I'm not aware of any EVSE which does get hot or require cooling - There's nothing in there but a tiny power supply and a couple big relays. What does get hot is the charger, which is located in the car and even the tiny 3 Kw one in my Mitsubishi requires liquid cooling with a pump, a radiator and a fan. Those are the really, really expensive parts of EV charging and when something there fails, you'd better hope it's still under warranty. Running the car charger at max when you don't need to just seems like a really foolish thing to be doing
Great points... Any knowledge about overall charging efficiency at different rates, as far as electrical consumption? There will be conversion losses of course, which to my understanding are greater at L1 than L2, but probably pretty similar at different L2 Amperages? I think the bigger concern would be in battery management, cabin preheating, etc. at least in the cold. How much extra energy is being used for BMS to charge low and slow compared to faster?
I'm also interested in the relative value of warming up the battery shortly before departure with scheduled charging - This would seem to favor charging at a higher rate for shorter time just before departure. It would also be marginally better for battery health to depart on a warmer battery. Its better for my mental health to depart with a warm butt and hands
I agree that lower level charging will be best for the charging equipment, and that those components are not cheap. Just curious about the overall balance - I'd argue that its rarely worth charging at 48A in the ID.4 unless you have a particular use reason to do so. I'd also assume that you're paying some costs by charging as low as 16A.
I'm currently charging L1, as my new garage isn't built yet. I'll have a 60A capable circuit, wired up to 50A outlet and breaker, for my 40A Juice Booster 2 EVSE - at least at first. That will allow use of a higher power welder, etc on that outlet if I so choose, and ability to upgrade to a hardwired 48A with just a breaker swap. Anyway, I'm currently charging 12A 120V, which is painfully slow and often doesn't cover my daily driving, so have to charge between trips at times too (I'm in and out a lot). I'm just really interested in how to best balance all the factors - battery/charging equipment etc health during charging and subsequent driving, cost of electricity, overall efficiency of charging (sep from cost, more for environmental reasons), and of course convenience - but at this level they're all pretty convenient. Down the road I'll likely install a hardwired unit and use the Booster only for travel/emergency. I can take it to the lake house and charge there off a welder outlet in the garage, or use the 120v attachment for L1 charging, since my 2023 didn't come with a L1.