EV Charger question, FORD EV

Status
Not open for further replies.
M

M4tt2001

New User
Location
Dallas
Occupation
Electrician
I have a FORD EV 100 amp charger I’m trying to install. The problem is we’re coming from a detached garage when main panel is, underground (only way to get to attached garage) to feed my charger. I cannot find a 100 amp GFCI CH breaker anywhere….

My question: It’s going to be in GRC with THHN at 12 inches deep, does it need to be GFCI protected from entry into ground from one garage to the next, and if so how would I accomplish that without a breaker being available?
 
retirede said:
If the building where the charger is going already has a feeder from that main panel, you may have another problem.

225.30
Click to expand...
If understanding the set-up I agree, it sounds like youl end up with more than one supply to the structure.
 
Usually if it's hardwired you don't need GFCI. Not sure what exact model you have but almost all hardwired chargers require no GFCI because they have an internal GFCI.

80 AMP
ADDITIONAL ITEMS (Not Included)
1- ¾” Conduit Connector (see Installation Checklist If Needed)
1- 1” Conduit Connector (see Installation Checklist If Needed)
3 AWG – 90°C Copper wire should be used
NOTE: Wire must have a temperature rating of 90° C or higher for AC Connections (A/L1 and B/L2[N])
80A charger requires a 100 A non-GFCI breaker.
HVDC Wire – 8 AWG 90°C, 600V
Dark Start Wire – 16 AWG, 600V to comply with NEC300.3©(1).
Communication Wire – 18 AWG, 600V to comply with NEC300.3©(1).


60AMP
CIRCUIT BREAKER
60A (Do NOT use GFCI breaker since internal GFCI
is included and false tripping will occur)

 
yekraps said:
Usually if it's hardwired you don't need GFCI. Not sure what exact model you have but almost all hardwired chargers require no GFCI because they have an internal GFCI.
Click to expand...
Just a quick clarification--EVSEs do have ground fault monitoring, but they don't have a Class A GFCI that trips at a 4-6 ma threshold. Usually they have so-called CCID20 monitoring that trips at 20ma. So the manual is using the term "GFCI" more loosely than the NEC does.

Also, putting ground fault monitors in series won't cause false tripping. The concern the manual is expressing is that the whole system may have more than 4-6 ma of leakage current, which is why the EVSE is using CCID20 instead of GFCI.

Cheers, Wayne
 
wwhitney said:
Just a quick clarification--EVSEs do have ground fault monitoring, but they don't have a Class A GFCI that trips at a 4-6 ma threshold. Usually they have so-called CCID20 monitoring that trips at 20ma. So the manual is using the term "GFCI" more loosely than the NEC does.

Also, putting ground fault monitors in series won't cause false tripping. The concern the manual is expressing is that the whole system may have more than 4-6 ma of leakage current, which is why the EVSE is using CCID20 instead of GFCI.
Click to expand...

Yeah, the Ford Charge Station Pro manual says it has 'Ground Fault Protection' of 20ma. It doesn't refer to itself as having 'GFCI'.
 
wwhitney said:
Just a quick clarification--EVSEs do have ground fault monitoring, but they don't have a Class A GFCI that trips at a 4-6 ma threshold. Usually they have so-called CCID20 monitoring that trips at 20ma. So the manual is using the term "GFCI" more loosely than the NEC does.

Also, putting ground fault monitors in series won't cause false tripping. The concern the manual is expressing is that the whole system may have more than 4-6 ma of leakage current, which is why the EVSE is using CCID20 instead of GFCI.

Cheers, Wayne
Click to expand...
Thanks, Wayne
 
Status
Not open for further replies.
Top