Bosch & BMW Announce 24 kW DC Charger For North America At $9,995

JUL 8 2015 BY MARK KANE 36

Bosch Power DC Plus

Bosch Power DC Plus

Good news coming from Bosch and BMW, who announced today a sub-$10K DC fast charger via BMW i for North America.

Both companies are calling the charger “fast“, although at 24 kW they are more a like semi-fast unit (mid step between slow AC charging and fast 50+ kW fast charging).

Anyways, the 24 kW DC chargers with SAE Combo 1 connector for $9,995 are a relatively good value proposition. Only BMW dealers were able to buy them cheaper, but with support from BMW.

“Price listed does not include applicable taxes, shipping or installation and is subject to change without notice.”

Chargers will be compatible with all cars with SAE Combo 1 inlet and from the start are ChargePoint-network ready.

“Expanding on its position as a market leader in electric vehicle (EV) charging, Bosch Automotive Service Solutions will supply and install the BMW i DC Fast Charger for North American BMW i Centers and authorized partners, starting in August 2014.

Using the SAE Combo 1 connector, the BMW i DC Fast Charger will charge a BMW i3 to 80 percent in just 30 minutes and is also compatible with other electric vehicles (EVs) using the SAE Combo 1 inlet. Several major automakers, including BMW have committed to adopting the SAE Combo 1 DC Fast Charge connector standard.

The BMW i DC Fast Chargers will also be ChargePoint-networked, allowing BMW and non-BMW electric vehicle drivers alike to access the stations with a ChargePoint or ChargeNow card for a quick charge.”

“In addition to providing the charging station, Bosch will offer installation services.”

“The BMW i DC Fast Charger is also half the size of current fast chargers, taking up less space and offering an industry-first wall-mount or pedestal-mount option. The station is 31”H x 19”W x 12”D and weighs less than 200 pounds, featuring a rugged IP54 enclosure, meeting NEMA 3 requirements, and is outdoor rated from -40°F to 185°F to perform in extreme conditions.

Bosch Automotive Service Solutions is currently the residential charging installation partner for the BMW i3 in North America, providing concierge-level services to drivers as part of BMW i 360º Electric, a portfolio of complementary, innovative offerings for driving electric.”

Kevin Mull, VP of Business Development, Bosch Automotive Service Solutions said:

“With our BMW partnership already covering BMW i3 drivers who wish to charge their electric vehicles at home, we’re now helping them charge quickly on the road, at BMW i Centers and elsewhere nationwide. As we’ve grown our relationship with BMW over the years, including residential charging, this is another way we can help both dealer and driver realize the full capabilities of the BMW i3.”

Cliff Fietzek, BMW Connected eMobility Group Manager said:

“BMW strongly believes DC fast charging is a critical element in increasing overall acceptance and adoption of the BMW i3 all-electric vehicle. In working with Bosch to develop and install the DC fast chargers we continue to underscore the company’s commitment to the BMW i3 and to the future of electric mobility.”

Categories: BMW, Charging


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36 Comments on "Bosch & BMW Announce 24 kW DC Charger For North America At $9,995"

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Awesome news… so… can you get one with a CHAdeMO plug… like the 25kW ones from FUJI electric? How does their price compare.

We should probably start calling these boosters. If we installed loads of them they would quickly get you back on the road if only to get to your next longer stopover or home. If you have a very drained battery they will work well… and the diff between these and the 50kW only matters for larger batteries. The i3 and iMiev have small enough batteries to make use of them.

Juice box has a 25 kw DC charger for 2500$

You will need the Ghademo plug and charge controller for another 1700$ or so.

WRONG- eMotorWerks has a bunch of boards for a teaser price of 2500$.

Why is it so hard to understand that an assembly of components is not a saleable product? Oh, right- fewer and fewer people are doing systems engineering, product testing, and field support of systems and products they engineered. Tell me, GeorgeS, what is the IP rating of eMotorWerks’ hobbyist kit?

Total waste of money.

80 amp J1772 is 19.2 kW and can be deployed using 240 volt, 100 amp circuit which is far more widely available than 480v 3 phase. You can get 80A J1772 for $2,500 or less, installed for $3,000 to $3,500. The 24 kW DC charger will likely be $15,000 installed.

An 80 amp J1772 will be able to charge any number of EVs today and in the future in the U.S. It is likely that every BEV in the future will have to ramp up their J1772 amperage capability in order to fill the higher capacity battery packs. 40A charging is standard on Tesla’s and will likely be the standard across all BEVs soon.

So how many current EVs are capable of using that 19kW? Would seem that the Bosch has a greater available market for its full amperage.

But many can take advantage of a J1772 at a lower amperage. This CCS DC EVSE isn’t fast enough to really support long distance travel, so it’s basically a destination charger. As a destination charger, doesn’t it make sense to have 4x 19kW J1772’s instead of 1x 24 kW CCS? And any number of models can charge at 3, 6, or 10 kW.

