CCIE said: I'm fairly certain I saw somewhere that the wire size from the Bolt's CCS inlet precluded anything over 60 kw. I'll have to see if I can dig up the reference. Click to expand...

CCIE said: I don't understand why they would deliberately put 80KW in the owner's manual unless the car could use it. The rating of the station shouldn't be relevant since the car can negotiate down.



At this point, it seems like the 80KW may have just been a typo. Click to expand...

I'm fairly certain that GM used a standard CCS1 plug for the Bolt EV, which I believe is rated for up to 200 A of current. The Bolt EV's charge rate is almost certainly a software restriction. I recall a GM representative stating that the Bolt EV would charge at 50 kW at a minimum, but they still needed to decide how far they were going to push it.There are two plausible theories about what was meant by 80 kW. First, it was referring to a 500 V DCFC at 160 A. This jives with what was tracked at the Vestby. Second, it was 200 A @ 400 V. This seems less likely because most stations won't be set up for 400 V.Now, depending on how they were tracking this recharge, I see a couple of possibilities. The first is that the charge rate they were tracking was on the tower (total power being delivered by the charger). The Bolt EV's battery is limited to charging at 150 A, and the additional draw was the battery conditioning. This makes sense to me because I've personally tracked the Bolt EV drawing as much as 7 kW in addition to the energy being fed into the battery. The second is that they were tracking it from the Bolt EV's display. In that case, the Bolt EV's max charge current is closer to 160 A, and it will draw even more power on top of that to condition the battery and run climate control. And it will reach a max charge rate of ~60 kW and recharge from <5% to 80% in exactly one hour.Also, I'm surprised he didn't know that it was going to drop off after ~55% to 100 A. We've at least verified that section of the charge curve.