[atc98092]

If your Chargepoint is set to 40A, you need to increase it. Can you make it 48A? Then when you set your EV screen to Maximum you should see your 11kW rate (46A). You will then be getting close to your breaker rating (50A). Just monitor the temperature of that breaker and stop charging if it gets too hot.
-Barry

Barry, bad advice. The national electrical code requires that constant loads, such as an EVSE, cannot run at more than 80% of the circuit capacity. A 50 amp circuit cannot run higher than 40 amps with a continuous load.

 

[atc98092]

I thought 48 amps needed to be hard wired? Mine is a plug

There's one or two EVSEs rated higher than 40 amps that have plugs, but code requires anything over 40 amps to be hard wired.

 

[BarryP]

Barry, bad advice. The national electrical code requires that constant loads, such as an EVSE, cannot run at more than 80% of the circuit capacity. A 50 amp circuit cannot run higher than 40 amps with a continuous load.

Yes, I realize the NEC recommends 80% capacity. At 100% capacity (50A) the breaker won’t trip (if wired correctly). And you have to make sure you have a 50A plug.
However, at 100% capacity, the breaker and plug temperature needs to be monitored. That’s what I did at my nephew’s house with a 30A breaker. I told my 2022 Niro EV to go with “Reduced” which is 28A. By NEC standards, you want that at 24A. But I monitored the plug and breaker temperature, and it was OK at 28A (barely went above room temperature).

If you want to test for the full 11kW that the 2023 EV is capable of, I’m just suggesting you can do it; but just monitor it. Monitor that 50A plug. Monitor that 50A breaker as 46A is being run through it.
Hopefully it’s understood this experiment is done at your own risk. I feel confident in doing it because I would have a UL listed plug, a UL listed breaker, properly attached cabling, and clean sockets and blades.
For a heavy-use solution, the 60A hard wired EVSE is best.

-Barry
-Charging at home; a hidden gem of EVs.

 

[atc98092]

Still bad advice to suggest someone ignore the electrical code. If someone wants to do so, and is willing to monitor it as you mention, that's on them. But don't make it sound like it's no big deal on a public forum.

 

[PAULRIDES]

Makes sense. Thanks. I sure wish the owner’s manual was as helpful as this forum!

There is customer service at KIA (not dealer, but Mfg). Hopefully (no guarantee) get a tech accurate answer.

 

[Mat]

What’s the max AMPS the onboard charger will accept?

In order to reach the max of 11kW it must be able to accept close to 48AMPS. The info I’ve found mentions level 2 kW range but not the AMPS.

Looking at various level 2 chargers I’m realizing their kW output can vary despite the AMPS and also that some onboard chargers won’t do more than XX AMPS etc.

Thanks for the help.

 

[TheAirman]

What’s the max AMPS the onboard charger will accept?

In order to reach the max of 11kW it must be able to accept close to 48AMPS. The info I’ve found mentions level 2 kW range but not the AMPS.

Looking at various level 2 chargers I’m realizing their kW output can vary despite the AMPS and also that some onboard chargers won’t do more than XX AMPS etc.

Thanks for the help.

Keep in mind in your search, the faster you feed the battery, the shorter overall life and reduction of overall range.

If you want battery longevity, and max range for it life, feed it with a Level 2 at a reduced rate.

 

[TheAirman]

The max kW of the ICCU (Integrated Charging Control Unit) of the 23 EV is 10.8 kW.
Input voltage 70-285 VAC.
No listing for amps.

Although the In-cable control box (ICCB) lists a input voltage of 120-230 VAC and an input current of 6-8-10-12 A (variable).

 

[atc98092]

What’s the max AMPS the onboard charger will accept?

In order to reach the max of 11kW it must be able to accept close to 48AMPS.

Yes, 11.2kW needs a 48 amp EVSE, which requires a 60 amp circuit. But you really need to ask if you need that much power to charge. My Bolt was capable of 48 amps, but my EVSE is "only" 40 amps. But that slight reduction of charging power was never an issue for charging time. Most EV drivers would be perfectly fine with a 16 amp EVSE, as they simply aren't replacing that much range on a given day. Even 32 amps is overkill for the vast majority of drivers. You really only need the max charging level if you are driving your car more than 200 miles per day on a regular basis, such as a Uber/Lyft driver, or courier use.