I’m with you. I think we should be installing many more 80A J1772 ports. They will always handle lower current draw, and the only added cost is beefing up the wiring to handle 80A instead of 32A. Correspondingly, I think all automakers *should* offer a 20kW on-board charger as an option on their 50+kWh cars. Plus then they can advertise that it charges at home in “as little as 2.5 hours*” (*with optional 20kW charger).

Not to nitpick Brian but with the cost of in-car chargers being $130-230 wholesale, and Nissan for instance charging around $1700 as an option to upgrade from 3.6 to 6.6 kw (a whopping 3000 watt increase), do you really think low cost ev makers are really going to put large level II chargers in their vehicles for an affordable to the customer price? Its a serious question, but what do you think? Secondly, and this is the point that’s a bit frustrating to me…. If businesses can’t install a super dinky $379 15 amp clipper creek 3.1 kw unit and get 50 % off their taxes for their trouble, how are we going to expect them to install much larger facilities and pay the montly demand charges without charging huge upfront fees to use it? THe worst case I’ve seen of that is a KOA camp ground in Westfield (southwest NY State) near the Pennsylvania border, that offered a 14-50 outlet (some users said to dial your car back to a max of 32 amps to prevent tripping their breaker) – bring your own EVSE with you – and charges, get this: 1). $10 for breaker wear and tear. 2).… Read more »

er, the wholesale cost of OEM car chargers is supposedly $130 to $230 per 1000 watt sizing.

What nonsense is this? Nissan charged me $500 for the Quick Charge Package.

That buys me 6.6kW charger and CHAdeMO. Sounds reasonable to me. 2013 Leaf.

I’ll have to check the dealer again… IT said right on the sticker for a 2015 Leaf (S trim) that it had the 6.6 kw option over the standard 3.6 kw unit and I believe it was either $1680 or more likely $1780. You also got a Chademo Jack. But I was thinking its a little rich.

Now, dickering with a dealer, you might be able to say ‘give it to me for $500’. But I’ll recheck the Nissan Dealer again soon.

Ok just went on the Nissan Leaf 2015 website and ‘built’ an S trim Leaf as if I was going to purchase it.

The CHarge Package option (includes 6.6 kw over the 3.6 kw standard, and also a fast charge jack (chademo)) is $1,770.

So you see, my concern definitely wasn’t nonsense. I do agree with you though that it seems that Nissan years ago offered the option for much less coin than now.

Nitpick away, Bill. But I will point out that I tried to highlight that I’m suggesting what I believe they should do. What they should do and what they choose to do will undoubtedly be different. So do I honestly think they will do it? No. Do I think that is a mistake? Yes! That said, I looked up on Nissan’s website and the charge package on the 2015 Leaf S (which upgrades the 3.3kW charge to 6.0, and adds the CHAdeMO port) is $1770. Stimpacker – your dealer must have cut you a deal, but that just highlights how much they mark it up to begin with. So even taking your numbers, a 20kW charger would cost $2600-$4600 wholesale. That seems high to me. Then again, Tesla has (had?) a dual-charger option for $2000 to add a second 10kW charger. And that’s retail price, installed. So say it costs a full $4000 for the 20kW charger. That’s a steep premium for sure on an “affordable” car. More than 10% for sure. So few would opt for it. At that price, I probably wouldn’t either. Unless there was a robust network of 80A EVSEs, and not one for CCS or… Read more »

Well I’m just trying to flesh out your idea. Tesla wants $2500 (or is it $3000 now?) for 10 KW MORE charging. You get 10 kw free already.

Correction: $2,000 option for the next 10 kw.

So Tesla is apparently selling its chargers pretty much at cost. SInce its well within the $130-230 / kw pricing.

The 10 kW upgrade option from Tesla used to be $2,000 installed at the factory. They went to streamline the factory and moved it to a Service Center installed part and upped the price. That $2,000 was for a complete 10 kW charger (rectifier) that worked in parallel with default 10 kW charger.

Certainly, Nissan could have shipped the Leaf with a 10 kW J1772 charger at the volumes they ship. They already heavily subsidize the CHAdeMO installs – they could have diverted those funds to useful long range destination charging infrastructure. Then you could fill a Leaf at home or office from empty to 80% in about 2 hours with a $1,000 EVSE. It would also help future proof the home/office installs with 50 amp circuits, which would be useful all the way through ~80 kWh packs to charge overnight. Whenever they get around to shipping 50+ kWh packs, home/office EVSE’s will need to be 10 kW anyways. Then for the additional $2k for another 10 kW for a total of 20 kW would be enough power to charge a Leaf from empty to 80% in about 1 hour.

realistically, both on a monthly sales basis and on a sales to date basis, Tesla model S alone outsells all Frankenplug enabled vehicles in the USA. Soon to be joined by the model X.

80 amp AC points are more future looking than Frankenplug, as well as better for the present and the past.

80 amp AC plugs also complement all other AC enabled cars, like Volt and LEAF, they’ll just draw at a lower rate.

There is only one car in the world right now that can take advantage of an 80 amp Level 2 unit.

Right. The zoe (Q210 model)

“Public charging station adapter (J1772, 80 amp capable)”

Not true 🙂 my Roadster can use an 80amp J1772!

