10,000 CHAdeMO Chargers Worldwide


Number of CHAdeMO DC Fast Chargers (estimated)

Number of CHAdeMO DC Fast Chargers (estimated)

Nissan LEAF and CHAdeMO plug

Nissan LEAF and CHAdeMO plug

CHAdeMO Association officially announced a bold milestone of 10,000 fast chargers installed worldwide!

In total, CHAdeMO entered the second half of December with 10,156 chargers.

Japan leads the way with 5,960 – more than rest of the world combined.

“The number of CHAdeMO DC Quick chargers installed up to today is 10156.
— (Japan 5960 Europe 2755 USA 1386 Others 55) last update 2015.12.15″

It is something to celebrate and CHAdeMO even released a special infographic, which tells us that 65% of electric car chargers are CHAdeMO today, as well as 50% of electric cars on the roads are CHAdeMO capable.

10,000 CHAdeMO Chargers Worldwide

10,000 CHAdeMO Chargers Worldwide

Category: Charging

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30 responses to "10,000 CHAdeMO Chargers Worldwide"
  1. Speculawyer says:

    The CHAdeMO Association does a good job of touting their gains. Is there even an SAE-CCS Association?

    Does “Chademo Capable” cars include the Tesla Model S? I assume so . . . and clever way to bump the numbers.

      1. tftf says:



        So, yes, there is even an organization working on future CCS evolutions.

      2. Speculawyer says:

        That is awesome that they are working on improvements. But I hope they are also working on getting more SAE-CCS chargers out into the field.

        1. perlybird says:

          In Europe for sure:

          In the US we will see…

    1. Pandj Be says:

      There is a CHAdeMO adapter for the Tesla Model S and Model X

  2. Stimpacker says:

    So what if there are 10,000? So what if there are 20,000? Meaningless if the current use model is unchanged.

    A charging station around here typically has 1 actual charging plug. A few has two (2nd unit is CCS Combo).
    1) It is frequently in use.
    2) It is occasionally out of order.
    3) It is sometimes ICEd (more so at dealer locations).

    I avoid public charging. If my round trip range is beyond the range of my BEV, I take my ICE, even though CHAdeMO stations are available (and I have a free charging card).

    1. MikeG says:

      Someone could design and sell a HAL2->Chademo adapter that would allow deployment of much lower cost High amp AC L2 chargers and still provide a charging benefit to all native Chademo and even Teslas without a 2nd charger.

      It would be slower than a 50kW Chademo, but if you could deploy a dozen HAL2 vs 1 Chademo, this would go a long way to addressing the issues Stimpacker mentions.

  3. Tech01x says:

    A large number of these CHAdeMO EVSE’s are 25 kW or lower… which means they really are extremely expensive destination chargers. Chances of CHAdeMO surviving as a viable charging network outside of Japan as we head towards 2020 is slim.

    1. Speculawyer says:

      Yeah, I though Chademo would start to die off in the USA but they’ve remained pretty strong.

      Or conversely, SAE-CCS is amazingly weak. They don’t seem to be installing many SAE-CCS stations.

      Perhaps it is the fact that everyone just installs dual-head chargers with both Chademo and CCS such that Chademo will be able to maintain a small but permanent lead.

      1. Tech01x says:

        Well, all existing CHAdeMO and CCS EVSE’s are a waste of money and will be obsolete in a couple of years. The real race is for 100+ kW charging at 200-400 amps or better. That is what is needed for supporting long distance travel. Otherwise, it makes far more sense to deploy AC EVSE’s for destination charging. It is only because Japan has a crazy split AC standards issue that they have to have DC for destination charging.

        So Tesla is the only outfit deploying 200+ amp level 3 DC charging. That means thus far, there are zero installed level 3 CHAdeMO or CCS EVSE’s. The plugs themselves need to be revised. Maybe by 2017, CCS will be revised to handle the same and they will join the real race. At that point, CHAdeMO has no lead and will be starting at the same point as CCS. All the 200+ mile BEVs will need real level 3 DC charging in 2017/2018 or appear to be crippled. At that point, GM is shipping the Bolt, maybe Audi will ship something, VW, Ford, and others will be shipping CCS. The race is completely different and whatever Nissan did up to that point is pretty much moot.

        1. SparkEV says:

          Tesla may have peak power of 120kW (or 200A as you say), but average power is far less than that due to steep taper (60kW to 80kW on average). SparkEV with CCS without taper approaches Tesla in terms of miles added per unit time even with 50 kW charger It’s not just about peak power.

          Unless EV makers can make their cars charge like SparkEV in terms of charger utilization, having 100+kW peak power chargers won’t benefit much. In fact, thicker cable to support peak power only for short time will just cost more and it’s waste. I added bits about miles added per time to my blog post at the bottom.


