Video: 2014 Cadillac ELR 240V Charging Station Install


“Upgrade to a 240-Volt charging station to experience faster and more consistent Cadillac ELR battery charging. Review each phase of the simple and straightforward installation process using the website as your guide.”

ELR Powered by Bosch

ELR Powered by Bosch

Says Cadillac’s YouTube channel.

What you’ll see here is the ELR’s 240-volt home charging station.  It’s nothing special really, but for those who’d like to gain more knowledge on the ELR’s charger, this video is for you.

Of note is that the 240-volt ELR charger is actually a re-branded Bosch Power Xpress unit.  Specs for this particular Bosch unit are as follows:

Bosch Power Xpress Specs

Bosch Power Xpress Specs

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15 Comments on "Video: 2014 Cadillac ELR 240V Charging Station Install"

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Interesting that this EVSE is rated up to 32A. The ELR only charges at 3.3kW (~15A), right? Is this to “future-proof” owners’ homes? Or is the actual delivered EVSE actually only 15-16A?

I wondered the same thing but then remembered that my Nissan branded Aerovironment unit is also rated at 32 amps even though my 2011 Leaf couldn’t make use of more than 16 amps. But now that we upgraded to a 2013 Leaf, I’m glad we have the higher power EVSE.

On the flip side, I do like the thinner cable on the included L1 units which makes them easier to handle, especially on cold days when the cable is stiff. So there would be some advantage to a lower amp unit.

Interestingly enough, one the of big advantages of a PHEV with a 40-ish mile range is that you really don’t need a 240V station unless you absolutely want one. Interesting how Cadillac is pushing this to their customers.

The 240 charger is great. I head out on weekends go to the store, come home, charge up, go out again, come home charge up, go out again. Some days I might drive 80 or 90 miles on multiple trips and do it all on electric power because I am able to top up in an hour or so. With the 110 charger I would surely run out of battery and be sipping some fuel.

Well David, it is an interesting fact that in the US, more ‘electric miles’ are driven by Volt owners than Leaf owners. Possibly due to the fact Volt owners freely run their batteries down to Zero since they know they can’t get stranded. Leaf owners can’t discharge their batteries fully every trip since there’s no guarantee they’re going to make it back to a docking station in time.

So, the first 1000 vehicles get the added sweetener with the ELR of a free, professionally installed docking station as mentioned above. This of course will encourage more ‘spur of the moment’ gasoline free trips, since the car charges back up relatively quickly.

I’m not sure i’d categorize it as “pushing it on customers”. If you want to decline the $3000 freebee, they’ll let you. No one is forced to take it, and as Volt owners have proven, the majority of Volt owners/leasees get along just fine on 110.

I’ll have to measure it Brian but I think the Volt is limited to 16 amps, or 3.3 kw whichever comes first. So 16 amps occurs at 206 1/4 volts. I believe the charging rate decreases if say someone only has 200 volts. With your voltec unit, obviously at 15 amps 220 volts is required for the maximum charge rate. Ditto everything for the ELR. As far as the $980 odd PowrXpress goes, if you get the plug in version they limit the current to 24 amps. 30 amps is for hardwire, or #8 attachment cord. 32 amps is as the former, but requires a #8 cord to the car, all at extra cost. ] As for the first 1000 ELR buyers (not leased), Caddy will fork over $3000 to Bosch to complete the installation. So on an ‘easy’ installation, you might as well opt for the 32 amp unit with the heavy duty cord going to the car. On a difficult installation where the total expense would normally be say, $3400 the owner can choose a 16 amp Bosch or a 15 amp coily corded Voltec as you have, to bring the total under $3000. As you say, this… Read more »

I haven’t measured my unit, but it says on it that it is limited to 15A. It’s certainly possible that it can source 16A at a lower voltage, but my understanding of the J1772 protocol is that the signalling is all based off of current and not power. This would make sense to me, since the current is what drives the thickness of the wires.

As for David’s comment on the 2011 vs. 2013 Leaf, that’s a different story. A BEV like the Leaf should have a 6+ kW charger if you ever want to charge away from home. For an EREV like the ELR / Volt, the extra expense over a 3kW charger is much harder to justify given the on-board generator. I would love to see all plug-ins standardize on 32A/240V charging, but I don’t think it’s likely for the EREVs/PHEVs.

Maybe they expect these ELR drivers to be so enamored of driving electric, that they eventually trade up to a full BEV? I’m just not sure what the thought process is…

Your unit is limited to 15 amps exactly. We proved that with my Roadster.
I have never seen an Aerovironment unit which would run at over 30 amps but I have seen a Nameplated 30 amp chargepoint charge at 32 amps. (The vast majority of them are set for 30 amps maximum).

GM and Nissan apparently were cognizant of world wide single phase standards when coming out with early EV’s. Both limit the charging current to 16 amps which is the maximum allowed on a single phase line for Switzerland and also Italy, I believe.

Unfortunately or fortunately, the defacto public charging standard is now 30 amps. So future vehicles for the US market will probably mostly have 6.6 kw chargers, with 3.3 kw only being used in the base Leaf, for instance. In the ELR’s case, there may be a battery life issue if anything faster than 3.3 kw is attempted, or they may not have tested for it, so they don’t want to chance it.

I think I misunderstood you, BIll. You were talking about the charger on the Volt? I thought you were talking about the Voltec EVSE.

Kinda talking about both. Since the charger is the limiting factor on a BIG evse, then it sets maximum current, which I believe on GM products is either 16 amps, or 3300 watts , which ever occurs first.

On a small 15 amp evse such as yours, the current is arbitrarily limited to 15 amps if 220 volts isn’t available to give the 3300 watt maximum.

15 amps limited by the car charger, not your EVSE if that part was unclear. In other words, the Voltec tells the car to set its maximum current at 15 amps. So even though the voltec cannot limit the current since there’s only a relay in the thing, it does ‘tell’ the car charger to reset whatever arbitrary limit it is set to, to 15 amps, if it happens to be lower than the charger’s default limit, which in GM products I believe to be 16 amps. As long as you’re supplying at least 220 volts, there will be no limitation of the VOLTEC since the car will charge at the full 3300 watts.

Yes, so for added convenience it makes sense so as to cover those types of situations.

I thought it was going to be a video on how to install the charger.

It WAS in the video.
You call an electrician.

The text accompanying the video shows how it is to be installed. The only ‘type’ of electricity not mentioned above that someone might run into in North America is the so called 3-phase, 3 wire ‘corner grounded’ or “Grounded ‘B’ ” Service. At first blush, you would think you couldn’t install EVSE’s on this since on this type of service, there is no grounded neutral, but merely a grounded hot wire, and there is no 120 volts to be seen. In this case, you wire the thing as per the “European” standard, since 2 of the 3 phases reference the grounded (‘earthed’) Hot wire. Now whether the thing will work on phase A to phase C where you have 240 volts to ground on each, I suspect it will work since I see no reason why it would not. There are only a very few brands of charger docking stations that actually require a 4 wire hookup, EATON being one of them if their advertising brouchure is to be believed. This would be necessary only because someone decided to use a dinky 120 volt control electronics transformer in lieu of a 200-240 volt dinky one. This may be because the… Read more »

I use the Power Xpress to charge up my Focus EV. There is an internal dial that is used to adjust the amount of current it can supply (something like: 12, 16, 24, 32, and 30). There is a cap covering the dial to select the current.
Presumably this simply adjusts the pilot signal to the car as all the circuitry in the Power Xpress can handle the highest current.