Op-Ed: Charging A Bolt EV At A Tesla Destination Station? Sure You Can!

OCT 11 2017 BY BRIAN R 150

Chevrolet Bolt EV – picking up a charge at more and more locations every day

As most EV owners are aware, Tesla offers one thing that other EV manufacturers do not offer at the moment: a coast to coast Supercharging network. I’ve read many stories of Tesla Model owners boasting about being able to travel across the country for free using only Tesla’s Supercharging network.

As of today, Tesla states that 1,008 Supercharger sites with 7,032 Supercharger stations are active in North America. Compare that to the CHAdeMO and CCS compatible fast charging outlets, which are more concentrated in metropolitan areas and lack the coast to coast coverage that Tesla offers. While more and more CCS stations are installed every day, it will be a while till coverage can compete with Tesla’s proprietary network.

Pretty good coverage

So what’s the non-Tesla owner that still wants to travel the country to do, aside from renting a gas car or biting the bullet and acquiring a wallet-stretching Tesla themselves?
While Tesla touts its Supercharging network, it also supports an ever growing “Destination Charging” network as well. And the best thing about the Destination Charging stations? Non-Tesla EV owners can utilize them*!   These stations are not nearly as fast as Supercharging (for all intents and purposes, non-Tesla owners will only be able to charge at 7.2 kW max, compared to the 100+ kW charge rates Teslas can obtain at Superchargers),
Tesla destination charging stations are sprinkled throughout the country at properties and businesses that have partnered with Tesla to install them. In most instances, Tesla provides most, if not all, of the charging equipment for free, and may also cover a portion of the install costs as well. The properties (a good majority hotel and inn owners) cover the cost of electricity and offer the stations as an extra amenity to guests. Most of the time, guests staying at these properties can charge for free as a perk for patronizing that particular establishment.

Not too shabby either

So why should any non-Tesla owner care about any of the above I just wrote about? Well, it turns out that there is a handy little device that can unlock access to most Tesla (non-Supercharger) destination stations!

A month of 2 ago I came across a special for a Jdapter Stub made by Quick Charge Power (link). Use promo code “Jdapter239” for a $160 discount and $239 sale price!), a company in SoCal that makes all sorts of EV accessories.

Their Jdapter Stub allows for non-Tesla EVs to charge using Tesla’s NON-SUPERCHARGER destination charging stations mentioned above. While these destination charging stations have Tesla’s proprietary plug that would normally make it unusable with a non-Tesla EV, the Jdapter Stub allows any EV owner to connect and charge using the Stub, with a couple of exceptions. They are the only company I know of that makes this type of device. Otherwise, I’d post other options.

The JDapter Stub

I tested out my Jdapter Stub on a recent trip to Chincoteague Island in Virginia. Looking at my charging options, I noticed that there was only ONE location on the whole island (or anywhere near it) that had any kind of charging stations, the Refuge Inn. According to Plugshare, it listed the property having 1 Tesla charging station and one Clipper Creek J1772 unit. Based off the positive Plugshare score, I booked the Refuge Inn for our stay.

Upon arriving at the Refuge Inn in my Bolt EV, I found the Tesla station in the parking lot of the property. I whipped out my Stub, connected it to the Tesla charging plug, then plugged it into my Bolt. Within 2 seconds, my Bolt’s charging light turned green and I was sucking down juice in part thanks to Elon Musk/Tesla (Thanks Elon!).


According to my Bolt’s ‘Driver Information Center’, it was charging at a rate of 7 kW, with it bouncing to 8 kW a couple of times.

Not just Tesla electric vehicle charging anymore

Suffice to say, the Bolt was able to max out its peak charging rate using the Tesla station. I awoke the next day to a full charge. The Jdapter Stub was a great success!

***Now I have to caveat my experience by saying that you should always get permission from the property owner before using a Tesla destination charging station (or any charging station for that matter).
While most property owners likely don’t care what kind of EV actually uses these Tesla stations, there are some establishments in existence that enforce a strict Tesla-only policy, and at least one person has actually been towed! However, most hotel/inn owners should be more than happy to let a paying guest use the stations, regardless of whether you actually drive a Tesla or not. The Refuge Inn certainly didn’t care (great place, btw! Indoor heated pool, real close to Assateague Island, free hot breakfast, and friendly staff!).

Also, there are some newer Tesla stations that operate at 277 volts, which the Bolt CAN NOT handle. I believe the Bolt would simply refuse to charge if connected to such a station, but user beware!

Thanks to the JDapter Stub, a lot of additional L2 charging charging plugs are now opened up to my Bolt. If you don’t road trip much, this adapter may be of marginal usefulness to you, but for anyone that likes to travel outside the Bolt’s 238 mile EPA-rated range, is a very useful accessory indeed. ?

Categories: Charging, Chevrolet, Tesla


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150 Comments on "Op-Ed: Charging A Bolt EV At A Tesla Destination Station? Sure You Can!"

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Bro, you made the big leagues!

I have a JDapter Stub, and have used it a few times so far. Works great with my Spark EV.

I was a little worried about the 277V issue. But, after some research I found the following:

Tesla no longer recommends connecting the HPWC to 277V. This is likely because at the top-end of the 10% voltage variance allowed on any circuit even their cars would have an issue. So, the latest install manuals for the HPWC do not list 277V as an acceptable voltage.

Also, Tesla only ever installed HPWCs with 277V at a few supercharger sites because they only had 277/480 available.

And finally, it appears the GM EVs/PHEVs will just refuse to charge if the voltage is out of spec.

Took him long enough, but good to see him finally made it. Congrats.

I’ve heard there are 3 types of Tesla destination charger (HPWC). And that each time a new one comes out the JDapter doesn’t work with it, seemingly Tesla is trying lock them out.

