I agree with this youtube comment:

As an electrician (in Australia), I agree with your basic premise. However, if you are asking me to install an EV charger, unless you tell me “I want it to charge slowly with a limited current capacity”, I am going to assume it is to charge an EV under ALL situations - fast to slow, for whoever may drive one today or in the future, even with a potential new homeowner. We generally do our work with the priority order (1) safety - nobody gets an electric shock and nothing catches fire; (2) avoidance of nuisance i.e. the thing you just installed doesn’t work and keeps tripping the breaker (3) avoiding needing replacement electrical work for at least 25 - 50 years

Also I live in a townhouse with no garage. Our charger is between the neighborhood sidewalk and our parking spaces, so I'd prefer keeping it plugged in as little as possible to minimize any issues with foot traffic (neighbors, delivery people, garbage pickup, etc). I've seen other townhouse EV owners literally run an extension cable over the sidewalk to do an L1 charge for their EV and that's just asking for trouble.

Any AC load you can throw at an EV is effectively “slow charging”.
My car supports a maximum of 9.6kw from an AC charger, but up to 150kw from DC fast chargers. Even with the fast charging, its not like a phone, it has active thermal management which will cool the battery and slow down the charging if it gets too hot. phones don’t really have that and is mainly why they degrade faster if quick charged.

What electric vehicle gets 5 miles/1.2kWh?

Most of the small ones.

Not talking about the circuits, but the main electrical connection to the grid. To me it often seems like there's reluctance in overcommitting overprovisioning that capacity: as an example, four 16A circuits on a 25A main breaker. Here that's quite common, but even in Tech connections videos I've seen him bring up smart electric cabinets or automatic load monitoring when putting enough capacity on the mains to possibly go over.

What I'm asking is, why bother? If you trip the mains by having too much load, just reset the breaker and be done with it. No need to automate things to not run into that situation, one will learn to not have the oven on while charging the car full blast. No need to gimp the charger amperage since you're running a new circuit anyway, and it's not like it's much different running a 20A circuit vs a 40A one. If that's 70% of your total available capacity, it doesn't matter – worst you have to do is walk downstairs and flip a switch.

Fuses sound antique compared to resettable circuit breakers. Though, if I remember correctly, your outlets have resettable breakers? Anyway, part of the wattage deficiency comes from the voltage being half of Europe's. The wires are similarly sized so they hit about the same max amperage (largely 15a for most circuits, 20a frequently in kitchens/garages/exterior outlets, 100-250a main breaker for the house) but halving the voltage halves the wattage available

In recent test of a German auto club they found out that it‘s cheaper/ more effective to charger faster. You loose a lot of energy if you load slow over hours.

This energy is taken by the electricity of the car. So, while charging the car is on and takes some Watts. There are just a few brands that have decoupled the charger circuit from the overall electric circuit of the car.

Can’t find the article now, but I think charging a PHEV through a standard power plug had about 20% energy lost. It was clearly visible that a charger is a good choice.

Edit: link https://www-adac-de.translate.goog/rund-ums-fahrzeug/elektromobilitaet/laden/ladeverluste-elektroauto-studie/?_x_tr_sl=de&_x_tr_tl=en&_x_tr_hl=de&_x_tr_pto=wapp

You‘ll loose

• ~10-30% AC 2.3kw Standard Power Plug
• ~ 5-10% DC 11kw Wallbox
• Internal car electronics are crucial: Is the loading circuit de-coupled or the entire car On?
• Temperature or pre-heating the battery before loading reduces losses at DC charging

This is not about me or you, this is "usually".

Yep – US also doesn't generally do residential three-phase unlike many countries in the EU. A lot of garages around here have 3x16A 230V, not (only) due to the power requirements but because having three phases allows for simplest induction motors for things like blowers and circular saws. When you have three phases having a proper outlet in the garage starts making sense.

Around here (Finland more specifically) we have three-phase even in most apartments. My two bedroom apartment has a 3x25A main breaker, and two devices on 3x16A circuit's – the sauna stove and oven+stovetop. Most single-family homes have 3x25A or 3x36A as well.

US households are missing out on a lot of things due to their split-phase system.

Car specific maybe? I was able to charge at -30C outside from a 120V outlet last winter.

That depends on what is meant by usually. You seem to think it means "most daily situations," but I think it means "most house installations." Yes, a usual day in a person's life does not require L2. But the usual person does require L2 if they want to use their car like most people prefer to use their car. Once a week I need L2 charging because of all the stuff I do that isn't commuting. That is 1 day in a 7 day week, so usually I don't need L2. But I would not be able to have an EV if I didn't have L2 unless I had a second car (which I don't have). I think most people fall into this category, so the usual person needs L2 even if they don't usually need L2.

