AeroVironment EVSE-RS Become Official Home Charging Station For Chevrolet Bolt EV


DEC 6 2016 BY MARK KANE 55

2017 Chevrolet Bolt EV and Aerovironment become partners

2017 Chevrolet Bolt EV and AeroVironment become charging partners

AeroVironment’s EVSE-RS home charging station become primary choice for another electric car.

This time General Motors selected EVSE-RS as official home charging station for the 2017 Chevrolet Bolt EV, and this is what dealers will recommend you to buy.

AeroVironment EVSE-RS

AeroVironment EVSE-RS

The 32A version should fully utilize the 7.2 kW on-board charger.

“As an official accessory, AeroVironment’s 32A (a slight boost up from the 30A models in the rest of the EVSE-RS range) charging station will be labeled with its own GM part number and will be available through Chevrolet dealerships.”GreenCarCongress

Full press release from AV:

General Motors Selects AeroVironment EVSE-RS as Official Home

Charging Station for 2017 Chevrolet Bolt EV

  • AeroVironment’s 32-Amp EVSE-RS charges up to 5 times faster than standard cordsets
  • Provides safe, smooth, dependable charge – indoor or outdoor
  • Builds on General Motors and AeroVironment’s pioneering EV innovation
Chevy Bolt Charging

Chevy Bolt Charging

MONROVIA, Calif., Dec. 6, 2016 – General Motors Company (NYSE:GM) has named AeroVironment, Inc.’s (NASDAQ: AVAV) EVSE-RS as the official charging station accessory for its all-new, all-electric 2017 Chevrolet Bolt EV.

Making its debut in California and Oregon late this year, the highly anticipated, all-electric Chevrolet Bolt EV features an EPA estimated range of 238 miles per charge. With a starting MSRP of $37,495, before available tax incentives, the Bolt EV offers double the range of existing EVs in the same price range.

“We selected AeroVironment due to their strong brand recognition, reputation for reliability, and decades of leadership in supporting EVs,” said Darin Gesse, Bolt EV Product Manager. “In addition, their EVSE-RS provides proven performance, making AeroVironment a great partner for Chevrolet.”

Chevrolet Bolt equipped with strong 7.2 kW L2 charging abilities, as well as 80 kW DC fast charging (Combo)

Chevrolet Bolt equipped with strong 7.2 kW L2 charging abilities, as well as 80 kW DC fast charging (Combo)

As an official accessory, AeroVironment’s EVSE-RS charging station will be labeled with its own GM part number and will be available through Chevrolet dealerships. The level 2 EVSE-RS can charge up to five times faster than standard cordsets and is easy to use, elegantly designed for indoor or outdoor operation and equipped with advanced safety features. It is rigorously tested beyond UL requirements to meet strict internal and external quality standards ensuring world class safety and reliability.

“Our broad array of EV charging solutions is helping to make EV ownership more efficient and practical, by offering convenient residential and workplace options for drivers who are looking to charge their EVs faster and more affordably. GM’s selection of our EVSE-RS is a strong validation of our approach,” said Ken Karklin, Vice President and General Manager, Efficient Energy Systems for AeroVironment. “We worked alongside GM to usher in the age of the modern EV and we collaborate once more to deliver range, reliability and certainty to a new generation of EV drivers with the launch of the game-changing Chevrolet Bolt EV.”

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55 Comments on "AeroVironment EVSE-RS Become Official Home Charging Station For Chevrolet Bolt EV"

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Somebody at GM must love Aerovironment, and rightly so. First EV1, now EVSE. I wonder if they’ll give rebate to get AV EVSE like they did for Bosche EVSE with SparkEV.

On that same note, GM must NOT have liked the Bosch units that much….otherwise they probably would have stuck with them for the Bolt.

Well then, love is still in the air as it shows a Bosch EVSE on the bottom photo.

What Bosche? LOL. I just noticed IEV swapped out earlier photo with Bosche.

I hope it comes with the same L1 unit that the Volt does.. I’ve been using mine unmodified on 240V for months now with no problems!

Could you explain that please. I’ve not heard of this before.

You can send it in to a 3rd party and they modify it so that you can charge on 240v.

