32A for 240V, 12A for 120V. It isn't adjustable, it self detects which pigtail is connected.

 

Yes, 120v @ 12A or 8A, 240 @ 32A fixed ..
To add, your '23 EUV is capable of charging at 48A 240V with an optional level II charger capable of that output.....

 

OK. thanks. clears up a lot of questions.

 

Sounds like you're good to go with the optional 32A dual level as long as you have at least a 40A circuit. It uses a NEMA 14-50 outlet, by the way.

Congratulations and enjoy the new ride!!

 

OP, take note of what Jerry said. It is assume you understand the 80% rule for drawing current continuously, as with an electric car.

 

32 amp NON-adjustable. It is also not adjustable in 120V mode, but the Bolt itself can adjust its request amperage between 8 and 12 amps when any L1 (120V) EVSE is used.

And to be clear, the refreshed Bolt EV and the Bolt EUV both have 48 amp onboard chargers. You just need an EVSE capable of 48 amps to take advantage of that -- as well as a 60 amp circuit.

 

240V for 32A, 12A for 120V and they aren't adjustable

 

You are saying that the GM Lawyers removed the default 8A setting for 120v on the later Bolts?

Although I have 2019, that is not my understanding of how the current models work on 120v: default to 8A and manually adjust to 12A on either the Infotainment screen of the MyChevy App (and yes, there is the 90 day setting for 12A at "Home.")

 

... annnnd scene.

 

There are EVSEs that are adjustable, just not the Chevy ones. My Outlander phev came with a 120 volt evse that has an 8 amp and a 12 amp button.

Vevor sells units that are selectable 8 amp, 12, 16, 24, 32, 220 volt, either by touch screen or app. They also claim they will automatically select amperage that your circuit is capable of.

 

I suspect that's only if you use their adapters, much like the GM OEM Dual-Voltage EVSE, where the adapter tells the EVSE itself what to advertise.

 

OK: thanks for clearing that up for me.

 

1. The EVSE should never offer more than what it's capable of supplying.
2. The EV should never request more than what the EVSE is offering.
3. Many EVs can further limit what the EVSE is offering.

 

#2 is not a thing. The maximum available current is one way communication from the EVSE to the EV. With the J1772 protocol, there is no way for the car to request anything. If you changed it to:

2. The EV should never DRAW MORE CURRENT than what the EVSE is offering.

Then that would be a correct statement.

ga2500ev

 

You should know that the GM dual level EVSE is a crap unit on 240volts.

 

Mine sure is. It's in the process of being replaced under warranty, but I have little confidence in the replacement when it arrives. So I have an Autel Maxicharge on order.

 

When I first started using my charger with the 120 volt adapter it would start at 12 amp and then drop down to 8 amp. In reading the manual it indicates that the car checks the voltage drop at 12 amps and if it "feels" it is to great (wire not up to that load) it drops it down to 8 amp. Note this is a function of wire capacity and distance. I double checked the car's readings by inserting a power meter at the AC plug and confirmed them. I then moved the connection to a AC outlet 10 feet closer to the wiring panel and the Bolt was happy to charge at 12 amps. The shorter wire run was enough to keep the voltage drop within parameters. So theBolt does negotiate at least when using 120. Now have a 240 line installed and will plug into it as soon as I run the battery down a bit more ( only drive 80 to 100 miles per week).
Request some of you tend to be a bit snarky in your replies - There is more than enough of that going on in politics - this is a forum for support not scoring points.

 

Shorter is safer. My NEMA 14-50 outlet is 3 ft from the breaker.

 

Some confusion on the dual voltage EVSE to be included with my expected June delivery of a '23 Bolt LT1 EV. The dual voltage charger is listed as a specific add on to this trim level, but it doesn't say the amperage.

Since your EV comes with a 120 volt charge cord that can provide 12 amps, it doesn't seem polite to charge full retail for an upgrade to the 120/240 volt 32 amp charge cord, and not get your 120 volt cord.

I bought an EUV off the lot, so no options to select, and I received the 120/240 volt charge cord.

Some others have commented that they bought an EV with the stock cord, and used their purchase reward points toward the retail purchase of the 120/240 volt charge cord.

I wouldn't be fascinated with getting the Bolt EUV white dual voltage unit.
At that price point, there are other charge cords that could be purchased.

 

Well, I had no choice. It was listed with a group of add on options, most of which I am happy to have. My car is an LT1 with enough upgrades like the dual EVSE, heated seats and steering wheel, 3 years "free" Onstar, adaptive cruise control, parking assist, and a few others... it's almost an LT2.

 

My JuiceBox (240v, 40A) allows me to indicate the amount of current I want to use. If there's a lower TOU rate for overnight, sometimes, I will pick a lower amperage to spread the load over the course of the entire night instead of a few hours after 11 pm. This is also a bit safer since I'm pushing fewer amps through my 40A-rated system.

Note your garage wiring needs to be rated at 40A so that it works (according to code) with 80% continuous of the 40A rating (which works out to be 32A).