I'm not sure what you mean by this. Any modern US house would have a similar capability, it's just older homes that would struggle since there would never be a need for such high power devices in a garage.

Most older garages would only need enough power to run a single lightbulb, if it was slightly newer, maybe a low power automatic garage door opener.

It's the same in any country with buildings over 100 years old.

Are they somehow more expensive in the US? 40A 230V rated ones cost something like 30-50 € around here which doesn't feel that expensive to me. I'll admit it's considerably more expensive (~4x the price) than a standard breaker, but it's still more like a rounding error in overall costs.

Although EVSE's projection doesn't require you to periodically trip the GFCI so it doesn't get stuck, which is a major plus.

You seem to think it means "most daily situations," but I think it means "most house installations."

That's the opposite of what I think.

Once a week I need L2 charging because of all the stuff I do that isn't commuting.

No you don't. You go and do those things, then plug it in and charge it up over the next 6 days until it's fully charged again. If that is insufficient then you are not a typical usecase.

Are they somehow more expensive in the US? 40A 230V rated ones cost something like 30-50 € around here which doesn’t feel that expensive to me.

In my suggested hardwired 240V 20A EV charger the total parts cost is just the regular breaker on the left at about $18.

The suggested solution you had of putting an outlet in would have parts cost of $119 + the cost of the GFCI breaker, the outlet and the receptacle cover. So that solution is 660% more expensive.

Not talking about the circuits, but the main electrical connection to the grid. To me it often seems like there's reluctance in overcommitting overprovisioning that capacity: as an example, four 16A circuits on a 25A main breaker. Here that's quite common, but even in Tech connections videos I've seen him bring up smart electric cabinets or automatic load monitoring when putting enough capacity on the mains to possibly go over.

What I'm asking is, why bother? If you trip the mains by having too much load, just reset the breaker and be done with it. No need to automate things to not run into that situation, one will learn to not have the oven on while charging the car full blast. No need to gimp the charger amperage since you're running a new circuit anyway, and it's not like it's much different running a 20A circuit vs a 40A one. If that's 70% of your total available capacity, it doesn't matter – worst you have to do is walk downstairs and flip a switch.

It's not fucking overkill. There's no such thing.

I'm really disappointed with the video. That dude usually knows his shit, but he's way off the mark here. It's just plain wrong.

Getting a smaller charger might save a few hundred, but it will also increase your chances of burning the house down. Good fucking advise, huh.

Fuck that. You'll always want to charge as fast as your main circuit breaker will allow.

Ok, so the US-style GFCI-breakers are indeed a lot more expensive than similarly rated DIN-rail alternatives. TIL

So when I get home from a 200 mile round trip to the desert on Sunday night, I have roughly 20 miles of range on the Bolt. If I can add 40 miles of range to my car overnight (10 hours of charging at 4mph), that gives me 60 miles of range to do a 20 mile round trip commute. But what if I want to go to the Dodgers game after work? Or if I need to run a bunch of errands after work that I skipped while in the desert? People want their car to be able to go places when they want to go places.

You are talking to me as if you think I didn't own multiple full EVs as my only car for over 6 years. I lived with a 90mile range Toyota Rav4 EV without DC fast charging and took it on road trips. I also lived with that car without L2 charging for a month. That month was miserable, and I would have never kept that car if I didn't upgrade to L2.

If you have a second car, then you don't need a 300 mile range EV and also don't need L2. If you have a very short commute and don't do anything after work or on the weekends, then you don't need L2.

Not talking about the circuits, but the main electrical connection to the grid. To me it often seems like there's reluctance in overcommitting overprovisioning that capacity: as an example, four 16A circuits on a 25A main breaker. Here that's quite common, but even in Tech connections videos I've seen him bring up smart electric cabinets or automatic load monitoring when putting enough capacity on the mains to possibly go over.

What I'm asking is, why bother? If you trip the mains by having too much load, just reset the breaker and be done with it. No need to automate things to not run into that situation, one will learn to not have the oven on while charging the car full blast. No need to gimp the charger amperage since you're running a new circuit anyway, and it's not like it's much different running a 20A circuit vs a 40A one. If that's 70% of your total available capacity, it doesn't matter – worst you have to do is walk downstairs and flip a switch.