3 prong receptacle for our 4 prong plug. Please help!

[ShadowCVL]

As I stated in a couple posts earlier, I was mistaken about the 60amp. It is a 50amp gfi. My electrician ran 6/3 to it. My setup was installed by a licensed electrician and inspected. I think I'm good to go.

I saw there was a 4th page after I replied, this forum does odd things when you reply on the not-last page

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[aevans17]

@dtbaker61 and @Maquis don't disagree with anything that you guys said. Just pointing out that the 6-50R works fine for the Ford Charger. If anyone has a 6-50r in their garage for a welder/other power tools it will work for you.

 

[Maquis]

@dtbaker61 and @Maquis don't disagree with anything that you guys said. Just pointing out that the 6-50R works fine for the Ford Charger. If anyone has a 6-50r in their garage for a welder/other power tools it will work for you.

This thread has become a long and winding road. ?

I basically said this back in post #23 when I recommended an adapter

 

[macchiaz-o]

This thread has become a long and winding road. ?

Not just this thread. ??

 

[aevans17]

This thread has become a long and winding road. ?

I basically said this back in post #23 when I recommended an adapter

I saw that... I was reading this on my phone and didn't see the entire thread or else I would have just liked your post and saved myself the time typing on my phone. But YEAH WHAT HE SAID!

 

[Kamuelaflyer]

I had 6-50 already in my garage from the previous owner so I bought the Grizzl-e EVSE that you can buy with a 6-50 plug properly installed from the factory. It would be nice if it had 14-50 installed in the garage, but 6-50 is perfectly fine (just limits your EVSE options).

There are quite a few EVSE’s that are also available in 6-50. I gave one plugged in to a 6-50 outlet and another (ChargePoint Home Flex) getting ready to be hardwired. The latter was readily available where the 14-50 was out of stock.

 

[sukhoi_584th]

I'm surprised nobody has mentioned that typical 240 V receptacles like 6-50 and 14-50 are not rated for all that many insert/remove cycles. They're for fixed equipment like appliances and welders. If people are using the EVSE that came with the vehicle you don't want to be unplugging it from the receptacle to take it with you often. Get another EVSE for home use.

 

[Windsurf]

I’m dumbing this down to the number of plugs because we’re brand new to EVs, and I know almost nothing about electrical engineering. We had solar installed, including an EV plug. The receptacle is made for 3 prongs and the Mach E plug has 4. The solar company says the necessary cord is on back order… predicted delivery in March. Is there something we can buy now that will allow us to plug the car in there, or are we stuck with snail pace charging from a standard plug?

My 2 cents... don't use a charger that plugs in.
MME acceptance rate is 10.5KW

First the supplied cable:
32A X 240V = 7.68KW maximum. Theoretical 88KW battery/7.68KW = 11.45 hours. Ford advertises 15 hours

Second separate charger with plug. Most an electrician will install is 50A breaker (get this!). You'll get ~40A.
40A X 240V = 9.6KW maximum. Theoretical 88KW battery/9.6KW = 9.17 hours. Ford doesn't advertise this. But the increase due to inefficiency and slow down of battery is 1.3. So realistically it'll be 11.9 hours.

Next step is a hardwired charger. You can get a 70A or 80A breaker and get more.

Ford Connected Charger is 48A.
240V x 48A = 11.52KW This is above the max the MME can handle of 10.5KW. Theoretical 88KW battery/10.5KW = 8.38 hours. Ford advertises 10.9 hours.

Finally, what I recommend is the ChargePoint Home Flex. It comes with a plug (either type) that will do the 40A listed above. BUT if you have an electrician connect it to a 70A or 80A breaker directly, it will provide 50A at 240V or 12KW. Since the MME is limited to 10.5KW, it'll perform identical to the Ford Connected Charger. But it costs $100 less, and will provide more power if you get a car with a higher acceptance rate in the future.

Also note most public level 2 J1772 chargers are 7.2KW. Tesla public chargers are normally 11.5KW to 17.2KW. So I've found I get faster charging using them than J1772.

 

[dtbaker61]

I'm surprised nobody has mentioned that typical 240 V receptacles like 6-50 and 14-50 are not rated for all that many insert/remove cycles. They're for fixed equipment like appliances and welders. If people are using the EVSE that came with the vehicle you don't want to be unplugging it from the receptacle to take it with you often. Get another EVSE for home use.

