this site and make a purchase, this can result in this site earning a commission. Affiliate programs and affiliations include, but are not limited to, the eBay Partner Network.
I just had my level 2 Chargepoint charger installed by an electrician. The ChargePoint box can support charging currents up to 80 amps. What is the max 3 phase AC current that the EQS 580 will accept? We decided to stay conservative with a 50 amp breaker and a forecasted charging current of 32 amps. I asked the Product Specialist at the Dealer and they didn't know. They also didn't seem interested in finding out. After the sale, your importance wanes.........
I believe the AC charger in the EQS will charge at up to 9.6kW, if supplied with 50 amp power. My breaker is 50 amps and supplies 35 amps of power, when the electrician tested it after installation. My car charges at 7.7kW when connected to the ChargePoint, which takes it from around 30% to 80% in 6-7 hours. Hope this helps.
I believe the AC charger in the EQS will charge at up to 9.6kW, if supplied with 50 amp power. My breaker is 50 amps and supplies 35 amps of power, when the electrician tested it after installation. My car charges at 7.7kW when connected to the ChargePoint, which takes it from around 30% to 80% in 6-7 hours. Hope this helps.
Much slower than my (former) Tesla S Level 2. Too bad. I got two years of free charging from the Electrify America network. I might do a 30 minute session there and top off at home.
Much slower than my (former) Tesla S Level 2. Too bad. I got two years of free charging from the Electrify America network. I might do a 30 minute session there and top off at home.
Cincy
Unless you're going on a long trip, you probably should not charge it to 100%. It wears down the battery. It's recommended to charge to about 80%.
Much slower than my (former) Tesla S Level 2. Too bad. I got two years of free charging from the Electrify America network. I might do a 30 minute session there and top off at home.
Cincy
Actually, I find it very convenient. I come home on the days I need to charge, and plug in. In the morning, the car has charged to 80% and then turned itself off. So I unplug, and go. What could be easier? If I need fast charging on a trip, Electrify America has hookups where the internal 200kW fast DC chargers which will do the job in 30 minutes. But, I've never needed them for daily usage. 7.7 vs 9.6kW......I'm asleep anyway. No big deal to me.
I just had my level 2 Chargepoint charger installed by an electrician. The ChargePoint box can support charging currents up to 80 amps. What is the max 3 phase AC current that the EQS 580 will accept? We decided to stay conservative with a 50 amp breaker and a forecasted charging current of 32 amps. I asked the Product Specialist at the Dealer and they didn't know. They also didn't seem interested in finding out. After the sale, your importance wanes.........
Cincy
Must be a typo above. You are referring to a US charger that runs on 220 V. I'd call it a two phase charger (I know you have a different name for it).
Cannot see why the car would not charge at the full 9.6 kW rate from that 220 V charger (if both the car an the charger are set to accept about 40 amps.
A 3-phase charger would do 11 kW standard, 22 kW as an option but not available in the US.
Actually, I find it very convenient. I come home on the days I need to charge, and plug in. In the morning, the car has charged to 80% and then turned itself off. So I unplug, and go. What could be easier? If I need fast charging on a trip, Electrify America has hookups where the internal 200kW fast DC chargers which will do the job in 30 minutes. But, I've never needed them for daily usage. 7.7 vs 9.6kW......I'm asleep anyway. No big deal to me.
My wife did that with her E-class plug-in hybrid and the battery lost a lot of capacity during the 4 year ownership. The EQS battery is probably different and anyway less stressed (relatively to the battery size) but the general advice is to have the battery topped up before the drive, leave it at a decent low SOC as long as possible. Makes control a bit more difficult. Probably sufficient to top up to 80% most of the time. I'd like to see some proper degradation estimates for each factor rather than see after a few years if the personal charging strategy was fine.
Tesla Model X connected to the Tesla Wall Connector fed by a 60 amp 240v circuit and it charged at 48 amps.
EQS 450+ connected to a NEMA 14-50 plug on a 50 amp 240v circuit and using the Mustart 40 amp charger produces 9.6kW and a 40 amp charge rate to the car.
At home and overnight that 8 am decrease in charge rate is barely, if at all, noticeable
My wife did that with her E-class plug-in hybrid and the battery lost a lot of capacity during the 4 year ownership. The EQS battery is probably different and anyway less stressed (relatively to the battery size) but the general advice is to have the battery topped up before the drive, leave it at a decent low SOC as long as possible. Makes control a bit more difficult. Probably sufficient to top up to 80% most of the time. I'd like to see some proper degradation estimates for each factor rather than see after a few years if the personal charging strategy was fine.
MB, in the owner's manual, recommends 80% for daily use, 100% only for trips. They recommend leaving it overnight at 20% about every six months, which I plan to do. I'm following their recommendations.
MB, in the owner's manual, recommends 80% for daily use, 100% only for trips. They recommend leaving it overnight at 20% about every six months, which I plan to do. I'm following their recommendations.
Hope their recommendations are safe now and not only marketing biased. My wife did not charge the car against any instructions from the owner's manual (at that time there were none) but it seems the battery was still hurt quite a bit. The battery technology may also be different, perhaps the EQS is not at all equally sensitive.
Hope their recommendations are safe now and not only marketing biased. My wife did not charge the car against any instructions from the owner's manual (at that time there were none) but it seems the battery was still hurt quite a bit. The battery technology may also be different, perhaps the EQS is not at all equally sensitive.
Almost all the research I've done, from Tesla sites, Porsche sites, Audi sites, Ford sites, all recommend not charging past 80% (possibly 90% for Tesla) for daily usage. It seems to be a universally accepted method for EVs currently in use. No one recommends charging constantly to 100%, in fact, everyone feels that will harm the battery most. MB does agree with you, though, about letting it sit overnight at 20% charge occasionally.
Almost all the research I've done, from Tesla sites, Porsche sites, Audi sites, Ford sites, all recommend not charging past 80% (possibly 90% for Tesla) for daily usage. It seems to be a universally accepted method for EVs currently in use. No one recommends charging constantly to 100%, in fact, everyone feels that will harm the battery most. MB does agree with you, though, about letting it sit overnight at 20% charge occasionally.
This discussion may look like we were arguing against each other. At least I am not, I agree with all your opinions. My latest comment was just about the pre-facelift W213 E-class pug-in hybrid user manual, it does not have any advice on battery charging. I've done some reading too, not as extensive as you but one should not count on self-learning only.
As said, PHEVs are a bit different from EVs since the battery is small and charging up to 80% most often means 20% lost electric miles. On an EV on would most often complete the trip equally at 80% SOC as 100%.
It sounds like you set your charge point for 40A rather than 50A. Have you looked inside the Charge Point app at your Flex charger's settings? It should have your breaker amperage set to 50A. The charger will use 80% of the breaker's capacity on its own.
This discussion may look like we were arguing against each other. At least I am not, I agree with all your opinions. My latest comment was just about the pre-facelift W213 E-class pug-in hybrid user manual, it does not have any advice on battery charging. I've done some reading too, not as extensive as you but one should not count on self-learning only.
As said, PHEVs are a bit different from EVs since the battery is small and charging up to 80% most often means 20% lost electric miles. On an EV on would most often complete the trip equally at 80% SOC as 100%.
Agree. We are all learning this new amazing car. Appreciate all insights to help further our collective understanding.
It sounds like you set your charge point for 40A rather than 50A. Have you looked inside the Charge Point app at your Flex charger's settings? It should have your breaker amperage set to 50A. The charger will use 80% of the breaker's capacity on its own.
I suspect you are correct. If your homeflex is plugged in you only get 40 amp circuit. For 50 amps it has to be hardwired. The most you will get from a 40 amp circuit is 32 amps.
Can anyone direct me to more detailed charging information from MB USA? The information I’ve been able to find is incomplete. MB USA states 32A and 9.6kw charging. However, based on the comments here, it seems 32A yields 7.7kw.
I ordered a home flex CPH 50. I have a 50 amp breaker with a nema 14-50 outlet. Even with it plugged in, it is good for 50A service according to the installation guide. Home flex will only allow for 125% of continuous service, so it will only use 40A of the 50A available. So, I should get the full 9.6kw, right?
I had set my CPHF at 40 amps when I installed it, just thinking maximum safety. The circuit the electricians installed in my garage is on a 50 amp breaker, to a NEMA 6/50 plug . I just reprogrammed my CPHF to a breaker level of 50 amps as recommended by members of this forum, to match my breaker amperage on my panel. I had been charging at 7.7kW. I am now charging at 9.6kW. Will monitor this for a few hours and let you know how things progress.
Update: So this works as advertised. The charging level is, indeed, 9.6kW. The cable gets a little warmer, but my reading of many forums suggests that this is normal. Not too hot to touch, or anything like that, just comfortably warm in your hand. Would appreciate any other opinions.