At 70 amps. Since most people these days have Tesla S’s, they can fully utilize an 80 amp HPWC.

But this causes a bit of needless inconvenience for the rest of us. Brian and I had lunch near a ritzy Spa, which had a 32 amp Clipper, and 2-80 amp HPWC’s, which they probably in stalled since they were much cheaper first cost than CC’s j1772 offering.

Except since both of us wanted to charge, the 2 HPWC’s stayed empty, Brian used the 32 amp cc, and I didn’t bother charging since it wasn’t a necessity for me as it was for Brian’s Leaf.

Having an 80 amp j1772 product there in lieu of one of the 2 Tesla HPWC’s would have allowed both of us to simultaneously charge. (31 amps total loading – 15 for me, 16 for him) (assuming 1-phase, etc).

80 amp J1772 requires the car to have a more expensive onboard charger within the car, that’s part of the reason they cost $2.5k and a DC charger is $9k.

That being said I would still consider a 24kW DC charger and destination or opportunity charger, not one designed for long trips. You’d have to drive for 2hrs, charge for 2hrs, and so on.

I believe Nissan’s 50kW charger is $15k retail, so this price of $10k is far less competitive for 24kW (while the dealer price of $6.5k was competitive).

The other issue is to see how well it does in the real world in terms of reliability. The Nissan chargers have horrible reliability and are prone to overheating, largely because they aren’t designed well enough to keep the dust out and dealers neglect to do maintenance to keep them clean.

24kW via DC for $10,000 is crap. You can get 12kW AC out of a $500 OpenEVSE or $4100 will get you a 25kW CHAdeMO station from eMotorWerks.

I’m not impressed that two big players have worked together to produce an overpriced product like this.

Wrong- $4100 will get you a shipment of parts.

Bosch is offering a mountable, black-box solution. This includes certification from multiple orgs (including network testing, apparently). If you think system integration is trivial, then please play with 400V… in all weather.

Bosch’s solution is also wall-mountable, because someone in systems integration admitted site prep was costing serious money. TCO money. Meanwhile eMotorWerks’ site prep is “lotsa luck, pal.”

This is the future of EV charging – destination DCFC charging for stores, homes and other.

25KW would be fantastic for shopping visits of 30 minutes and would definitely be the “right way to do public L2” – in the form of inexpensive L3 DCFC.

Every BMW dealership could also install one of these for much cheaper than a Chargepoint CHAdeMO system or dual-head ABB system.

You cannot get L2 to run at 24KW for Leafs, i3 or other cars. It is going to be based on the onboard charger throughput of 3.3KW, 3.6KW (Volt 2) and 6.6KW for Leafs. Now, sure – you can drive a Tesla hotter than that using 40A L2 AC cables. But we need to think beyond the Tesla – this must work for all EV models, eventually.

Nice. Bosch, now put a SAE-CCS port into the Fiat 500e drivetrain you designed.

The article states 24 kw for these units is a ‘bargain’. As mentioned by others, it sure doesn’t seem so, and that single phase 24 kw dc charger highlighed a few months ago (the rebranded Siemens portugese unit) was cheaper. I wonder if these are the things NY State is going to be installing on the thruway in downstate ny. Seeing as the businesses around here haven’t taken up NY State’s very generous 50% tax credit on lower-priced level 2 charging stations, I don’t see any real rush to install these overpriced things. And then there is the electricity cost which is ridiculous downstate. Perhaps in other states like Idaho where the electricity is dirt cheap, or else IBEW union halls which have gone GAGA over solar panel installations (and to think, I thought I overdid it on my solar installation) and are just itching for devices that use alot of juice to use up their solar credits (the downside here is that the business STILL has to pay the utility DEMAND charges – so be sure to charge the cars only when the sun is shining). As I keep harping on, almost every place I go a fair distance… Read more »

There was no pricing announced for the Siemens charger.

I believe the 24 kw portugese unit is in the $8000 range, therefore cheaper.I’m basing that on EFACEC’s press release where they stated ‘the QC24S will be more competitively priced than current offerings in the marketplace’.

But no one offers it for sale yet so….. we’ll see. The point is, the price of these things should come down quickly once a few of them appear.

Don’t hold your breath. EFACEC has been showing this charger since September 2014 and it has yet to make it to market.

At least you can purchase the Bosch unit today.

It’s time we stopped calling any DC charging “fast charging”. I propose the following categories for DC charging:
20-49kW – Not quite as slow as the fastest level 2 charging
50-99 kW – Almost fast charging
100 kW or greater – Fast charging

I checked. 24KW/6KW = 4, and 4 times $1000 is $4000, not $10000.

Ah, well.

These are limited to 62A DC according to the recently released ChargePoint Express 100 data sheet. Cars like the e-Golf have a relatively low battery voltage, so these units will only charge that car at about 18kW to start and probably max out around 20kW. These numbers are backed up by my brief experience charging ours on a BMW i DC charger.

I just bring this up because people always talk about these by kW rating, when in reality, not all the cars will actually take that much power, even when completely empty and there is no charge tapering.