This might be a concern if I were unplugging/plugging every day..... but I plan to take maybe 3-5 trips per year that would require me taking the mobile with me. 32a charge rate is more than fast enough to overnight charge; so, I have no need to buy or install a second or faster charger.

I can't really think of a scenerio where the average person would be plugging/unplugging daily.

If I am travelling (a couple times a year), I would bring the mobile only for emergencies if J1772 or dc fast charge was not available. So I like the flexibility of having the NEMA 14-50 outlet in my garage so I can easily backfeed Emergency Generator rather than hardwire the charger and not have the outlet available for tools and or possible backfeed. Most of the time, I just leave it plugged in.... charging my wife's BMW 330e nightly, and my MME once every couple days.

 

[Mockstang]

This is what I’m working with

There are chargers that use 6-50 outlets. I found one on Amazon with this description:
EVoCharge EVSE, Level 2 Electric Vehicle Charging Station with 18 ft Cable, 240V 32A, UL Listed EV Charger, NEMA 6-50 Plug, Indoor/Outdoor Rated, Charge up to 8X Faster Than Level 1

 

[Larry Paul]

Since virtually no EVSEs require a neutral, I kind of wonder why they (semi) standardized on the 14-50. Just so we can charge at campgrounds? I had a 6-50 for my welder long before I even contemplated an EV.

While I think all modern chargers (J1772 standard that came after 2009) don't require a ground...for the record- all EVSE units (Conductive J1772 and inductive J1773) made during first era of modern EV's (1996-2004) used 240 VAC "level 2" 32A EVSE chargers that DID require a neutral (plus 2 hot and a ground) and at least a 40A circuit breaker. They were also supposed to be "hard wired" per the NEC-but fortunately that rule was changed later.

For those brave soles in the early era who wanted to venture beyond where the infrastructure was, some people "portablized" their EVSE and connected a 14-50 to it because that is what RV campgrounds had as the standard. (corrected the typo)

Also for the record: I completely agree with sukhoi_584th that neither the L650 or the 6-50R were designed for routine connection and disconnection and a dedicated charger should be setup at home.

 

[cdiv]

For those brave soles in the early era who wanted to venture beyond where the infrastructure was, some people "portablized" their EVSE and connected a L6-50 to it because that is what RV campgrounds had.

Huh? RV campgrounds have TT-30 (120v, 30A) and/or 14-50 (120/240v, 50A). Though if you're gonna put a plug on a EVSE to make it portable, using the twist-lock L6-50 and making adapters for the various outlets you may find isn't a bad choice.

And yes, I'm fairly sure we can blame Tesla for 14-50 becoming the standard, since that's what the early Roadster came with... if you don't have a charging network yet, campgrounds are the next best thing, I guess.

 

[Larry Paul]

Huh? RV campgrounds have TT-30 (120v, 30A) and/or 14-50 (120/240v, 50A). Though if you're gonna put a plug on a EVSE to make it portable, using the twist-lock L6-50 and making adapters for the various outlets you may find isn't a bad choice.

And yes, I'm fairly sure we can blame Tesla for 14-50 becoming the standard, since that's what the early Roadster came with... if you don't have a charging network yet, campgrounds are the next best thing, I guess.

Sorry… I meant to say 14-50 is what campgrounds used. That was the “standard” before Tesla. I misspoke. (now corrected in the thread)

 

[cdiv]

Also for the record: I completely agree with sukhoi_584th that neither the L650 or the 6-50R were not designed for routine connection and disconnection and a dedicated charger should be setup at home.

This is a 14-50 rather than a 6-50, but here's an image I stole from the "Definitive 14-50 NEMA Outlet Guide" thread on Tesla Motors Club. On the top is a Hubbell industrial-grade 14-50 outlet. On the bottom is the cheap Leviton outlet Home Depot used to sell (now they seem to have a Legrand Pass & Seymour)

I think you can use your portable EVSE as a portable EVSE if you want, but I'd make sure you're using a quality outlet rather than the kind that barely meets code.

This is also the Leviton outlet: