Tesla’s HPWC Gets Significant Upgrades, Cheaper Price



Tesla HPWC

Tesla HPWC

As the Tesla Model 3 reservations have taken the news by storm, and the company is reporting a Model S facelift along with opening the Model X configurator to the public, a newly upgraded, cheaper wall charger has surfaced on the Tesla Gear website.

Tesla Model S Facelift

Tesla Model S Facelift

The company made no public mention of the charger as it has obviously been very busy lately – a that trend has no chance of slowing for a long time.  Perhaps an oversight?

The new Tesla Wall Connector is a home charging station for current Model S and X customers. It boasts the same 80 amps of the prior charger, but has dropped $250 in price.

Included in the new features is “power sharing”. The technology will allow for one circuit breaker to power up to 4 wall connectors. This will aid owners of multiple Tesla vehicles. It is a key time for such an option since many of those placing reservations for the Model 3 are current Tesla owners. Also, the same is true as the Model X is beginning to hit the roadways, driven by many Tesla fans that already own a Model S.

As part of the update to the Model S, the standard on-board charger is now 48 amps, just like that of the Model X. The new Model S will charge at over 58 miles of range per hour when connected to the wall charger.  For additional ease of use, the charger will allow the user to change settings from a minimum of 15 amps to a maximum of 100 amps, and virtually anything in between.

Source: Electrek

Categories: Charging, Tesla

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54 Comments on "Tesla’s HPWC Gets Significant Upgrades, Cheaper Price"

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Make the charger so that it can act like a Powerwall. In other words, during a blackout, pull up to X kW to keep a home powered.

If it can put 80A into the car, it should easily be capable of taking 80A out of the car, and maintain home power in a blackout. Just needs the right transfer switch functionality at the breaker panel.

Love this idea.
Everyone keeps saying that renewable energy won’t work because we don’t have warehouses full of batteries to store power for when the sun isn’t shining and the wind isn’t blowing.

We won’t need warehouses full of batteries if enough cars are plugged in to V2G systems…

Eliminating a centralized grid also has the advantage of being nearly impossible to attack and take down.

It’s the future!

The future is EV owners prematurely wearing out their EVs’ batteries to benefit the local electric utility?

No, it’s not. If the utility wants battery backup, let them buy their own.

However if you could pull power out of your car for your own house during a power outage…?

Maybe you would want to leave your utility. With this option and a PV system you could power your home, rainy days may entail driving to a local supercharger to bring some extra power home.

Agreed, I do would not want to degrade my battery life.

However, It would be a huge benefit to have this option in case of a power outage.

I mentioned this a while ago and thought it would be a great idea if you could use it to power either the car or home in conjunction with Powerwall packs ? More V2H than V2G set up.

Not sure if you need two different inverters though ?

What you’re talking about is not even remotely possible with the existing hardware. The HPWC is just telling the car how much AC power is available and switching it on. Taking power out of the battery involves a whole lot more hardware. First you have to tell the car to connect directly to the battery like a SuperCharger does instead of connecting to the on-board charger. Second you have to have a power inverter capable of the 80A you’re talking about. That’s 19kW of power. You would need something equivalent of 3 Outback Radians to do that, which would cost about $14,000. Then you have to install the transfer switch you mentioned. That’s a $25,000 project. This story is about a $500 EVSE.

…and you need inverters that are designed for the battery pack voltage of an EV, which are not at all common.


I would say a fair amount of EV owners are probably PV owners too. I think this is an Excellent option that should be developed in the programming EVs are just giant powerwall batteries.

Utilities will HATE this; but would really address the duckbill issues of 6-9pm power demands if you allow the EV cars to discharge a little bit.

But that would essentially kill the powerwall need for EV owners….so don’t look at Elon to push this little bitty

I’m a PV system owner and I have no centralized inverter. Seems that is how some of the newer systems are going more and more these days as well.

Not to mention if you are connected to the grid most systems aren’t built in a way that lets you power your house from the PV panels or a car battery in the event the grid is down. They’re afraid you’ll put juice back in to the grid and fry a worker or something.

Never mind the fact that I don’t want my battery to degrade just so that I can help out the grid. It’s one thing if you’re leasing a whole different thing though if you buy.

In the event of a power outage I’ve got my Honda generator to keep everything going and a tank of gas to keep it going. 😀

I want to be a nanogrid. My home has PV and generates more than I need. I have a Model S, reserved a Model 3 plan to get a PowerWall. If the Model 3 had V2G it could help manage excess generate and high nighttime demands. The V2G does not need to do 80 amps but I would like it to do something.

Additionally I would like to work with my local utility to share electricity when they need it and consume it when it’s cheap. The idea of a nanogird is to have the ability to manage your own load. I hope to do this as cost effectively and efficiently as I can. V2G would help.

You could always hook up a small inverter to the 12V battery.