EVSEupgrade will modify the 120 charge cord that comes with the Bolt to work as 120 or 240 . They also have other cord ends you just connect so it can charge from a Dryer or Stove outlet along with many others.

You can even share the dryer outlet in or near the garage and save paying for a dedicated circuit or maybe a main power box upgrade on your home. There are lots of choices.

The EVSE that comes with the 2nd gen Volt is dual-voltage capable. All you need is an adapter so that the cable will fit into a 240V socket. Or if you don’t mind breaking a few electrical codes, you could do what I did and run your own dedicated line from the breaker box to a regular Nema 15 outlet but make it 240V. It will still only pull 12 amps, but it is still way faster than level-1, and the cost is minimal.

That’s so wrong. That outlet wasn’t designed for the extra heat generated by 240/12A passing through it. Please at least tell me it is well ventilated, and you didn’t use the backstabs…

Sorry Nix, 12 amps at 240V makes no more heat than 12 amps at 120V. What he’s done is still a bad idea though, especially when it’d be so easy to replace that NEMA 5-15 with a 240V 15A NEMA 6-15 outlet and a matching plug or adaptor. Don’t want somebody to blow up a 120V appliance or shock themselves by feeding it 240V.

Yes, it is definitely wrong for safety and code reasons, as he admits. Plugging a 120V device into it would be so bad, but I think he is willing to live with that risk. But I’m not so sure about the heat being the same, Jay. For 120 one leg is hot, and would generate X units of heat from resistance in the outlet. The other leg is neutral and would not generate heat. With 240, both legs are hot, and both legs would generate X units of heat from resistance in the outlet. My math puts that at 2X heat generation vs. 1X for 120. But I might be missing something? This goes to the backstab comment I made, because it used to be OK under code to have 120/20A outlets use backstabs, but they found that backstabs generated too much heat vs. screws for 20A, and they banned them. If he is now generating heat on both legs instead of just one leg, at least not using the backstabs would lessen the heat. But yes, to your point, we are speculating on the impact on using an outlet for a use it was never intended, so it is… Read more »

Heat generated across a contact is proportional to the current squared times the contact resistance. It has nothing to do with Voltage.

Note I’m a design engineer for hard wired and cord connected heating appliances.

Also of note the EVSE for the Gen II Volt uses an auto switching power supply and a two pole relay to send power to the car so the electronics were designed for either 120V or 208 – 240V operation. So a simple adaptor cord does work. However this setup will only be safe on a 15 or 20A circuit. If a larger breaker is used then additional protection like 15A slow blow fuses would be needed on both live cables for proper over current protection.

The neutral carries the same current as the hot line. That’s why they call it a circuit. Please let a qualified electrician do your work and stop trying to prove you are smart. You’re not, and you are giving out dangerous advice.

Hehe, such Candor!! But Scott what you said I can’t disagree with. Seriously if you want to make the home handyman conversion of the charging cord somewhat legal, you could cut the attachment cord off half way, and also purchase a 240 volt AWG #14 Nema 6-15 Plug pigtail, then convert the dedicated circuit properly with a Nema 6-15 R recepticle and if 14/2 romex was used initially in wiring it up, place it on a 15 amp double pole breaker ( or 15 amp fuses – if that is what the homeowner used). You’d then use these 2 cords to go to an inline plastic switchbox just before the ‘charging cord’ with a double-pole/double throw switch in the plastic box to switch between the 120 volt plug, and the 240 volt plug. If you wanted to use the cord on 120 you’d switch it to 120, and the 240 volt plug would be isolated so its safe to touch. Flipping it to 240 would isolate the 120 volt plug, making it safe to touch, and then you’d plug your 240 volt pigtail into the LEGAL 240 volt 6-15r Or 6-20R recepticle. You should be able to do the whole… Read more »

If the 120 volt recepticle you plan on using is protected by a Ground Fault Circuit Interrupter (GFCI), you might have to put a little rubber booty on the ground pin of the 240 volt plug when you are not using it so that it doesn’t accidentally touch something metal and cause a nuisance trip. There is no danger, its just an annoyance.