          1. Tech01x says:

            Over 200 amps. The 70 kWh packs can take 370 amps to help compensate for a lower pack voltage.

            Spark EV has a higher charge c-rate, but it has very poor specific energy. Basically, the 125 amp EVSE’s you typically use are underpowered compared to your pack’s c-rate capability. Your actual average is less than 40 kW, which is a bad joke when it comes to long distance travel. Why bother with DC charging at all? The Spark EV is a neighborhood commuter car and it works best with J1772 destination charging. DC charging this vehicle is a waste of money… The costs for developing infrastructure on a national basis for this kind of vehicle is extraordinarily expensive and therefore a dead end.

            1. SparkEV says:

              You should read my blog post before writing. Tesla’s 200A (100+kW?) is only for short time. Average is far less, close to 80kW. If SparkEV average is less than 40kW, there’s something wrong with the car and it should be fixed.

              But it doesn’t matter the power, what matters is how many miles are added. SparkEV being more efficient, it’s competitive to Tesla even when using 50kW charger when discussing miles added per time.

              Again, go read my blog post before writing; otherwise, I have to post my entire blog post here, which I’d rather not do.

              1. Tech01x says:

                I did read your contrivances on your blog. Your Spark has a taper like all lithium ion batteries… Just you are used to using underpowered CCS as compared to your charge C-rate, so your taper is less pronounced. Just like a Model S on CHAdeMO. You charge slower and hit taper faster than any Model S, merely because your 100% gets hit way before even 50% on a 60 kWh Model S. Even your miles added chart uses contrivance. If you want to use highway efficiency at 55 mph, the do so for all vehicles, not just yours.

                Finally, plan a 500 mile trip, 250 out to another city and 250 back, you using your Spark charging on CCS and I’ll use the Tesla Supercharger network. Is there any spot in the U.S. where your fastest charging EV would have less total time or less charging time?

                1. SparkEV says:

                  You’re changing the subject from charging speed to 500 miles trip. If you want to discuss those rare 500 mile trips, you might as well discuss gas car or a hybrid like Volt.

                  Go back and re-read my post since you seem to have missed the part about miles added per time; it’s just one table. Even using EPA MPGe figures, SparkEV with 50kW charger is within 10% to 20% of Tesla supercharger that’s more than 2X in power when it comes to miles added per time.

                  So once again, it’s not about peak power, but average charging power and car’s efficiency. In fact, if (IF!) there’s a way to reduce power (cheaper, lighter cables) while adding more miles, that would be better.

                  1. Tech01x says:

                    Why would you bring in gasoline or PHEVs using gas? That’s absurd.

                    Again, you are using misleading energy averages to make your case. You are the one using strange corner cases to try to make your point, and yet you have to resort to misleading comparisons. That fact that you are so twisted up with strange notions about how people use their batteries really goes to show how neighborhood electric vehicle usage and charge patterns are completely different from long range electric vehicle patterns.

                    If you are going to use a steady 55 mph, then use a steady 55 mph for all vehicles. If you are going to charge for 50 miles of range, then use 50 miles of range for everyone.

                    Using your best case of charging to 80% which is a measly 13.9 kWh in your vehicle and let’s say you can achieve 48 kW during the entire charge session feeding into those crappy A123 LiFePO4 cells. That’s about 17 minutes, 30 seconds. You get 109 MPGe according to the EPA for the highway cycle, so your highway range is then 50 miles.

                    A Tesla Model S 85D gets 106 MPGe highway. So it needs 15.9 kWh according the same EPA highway rating to get the same 50 mile range. That takes 9 minutes, or 106 kW.

                    On a Tesla Model S 60, it gets 97 MPGe highway, so that’s 17.4 kWh. That can be as low as 13 minutes, or 80 kW.

                    You can look on youtube for Bjorn Nyland’s Supercharging videos and look at the 70 kWh and 85 kWh Supercharging as well as KmanAuto’s Supercharging a 60 kWh battery form dead.

                    1. Tech01x says:

                      I messed up a calculation in your favor, you only get 45 miles on 13.9 kWh according to the EPA highway rating. So I had the Tesla’s charge for too long. The S60 then needs 15.64 kWh which can be charged in 11:30 at 83 kW and the 85D then needs 14.3 kWh, which can be done in about 8:05, or 106.6 kW.

                      So 17:30 versus 11:30 or 8:05. Not even close.

    2. Just_Chris says:

      As long as the only major manufacturers taking BEV’s serious remains Tesla and Nissan the only major charging networks will be super chargers and Chademo. If GM sell the Bolt at the levels that they are suggesting (about 30k a year) I can’t see any big changes to the ratio’s of charging stations. Unless the Germans turn up to the party with a mass produced car.

