633 CHAdeMO DC Fast Chargers In The U.S., 3,740 Worldwide

JUL 1 2014 BY MARK KANE 24

NRG eVgo Openning Four New Freedom Station

NRG eVgo Freedom Station

The number of CHAdeMO chargers in the U.S. finally passed six hundred, reaching 633 as of June 27. This is according to CHAdeMO Association, who probably is best informed on this matter.

However, we understand that this is far from enough to make CHAdeMO-capable electric vehicle drivers happy.

In Europe, we see almost two times more points – 1,117, and Japan alone with 1,978 still has over 50% of all of the installed CHAdeMO fast chargers.

“The number of CHAdeMO DC Quick chargers installed up to today is 3740.
— (Japan 1,978 Europe 1117 USA 633 Others 12) last update 2014.06.27″

Categories: Charging


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24 Comments on "633 CHAdeMO DC Fast Chargers In The U.S., 3,740 Worldwide"

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How many of the chargers are the 25kw variety in the US?

Under 10 %, in US most DCFC are over 40 kW. Brands of DCFC with 100+ deployed tend to be 50-60 kW max. rated.

Japan has a much higher number of 20-30 kW DCFC. A number of 20-25 kW DCFC EVSE offered in Japan makes use of 240V power.

I think what’s more important is how many are at dealers. And also how many actually are along major routes (a “highway” rather than just in a “cluster” inside the city).


The chademo numbers look pretty amazing until you do the dealer vs other analysis. Last time I looked at the distribution, there were only a handful of locations that actually had non-dealer chademos.

And for those that ask “what’s wrong with dealer locations?”. Nothing at all if you like being restricted to business hours, waiting around a dealership for a charge and maybe being turned away because you don’t have the right make of vehicle.

Most dealerships, and definitely those with charging stations, keep the chargers open 24 hours. There are security guards at these places to watch over the dealer cars.

The make remains an issue. I think, Nissan dealerships are way ahead in this. Using the dealerships makes it cheap to install these.

All of the Nissan dealers I have used here in San Jose, CA, have chargers only open during business hours and also require you to have an employee come and unlock it for you.

The one exception is the Nissan research station in Sunnyvale, which is not a dealership.

Can you point to some examples of CHAdeMO dealer chargers that are open 24/7? The last time I checked, all the dealer chargers are only open during business hours and can’t be accessed without interacting with a dealer personnel.

Or are you talking about the level 2 chargers (those might be open 24/7)?

According to the Green Car Reports article 180 of them are at Nissan dealers, so 28%.

Does this count all of the CHAdeMO chargers in the Chicago area that are out of service (almost all of them)?

Sadly, yes … the CHAdeMO count likely includes a number of non-serviceable units. eg: A DCFC may pass tests remotely, but have a broken connector.

Using PlugShare (web/app) it is possible to find DCFC sites that show status as “available”, but comments for the past couple of weeks will tell otherwise. This more a case seen with Blink hardware.

The next gen 200+ mile EVs will require 20+ kWh onboard chargers and Supercharger speed charging, but will only necessary for interstate/freeway travel.

Otherwise, a 200 mile charge will be more range than necessary for a day or two of driving, charging at home when needed, without the need to pay double for electricity at a public DC charger.

Trying to maintain an aging sub 100 mile EV in the near future wold be more effort than it’s worth as chargers and technology advance past it’s capability.

If there is a need to charge your EV during the day after you left home, it’s a clear indication you bought the wrong size/range battery of your daily commute.

Just think about it……. would you buy a car with s tiny gas tank, expecting to buy gas every day just to get home?

*20+kW – a charger is rated in terms of its power output (rate of delivery of energy). Power is measured in kW, energy in kWh.

If your going to make a picky comment, you should edit it first.


ps it’s “you’re”

You’re is short for you are, as in “if you are going to…”.

picky? would it be picky to say “my car’s top speed is 400 miles” is nonsense? Or “my car’s range is 100 mph?”

Specifying charging speed as an amount of energy is nonsense. An easy mistake to make to be sure, but annoying none the less.


… and confusing to those who are trying to learn this stuff.

Power is Energy (kWh) per a “period of Time” (h).
ie: kW = kWh / h

A motor has a kW rating (1 kW power is equal to 1.34 HP).
To drive a mile takes 3.5 kWh of energy (a capacity of storage, like a gallon, or litre of fuel).

“Just think about it……. would you buy a car with s tiny gas tank, expecting to buy gas every day just to get home?”

If you could plug in a gas hose every day at work, leave it, and have it be perfectly safe to do so (and in my case free), then I would argue that it is reasonable.

Existing CHAdeMO 25-60kW charging network = complete waste of money.

Spend that money on upgrading Leafs to have 80A J1772 instead, and work on getting a 50kWh capacity car out the door that can charge at 100 kW. Don’t bother with DCFC until you have cars at can charge at 100 kW or better. That way we can better spend money on good L2 charging infrastructure and L3 long distance road trip infrastructure.

Faster L2 is one idea, but you have to keep in mind that you’re then lumping in the weight and cost of the more powerful charger into the car, instead of building those power electronics into the infrastructure which can be shared across multiple cars. From what i’ve seen from charger manufacturers, stepping up from 6kW to 18kW could add over $1000 to the price of the car. I think a lot of people (not everyone) would call that a waste of money, considering that it’s of no use in most homes, and even at public charging stations that do support it, you’re now talking about a ~1-hour charge instead of 30 mins with DC.

Yeah, I chose the car without fast charge as it was $1000 cheaper. I never need it; use my car for commute and charge at L2 sometimes. Why pay extra for something not needed?

Resale value.

Certainly true if the goal is replacement of existing gas cars. My < 100 mile leaf continues to have a commuter mission, even if I end up getting a longer range car.