I had set my CPHF at 40 amps when I installed it, just thinking maximum safety. The circuit the electricians installed in my garage is on a 50 amp breaker, to a NEMA 6/50 plug . I just reprogrammed my CPHF to a breaker level of 50 amps as recommended by members of this forum, to match my breaker amperage on my panel. I had been charging at 7.7kW. I am now charging at 9.6kW. Will monitor this for a few hours and let you know how things progress.
Update: So this works as advertised. The charging level is, indeed, 9.6kW. The cable gets a little warmer, but my reading of many forums suggests that this is normal. Not too hot to touch, or anything like that, just comfortably warm in your hand. Would appreciate any other opinions.
I was really disappointed that I didn't research this more thoroughly. When I read in the Chargepoint advertising on the MB website that you could set all the way up to 50 amps....I assumed the car was capable of charging at that rate. Had the wiring sized accordingly only to find we can only charge at 9.6KW (40 amps).
It seems to me to be quite misleading as they quote the extra miles per hour for each setting up to 50 amps.
I was really disappointed that I didn't research this more thoroughly. When I read in the Chargepoint advertising on the MB website that you could set all the way up to 50 amps....I assumed the car was capable of charging at that rate. Had the wiring sized accordingly only to find we can only charge at 9.6KW (40 amps).
It seems to me to be quite misleading as they quote the extra miles per hour for each setting up to 50 amps.
Just a note: I have a 60 amp circuit, and my chargepoint is plugged not hardwired, however, as we are all aware its running at 40 amps (9.6kw). I think the chargepoint instructions are confusing. When you set it up on their app I think that 40 vs 50 question is what is the amperage of the plug you are using ergo 14/50 AND 6/50 plugs should be set to 50! It has nothing to do with the circuit itself (which for a 50 amp plug its a 60 amp breaker).
Yes the cable gets warm (not hot) and that is completely normal. My Ford mobile charger is 6.6 Kw it feels slowww. I might just install another charge point in our lake house since I did had the same plug and circuit installed there. Decisions......
Boy! There is so much to learn since this is going to be my first EV!
Are you guys saying hardwire is better over plug in?
I know people whose home caught on fire started in garage by the charger, How can I protect against that?
Should I wait for to take delivery before installing the charger or have it installed prior to bringing it home? I have EA chargers available near my home.
Is the charger safe with little kids running around?
Boy! There is so much to learn since this is going to be my first EV!
Are you guys saying hardwire is better over plug in?
I know people whose home caught on fire started in garage by the charger, How can I protect against that?
Should I wait for to take delivery before installing the charger or have it installed prior to bringing it home? I have EA chargers available near my home.
Is the charger safe with little kids running around?
Not sure hardwired is safer than a properly installed NEMA plug...I mean you use your clothes dryer and oven all the time on a similar circuit. A 50 amp circuit is all you need, which delivers 40 amps and charges at 9.6kW, which is the maximum the car will allow on AC. As far as kids, just plug in the charger and lock the car. It will charge fine and let you know when it is finished, and the cable cannot be removed until you unlock the car.
Not sure hardwired is safer than a properly installed NEMA plug...I mean you use your clothes dryer and oven all the time on a similar circuit. A 50 amp circuit is all you need, which delivers 40 amps and charges at 9.6kW, which is the maximum the car will allow on AC. As far as kids, just plug in the charger and lock the car. It will charge fine and let you know when it is finished, and the cable cannot be removed until you unlock the car.
In fact, no. With hard wire the EVSE (charge point Flex) can provide additional current (50 amps) but the car (EQS) can only take 40 (9.5Kw). 50 amps would work if the car had an 11kw charger as in Europe. In some countries the car is equipped with 22kw charger (80 amp) as Ford is offering for their F150. I dont know the exact numbers but that must be a very expensive installation (440v). Just the EVSE is 1300 dollars!
Not sure hardwired is safer than a properly installed NEMA plug...I mean you use your clothes dryer and oven all the time on a similar circuit. A 50 amp circuit is all you need, which delivers 40 amps and charges at 9.6kW, which is the maximum the car will allow on AC. As far as kids, just plug in the charger and lock the car. It will charge fine and let you know when it is finished, and the cable cannot be removed until you unlock the car.
there is no issue wth safety. The 14/50 plug is VERY snug. Anyone strong enough to pull it out will have enough sense not to stick a metal object in it!
Mercedes SLR McLaren 722 S Is Extremely Rare Example Modified by McLaren
Slideshow: A one-of-one U.S.-spec Mercedes-Benz SLR McLaren Roadster became even rarer after a factory-backed transformation at McLaren's headquarters.