Just to beat this nail into the ground:

– The neutral is white, the hot black (it comes from when Edison thought black signified death).

– Neutrals SHOULD be zero volts to ground (the metal enclosure). If it differs significantly from zero, you have issues.

– Neutrals carry current. Grounds do not.

– NEUTRALS CAN KILL YOU. Yes, you can touch a neutral and nothing will happen. That is meaningless. Current kills, not voltage. If you don’t understand that, stay away from electricity.

I’m not in the US, but I don’t get it either. It doesn’t seem like the NEMA 6-15 socket/plug are that expensive,

and once you’re doing any wiring, it’s not more work.

You never know when someone who isn’t aware of the modification will plug a 120V device in.

Yeah, if the Chevy Volt 2016 and newer ‘charging cord’ works flawlessly on 240 volts, then the most straightforward thing to do is to just cut off the molded Nema 5-15 Plug and replace it with a Nema 6-15 Plug (if you never plan on using it on 120 again). Then just plug into a standard Nema 6-15R or Nema 6-20R recepticle.

If the house is inspected when trying to be sold, there will be absolutely nothing wrong with an ‘air conditioner’ outlet installed in the garage.

Thanks for mentioning that about the ’17 Volt! Didn’t know the EVSE was voltage flexible. Another thing to appreciate about the Volt.
I Look forward to driving both V/Bolt in the future.

The unit in the manual looks more like the Panasonic charger from the LEAF. It also can be converted.

yea, just take the 120 lightning arrester out and put a 240 one in and it will work with 240

Yes, the Bolt EV uses the same L1 EVSE that the 2016-17 Volt uses.

What David said is true. I had heard that the 2nd gen Volt OEM charger was 120/240v compatible with no modifications, so I wired up a NEMA 5-15 with a hot leg on each screw, plugged in the charger. The charger light turned green, then I plugged in the car and it started charging at 240 volts/2800 watts.

I’ve been charging this way for months without issue. No extra heat from the plug. It might not be to code, but it works just fine. Just don’t plug in anything else to the outlet.

I’m pretty sure the L1 EVSE that came with my 2011 Volt is no good for 240V. At least I think that’s what the people said about it. Not only that, but it refuses to charge my 2013 Ford Focus Electric, which is weird.

Get a 2013 version. It should work.
I can’t remember why though…

2013 Volt EVSE needs some modification to make it work as the on board electronics are designed for 120V only. Though it can be done with some wiring and soldering.

That press release is dated December 7th. Does inside evs have a way to see into the future? Awesome

Obviously the IEV guys have seen the movie “Arrival”, and can now see into the future. 🙂

They must have picked up an advance review copy of Professor Banks’ book on understanding the heptapods’ written language and are now viewing time cyclically.

Only explanation.

Hehe, it was via AV.

The announcement was under embargo “UNTIL TUESDAY, DEC. 6, 2016, 1:45 a.m. (PST)” (meaning we had access to the news in advance, ~week or so), so it was likely written a few weeks ago without knowing the specific timing.

Just because it is AV’s release statement verbatim, we aren’t keen to alter it from its original form.

There is some implication that the Bolt will charge at 7.7 kW.
1) Bumping the AV unit from 30 to 32 amps
2) From the owners manual: “When using a 240-volt charging station, it will take approximately 9.5 hours to charge the vehicle with the 32 amp setting…”
32 A @ 240 V = 7.7 kW

Nobody is implying nothing, if what GM FORMERLY said is also accurate. I have heard nothing to indicate the Bolt’s charger (either in NA or Europe with the AMpera-e version) are any larger than 7200 watts.

Apparently, they need at least 225 volts to develop full power. I’m also assuming at 240 volts the charger(S) will run at 30 amps or 2×15, respectively.

A friend just bought a Leaf and it came with the L2 charger, while I just ordered a Clipper Creek for my Volt. Seeing as how L1 is basically useless on a Bolt, you would think GM would bundle this needed accessory.

This seems like just another example of GM not really being all that enthusiastic aboit spellings EVs

L1 is not useless on Bolt. If you’re driving less than 50 miles a day on average, L1 is plenty. This is especially so since Bolt can get by with lower range after long weekend trips and fill gradually over the week days when you’re only commuting.