I’ll use the 12V battery on Manoj Bhargava’s ‘Free Electric’ hybrid bike. Need more power for the house. 🙂

I’m not sure how much a Tesla can put out, but there are Volt kits to provide 1 to 1.5kW from the 12V system.

That’s enough to run a couple things.

Yeah but Mike, you’re being realistic about this – I usually say ‘confusing the issue with the truth’ but then the other guy who has too much starch in his shirt collar thinks I’m saying he’s confused when I’m just making a joke.

This is gonna be good. I was trying to have a little bit of fun with this. Like “regeneration is only charging when connected to external power” – hence the 100,000 foot extension cord joke.

The AC Propulsion Reductive Charging had this, the inverter is already in the car, and the motor windings were used in a very clever way to skip needing an onboard charger.

In addition to the other points made, two more: First, Tesla offers a very generous battery warranty. As we know, batteries have a limited number of times they can be cycled, especially deep cycled, so Tesla’s warranty risk would go up substantially if the vehicle battery could also be used to power a home. Second, when this topic comes up people often express concern that it would incentivize people to use “free” power from Superchargers to power their homes. I think this point is overblown since it only makes economic sense if you value your time at roughly nil, but it’s true that people can be pretty darn irrational when it comes to pinching pennies, so maybe?

Tesla doesn’t offer any battery capacity warranty on Model S last time I have checked. Zero. Nil. They explicitly state that they don’t warrant it. They warrant that battery will be functional for # miles or years, but not capacity, it may go down to anything. So far their batteries didn’t have capacity loss issue, but it is your own risk.

“…If it can put 80A into the car, it should easily be capable of taking 80A out of the car, and maintain home power in a blackout…”

1). What should be capable of taking 80 amps out of the car? The wallbox the article talks about here?

2). Please describe the characteristics of the 80 amps to be pulled from the car and precisely where it is coming from.

At first Blush this sounds like Tony Williams’ 100,000 foot extension cord, but I’m all ears.

***At first Blush this sounds like Tony Williams’ 100,000 foot extension cord, but I’m all ears.***

I am confident that I am not the only one who’s confused by this statement. What exactly are you referring to?

That was my reply to your reply to me of “Regeneration is only charging when connected to an External Power Source”.

Still super confused.

I know a joke isn’t funny after you explain it. Could you elucidate anyway?

It sounds like it was intended to be a “joke” of some statement… usually, a joke needs context, but this one has nothing.

Moving on…

Certainly… I usually use humor to illustrate an untenable (that is, indefensible) position or statement. People otherwise like to get into shouting matches, so a bit of education is in order, hopefully the person making the statement educates himself, with a bit of humor from me. Let’s take a Tony Williams quote from the Nissan – Chademo article: “I really can’t believe you made this assertion. Nobody is claiming that regeneration is even a factor (except you). Regeneration through the motor / generator is only a “charger” if it is connected to external power.” That last sentence is absolute nonsense. Even Pushi, who hasn’t even seen an EV let alone buy one, realizes that driving down a long hill or being towed by another vehicle, will recharge the battery, as people have done in Volts, (getting more bars on the dashboard display while doing so), and the Leaf driver who fast charged his battery by being pulled by a Titan truck. So, Mr. Williams, apparently doesn’t realize that a “charger” is required during deceleration – unless you plan on discarding the kinetic energy as heat – but then you’d need a heater (resistor bank) to actually discard the energy. I… Read more »

err. Not reversible or irreversible, but not both.

Like mentioned before – it won’t happen due to battery warranty and complexity (price) of the setup for the common (esp. US) household.

Now if we were talking about DC powered off-grid homes it would be much more feasible but how many houses that are running on DC have you seen? I mean those that use AC only occasionally?

Damn . . . 80 amps & 48 amps . . . utilities are probably going to start charging residences demand charges.

Can an owner tell a Tesla (or the charger) how fast to charge the car? That would be a useful feature.

Yes apparently. From the article: “the charger will allow the user to change settings from a minimum of 15 amps to a maximum of 100 amps”

You can specify anything between 5 amps and the max power your on-board charger(s) can handle using the charging menu on the main screen in the car. This limit is location specific (via GPS) and is only applied when charging at this location. This won’t override a lower current limit communicated to the car by the EVSE.

Being able to adjust the current the car draws is an extremely handy feature if you have a twitchy circuit breaker that trips a little before it is supposed to.
Or if you’ve made a homebrew adapter to connect a 50 amp RV extension cord to 30 amp dryer outlet . . .

Damn. Tesla really is the only company that does EVs right.

A small point but now only the old Tesla S’s will be able to take 80 amps. Both the new S’s and X only have 48 or 72 amp charger choices, although old 40 amp S’s apparently still can be modified with the 80 amp option in the field.

If Tesla is selling a current limiting 80 amp EVSE for $500 that is a FANTASTIC price and I can’t capitalize that enough.

All the other wallbox manufacturers now are going to have to lower their prices…

Eat your heart out Leviton and Aerovironment. hehe.

I don’t know if it is current limiting (is that what the breaker is for?) But it is 80 amps for $500. Yeah, that is a bargain. But you have to own a Tesla to use it so the other makers won’t drop their prices.

The Tesla website has the pdf for the HPWC manual.

Haven’t read the manual, but the only way it could work is using the car to limit the current, since the only power control device in the wallboxes are on/off contactors. Example: Suppose you ‘program’ the 3 wall boxes for 3 Teslas on the same circuit that they can only use 48 amps total. Lets assume you have 2 old model S’s and one new model X with the standard chargers 40 amps for #1, 40 amps for #2, 48 amps for #3. If you happened to plug all 3 in, they’d initially each be ‘told’ by their respective wall box to draw 16 amps so that the total would never exceed 48. As the cars were driven off, or became fully charged, the remaining cars would be ‘told’ to increase their currents so that the remaining total would still be 48. Lets say the two model S’s finished first, or were driven off – then the wall box for the “X” would tell the car to increase to 48. So, the evse’s aren’t really current limiting since there is no facility to do that in them, but since the cars ‘cooperate’, the end effect is that the car and… Read more »

I also find it VERY interesting that Tesla chargers can run on 291 volts (277 + 5%).

Interestingly, the HPWC will run on this also PROVIDED A TESLA VEHICLE IS PLUGGED IN (!!!). Non-Teslas are limited to 250 volts.

This is great for installation commercially since it greatly improves efficiency and lowers installation cost.

I want to get one and swap in a J1772 plug.

Tony said that Quick Charge Power will offer that ASAP.

Yes we will.

We can start modifying them as soon as somebody gets one.

J1772 plug on new Tesla HPWC.

Lower price not cheaper price.

Newer Model S cars charge faster than single charger older Model S, but slower than older Model S with dual chargers.

Old cars could charge at 58 mph, but newer ones max out at 52 mph. Probably only significant to people who won’t be subject to demand usage charges.

At $500 for 80 Amps, no other EVSE even comes close. Kudos to Tesla.

Well, to be fair, no other car can take 80A AC. So there’s not much incentive to provide it in an EVSE.

Other than that, $500 is kind of the going price for an EVSE these days.

I guess that’s why they offered current Tesla owners priority in Model 3 reservations.
That way they know or can gauge if it was really important to be able to charge more than one car.

Looks like they deemed it important enough.

All EVSE are overpriced.

There aren’t much cost in difference between a 80A to a 20 A version except for the thickness of copper wire and the rating of the solenoid.

Those won’t cost more than $100 in amperage difference. So, all EVSE are overpriced, even the Tesla version!

They should cost less than $300 regardless of version.

Well, the cord connector end gets pricey at the current goes up, so $500 is an excellent value – especially since multiple cars can now charge in harmony with the home’s limited facilities.

And that 80 amp EV cord ain’t cheap per foot either.

But point taken that $1000 for a 16 amp charging docking station with a few blinking lights was always a bit high priced, and some makes, like the 30 amp (on the) Blink models either didn’t work or caught fire – as what happened to the plugincars.com editor.

I think they “fixed” my Blink and now it charges at a max of 5.4 kW (RAV4 EV issue as I recall). I now just use a NEMA 14-50 on the X.

Since it was my car that was the RAV4 EV that burnt the inlet with a Blink L2 with REMA brand plug,



Juicebox works great and fine. No issues.

@D – you must use microinverters. OLD systems had central inverters along strings. New style again are central inverters with power optimizers — old with a new twist.

Powerwall is a simplified V2G –one without wheels. These are the same batteries that will deep power cycle on your Tesla. So the technology is already developed with Solaredge leveraging their autotransformer to step up the battery to household use during the shoulder period from the battery bank.

The only issue that remains would be to access one’s EV battery to allow discharge. I’m hopeful a hack would come available once the Storedge becomes more readily available.

If I had 100miles left in the EV–say that’s 25kwH — that’s nearly 3 Powerwall equivalents that can be leveraged for shoulder 6-9pm usage. Then recharge back in the evening — leveling the grid and getting rid of the duckbill issue without even requiring a powerwall at all.

Immmmm 8.5′ cable! Not a chance! Most people’s electrical panels are in the front of their garage. Most people will put a NEMA outlet near their panel. Most people will pull their tesla into their garage with the front of the car facing their panel (not back in). Tesla has the plug in the back of the car. 8.5′ won’t reach the back of the car!

It’d work great for me, clearly not for everyone. I for one can’t speak for “most people”. (FWIW the panel in my garage is on a side wall, though not the side wall with the NEMA on it.)

ISTR they offer different length cables, presumably at extra cost.

$500? Damn, that’s cheap for an 80 amp EVSE! And you can daisy chain 4 of them using a single breaker.

I bet they just give them out for free to hotels willing to install them as destination chargers.

“I bet they just give them out for free to hotels willing to install them as destination chargers.”

I’m pretty sure that’s how the destination charging program already worked, so, yeah.

$550 for a long cable.