      1. Tech01x says:

        Nissan hasn’t joined the Level 3 charging race at all and has wasted our money on idiotic level 2 DC charging. It makes no sense at all. Sometime in 2018 or 2019, they might decide to join the the real race. Maybe they will have a revised CHAdeMO plug out by then. What kind of backward compatibility will it have both from the existing fleet and the charge stations perspective? In Europe and the U.S., they might as well cut over to CCS at that point if CHAdeMO has any serious backwards compatibility problems.

        The fact that they still deploy 24 kW CHAdeMO and CCS shows how insane this has gotten. Each cost about $10k to put in, won’t charge all that much faster than 80 amp J1772, and you can put in 4 x * 80 amp J1772 or 8 x 40 amp J1772 for the same cost. When they do decide to ship large pack BEVs, they themselves will have to use 40-80 amp J1772. It is the only cost effective way to deploy the 100,000’s to 1,000,000’s of EVSE’s it would take to have mass adoption.

        1. A couple of facts …
          1. CCS standard is subset of J1772 standard … just shows how convolved SAE fast charging terminology is for AC and DC.

          2. AC charging currently requires using the onboard charger hardware in an PEV, while DC charging makes use of a standalone hardware installation. Any cost comparisons need to consider this added PEV cost component. If PEVs didn’t have onboard chargers, their purchase cost would be ~$5000 less.

          1. Tech01x says:

            There will have to be an onboard charger, of which the main expense is the high current rectifier on all BEVs, since otherwise, one couldn’t use a 120v or other 208/240 volt AC power sources.

            The cost is not the same… manufacturers will have to include an appropriately sized charger to fill the traction pack in 8 hours or less. With a 100 kWh battery pack, that’s almost 14 kW which is still well within the amount delivered by 80 amp J1772. Matter of fact, an 80 amp J1772 can handle 140 kWh battery packs in 8 hours.

            The incremental cost of going to a reasonably fast J1772 standard is well within the upcharge of slow speed DC charging option costs and makes far more sense in the medium term.

        2. Just_Chris says:

          sorry what I should have said is if you can only buy a super cherger or Chademo charger compatible car then these will remain the standards of choice.

          As for installing stuff now being a waste of time I couldn’t agree less as we start to see a greater percentage of cars going electric we will need more charging stations of all types the current infrastructure can only just support the current fleet of EV’s if it goes up by a factor of 10 we will need more infrastructure. Probably not 10x more as the batteries will get bigger but time will tell.

          I would prefer one standard and really wish we would move to 2 plugs fast and slow but to say one standard is superior to another at the moment is nonsense.

  4. Brian S says:

    The whole story is told in the one figure. 50% of cars can use Chademo, only 7% CCS. No cars, no contest.

    Now where is Bloggin to remind us that Chademo is dead, and that it will be made illegal in the EU and dropped from the Leaf by 2014 the latest. 😉

    With the Outlander plug-in going on sale in a few months and the longer range Leaf on the street already I see Chademo continuing to grow strongly in the US.

  5. Seth says:

    Having just used a 50kW ABB charger yesterday with my Mitsubishi i-Miev I was really glad to see how fast it went.

    It was done before I was done with some small grocery shopping, charging the car from 30% to 82% in about 10 minutes.

    It’s fine, but we’ll need something more at some point when batteries go over 30kWh so it’s still possible to do 2C charging.

    There’s a tradeoff between the speed and the price you need to pay for utilities access. The higher powered models would make sense at the freeway stops. But for a parking lot at a super market? Meh.

    1. martinwinlow says:

      Yep, the i-MiEV with its somewhat different battery chemistry (lithium titanate) to pretty much all the competition has the edge with rapid DC charging in terms of speed. It will also do 5% to 80% in 20 minutes which gives a 45-50 mile range at 70mph. So, long distance travel really is feasible – if you don’t mind taking the extra 50% time to get where you are going!… assuming, of course, you have a reliable network of 50kW rapid chargers on your route. We do, now, in much of Europe (especially the UK and other specific countries) but there is still a very long way to go. MW

      1. Seth says:

        Heh, no, I have a european i-Miev, which have conventional 3,7 Volt Li-Ion Cells. So the 2C charge rate is perfectly fine for that battery, and at 30kW it is less then the power limit of the charger itself (50kW).

        Only the japanese i-Miev ever got the Lithium Titanate chemistry, but at 2,4 Volts per cell the battery was considerably less dense with 10kWh in total.

        That was one of the reason they went with the conventional Lithium cells for the i.

  6. Marc says:

    Chademo is going to announce its 150kW version very soon.

    Mark this post!