As frank just said, yes it will. I added a 240V/15A breaker into my garage panel and wired it to a standard NEMA 5-15 outlet of the kind that the EVSE (also known as the "portable charge cord") can plug directly into. Car works perfectly with it, charges twice as fast, and nothing gets overheated. It's a dirt cheap way to double your charge rate.I don't understand if I can use the portable charge cord that came with the Bolt with a 240v/30amp outlet. Assuming I get an adapter, will it actually charge the car at the higher rate?
When you're on the road and in a pinch to find an L2 charger, serviced RV campsites can come to the rescue because they have 240V hookups. But they use a different plug style - so carrying adapters for each plug style gives you more opportunities for charging.Why two adapters; why not just one dryer plug to EVSE adapter?
I recently made the 240V adapter for the GM included EVSE as shown on the linked page above, but previously at my sisters house I just used a 120V wall socket (her dryer plug was too far away and too hard to get to). That's all, I'm just saying the included EVSE, while slow, is still very handy and useful, and making a 240V adapter makes it even more useful and versatile.Why two adapters; why not just one dryer plug to EVSE adapter?
Or are you saying you purchased the CarCharging.US adapter and then had to adapt that to YOUR dryer outlet?
Your use of the word "make" confuses me.
Sync it to your car WIFI if you have it?If I had it to do over, I would have gotten the Tesla UMC, instead of the JuiceBox Pro. We don't get reliable internet to our garage, which makes its main features useless. And the Tesla unit would have been much smaller, and lighter to carry along.
Ok, but Tesla UMC requires conversion to the J1772? And a converted Tesla UMC sells for like $900?If I had it to do over, I would have gotten the Tesla UMC, instead of the JuiceBox Pro. We don't get reliable internet to our garage, which makes its main features useless. And the Tesla unit would have been much smaller, and lighter to carry along.
You use a stock UMC unmodified and buy the $272 jdapter - the jdapter is useful buy itself since you can use it with any Tesla charger nationwide, and the UMC is an excellent portable L1/L2 40 amp charger with a high degree of adapter choices for various charging scenarios.Ok, but Tesla UMC requires conversion to the J1772? And a converted Tesla UMC sells for like $900?
if you need to set the amperage on the Tesla UMC you do that by switching the NEMA plug-adapter on the end of it - the Tesla UMC adapts the AMP it reports to the car based on what type of plug adapter is currently on the end - admittedly this isn't as "direct" as the software method via Wifi with the juice box but it works and works well. ProfessorBolta is correct that Tesla allows "in car" AMP adjustments for L2 charging so in some cases with an L2 charger you just do it via the Tesla charging software - a nice feature of the Tesla charging software is that it remembers these settings based on GPS co-oridinates - so that next time you car is in that location and charging it remembers your schedule/AMP settings so you don't have to keep setting that over and over again.And of course limiting the amperage is critical. Some of my adapters are only for lines rated at < 30A which you can set with the JB, I believe with the Tesla UMC that has to be done in the car (which the Bolt doesn't support)
I don't have WIFI in the car. That is only on if you pay for OnStar. And I do a partial charge by looking when it says it will finish, on the dash, and unplug it early. Easy Peasy.Sync it to your car WIFI if you have it?
What's really useful with the JuiceBox is the ability to (among many other features) set the charge limit. For example I keep it between 30%-70%
20 amp @ 120 or 20 amp @ 240?I personally would rather Chevy not give me their stock L1 at all and take $500 off the price.
I can get 16A dual voltage EVSEs for $200 on FleaBay. And think MOST garage outlets are 20A nowadays anyways, for when I go to grandmas house.
Remember, Chevy is keeping it under $37,495 so that after the $7,500 federal tax credit they can market it at $29,995!Chevy is doing a dis-service to it's EV customers by not including/offering a well thought out solution for mobile L2 charging.
So many of the plugged 32 amp Level 2 EVSE are small & light (even my Siemens VersiCharge @ 16 lbs) that I feel 24 range miles per charging hour is so much better than 12, and worth the cost.As for me, the 120v/240v 16 amp AV TurboCord (with adapters) was my best option.
I'm just saying that the long-standing code for garage 120V outlets is 20A circuit with GFCI.20 amp @ 120 or 20 amp @ 240?
if it's 20 amps at 120 the bolt won't pull more than 12 amps on 120 volt circuit...
if it's 20 amps @ 240 the included L1/L2 Charger with the Bolt will pull 12 amps - but pull more with other L2 EVSE'S