I’ve experimented with only using L1 with SparkEV for few weeks, and the most annoying thing is that it charges to 100% early in the morning while I’m still sleeping; I try to avoid charging to 100%. Since Bolt can stop charge at 90%, Bolt won’t have this issue with L1.

Charging on AC L1 wastes power.
If an AC L1 takes 8hrs, that’s 8hrs of ~8-11% (depending on if your plugged into an extension cord) loss.

If you charge on an AC L2 for less than half of that 8hrs then you have much less loss.

That “much less loss” comes to around 5% or less. You can’t recoup L2 EVSE cost with 5% savings on electricity. If you can get away with L1 and DCFC, that will be cheaper than buying L2 EVSE.

In my area, DCFC charging can be easily $10 or more for 30 minutes as a guest user. NRG eVgo has a number of plans, but at least 2 of them seem to pencil out to be around $10 for a 30 minute charge, plus monthly fees. The cheapest plan has a monthly fee of $14.95, but you get a 30 minute charge for only $3. I still think it’s cheaper in the long run to buy an 30A EVSE for home use. Use (waste) less energy, which is the whole point of driving an EV, right?

IIRC, the Fed Tax Credit for home EVSE/chargers expires at the end of this year. So if anyone’s planning to get one, get it installed by 12/31/16.

To all potential buyers, consider buying an EVSE now because the tax rebate expires the end of this year.

Anyone know how much this EVSE will cost for the Bolt?
I’d look around for third party.

I just saw your post after posting the same directly above this comment. Sometimes it pays to scroll down and read before posting. LOL! 😀

The Aerovironment EVSE-RS is a solid unit. The bigger win for customers would be to include a TurboCord Dual with the car instead of including a 120V-only cord with the car, then requiring additional purchase of a 240V EVSE. Sure, the TurboCord is only 3.8kW @ 240V, but that is 2.6X faster than a 120V 12A convenience charging cord.

I had hoped GM went with Clipper Creek. I have always liked Clipper Creek.

It is locally made (California!)

Just read the article and all the comments looking for the price. Did I miss it?

No you didn’t miss it. We asked on the price GM will be charging as an accessory and as of yet have not heard back. As a point of reference, the RS-30A starts from $599 on AV’s website no Bolt EV-specific (RS-3sA) listing yet.

OK Thx Jay

Looks like they’re finally hitting the road and the rails. 🙂

Well I didn’t pay full price for mine… but the AV RS30 is what I have used at home for last 3 years. Worked flawlessly. We have a gas dryer and so did not need the 30Amp 240 socket in laundry room next so we disconnected it… My electrician said upgrading the circuit to 40A wasn’t a problem… 50k electric miles.

Please consider installing a 40A EVSE instead of a 32A EVSE. The incremental cost is relatively small. Think of your future uses. Also, think about installing conduit and needing to charge for 2 EV’s at some point, so that expansion is easier and cheaper.

Great advice tech,

just go with wiring for a 50 amp breaker. That’s a constant 10 kw. That’s what you need for the Tesla charge cord.

My 30amp AV charger said to install with 40 amp wiring even though the unit was clearly 30 amp. I complied, and I notice the feed to it gets noticeably warm when charging.

I ditto that it is a good idea.

Aerovironment is the charger that BMW and Nissan support. The I 3 and the Leaf have had no issues with Aerovironment quality.

IMO, AV is better than Bosch.

Still think Clipper Creek is the best of the bunch though.

“AV is better than BOSCH”

Not in my experience at all with my Roadster. My Roadster would crap out on more than have the AV’s I tried it with, and the newer ones were in general much worse than the older ones.

I called Tesla, and asked to find a tech who is familiar with the issue, and this tech said the ‘regulated’ 5 volts from the AV wallbox is unstable and the roadster will fail it.

I’ve never had the slightest issue with any of those “chinese bosch” units, but I have only checked out the 16 and 30 amp units. I can’t speak for the brand new PowerMax2 40 amp unit.

Part number for the official AV L2 unit is 19355504 fwiw.