Any truth to this?

Getting to a destination charger and finding it doesn’t work for me would be a big problem.

The latest version includes a digital negotiation mode, but the unit falls back to standard J1772 if the digital negotiation fails. I suppose it’s possible that they’ll release a unit that doesn’t support J1772 negotiation. But, that assumes that the early Model S could be OTA upgraded to speak digitally, which I doubt since it likely involves hardware differences.

Also, my understanding is that they only special thing done in the JDapter is to block the digital negotiation signal. This is to keep that signal from confusing the car, not to trick the HPWC.

Also, the JDapter hasn’t been out very long, so they have definetly not been “chasing” attempts by Tesla to block it.

There are three switches inside the Tesla 2nd GEN Wall Connector (HPWC). Two are DIP switches, and one is a rotary switch.

The DIP switch on the left is for selecting either 208-240 volts, or 277 volts. The 277 volt option is no longer supported by Tesla, and it has been removed from the HPWC owner’s manual.

The second DIP switch to the right is for either the upper “TESLA” position, or the lower “J1772” position. The upper position sends a signal the the Tesla car over the proximity wire. The HPWC waits for the return information from a Tesla car for up to 30 seconds.

We have electronics installed In JDapter Stub(tm) to tell the HPWC that it is ready to charge from a non-Tesla car.

If you are using an HPWC at home to charge both Tesla and J1772 cars, we recommend leaving this DIP switch in the lower position.

The final switch is the rotary one, which is used to select the power in amps.


Tony Williams
Founder / CEO
Quick Charge Power LLC
1780-104 La Costa Meadows Drive
San Marcos, CA 92078
+1-760-798-0342 Office M-F, 9-5

The “TESLA” switch on the HPWC is indeed an attempt to limit HPWCs to Tesla cars, while allowing all Tesla cars to use J1772.

This switch is quite successful in Europe, where most cars have the Menekkes Type 2 plug, including Tesla. That means that most cars in Europe can already plug into a Tesla HPWC, but they won’t charge without our electronics.

(⌐■_■) Trollnonymous

7.2KW charge rate is the max for the Bolt, I wonder if the Mercedes B-Class or the Rav4 EV will charge at 10KW on these things.

At some point *IF* a non Tesla vehicle plugs in and something goes wrong and fry’s either the dest charger or the users car, they will start denying non Tesla use.

They have no way to control it, other than putting up a sign with a stern warning.

(⌐■_■) Trollnonymous

At Squaw Valley CA, they have 2 Dest Chargers. A security guard checks plates and for a tag in the car that says you are a paid overnight guest. If you aren’t both, irregardless if you have a Tesla, you get towed.

And yes there are signs posted.

I meant they have no way to prevent the destination charger from working with non-Tesla vehicles. Physical security is a different matter. But, it’s rare so far.

Just so you know, despite the fact that my old boss said it all the time, there is no such word as “irregardless”.



Bolt EV offers DC Fast Charging capability

Provides up to 90 miles of range in about 30 minutes of charge time

DC Fast Charging stations are available for public use


These are not DCFC chargers though. At level 2 stations the Bolt is indeed limited to 7.2 kW.

“7.2KW charge rate is the max for the Bolt”
That was the statement, that statement is not true.

(⌐■_■) Trollnonymous


I meant to say Maximum AC L2.

But I think most everyone recognizes the 7.2KW as AC L2, but good catch!

(⌐■_■) Trollnonymous

Bruh, the article is about AC L2 charging. I think everyone knows that the DCFC is an *optional* purchase for the Bolt.

“1,008 Supercharger sites with 7,032 Supercharger stations”

They mention more than L2, the poster statement implied Bolt could ONLY do L2.

We routinely see the Bolt charging at 8KW on our network. The GM engineers evidently allowed a faster charge rate if the J1772 station indicates it has the capacity to charge at that rate.

Similarly 2017 Volts charge at 4KW. A faster EVSE is a good thing.

I strongly suspect that the Bolt’s charger is actually just two Volt chargers in parallel. This would explain why both cars can overachieve with 240V available.

I think the actual EVSE to onboard charger take rate is 7.7 (rounded to 8 kW), and the after-losses charge rate is 7.2 that goes into the battery.

Couple things about this article and comments.

Nice commercial for Tony Williams’ JDEC, an advertiser here – or at least this is the only site that his commercials come up on.

RE: 277 volt installations – according to the Tesla Manual the thing will only charge if it senses a Tesla Branded vehicle so in that case a BOLT would not charge at all.

I’ve noticed the ‘8 kw’ charge rate on the BOLT dashboard, but this, like my ELR display, is notoriously OBTUSE (inaccurate). The digital display on the charging dock said I was charging at slightly under 7200 watts.

The rating of the charger in the car seems to be exactly 7200 watts. Not 7200 watts going into the battery, 7200 watts being taken at the cord inlet. An additional limitation is 32 amperes maximum, so it follows that at least 225 volts is required for a maximum charge rate at 32 amperes, 240 volts if you only have a 30 ampere wallbox.

Must have been the older manual for the new HPWC. They’ve since updated it to remove mention of 277V support. And the JDapter still works even if the digital negotiation mode is enabled. I’ve tried it on the newest HPWC. It just takes a little longer to start charging.

I’ve measured my charge rate on my car with a Fluke clamp current meter and it came up at 32A. At 240V that’s 7.7kW. Or at least 7.7kVA. I strongly suspect the PF is near 1.0 because it wouldn’t be allowed to be much off that and still be sold in Europe.

In addition my observed charge rates (in miles per hour) indicate more than 7.2kW.

I just measured 31.7A and 238.1V. Then when I turned on my dryer too and the voltage dropped to 235.2V the current was down to 31.5A.

I have measured 31.9A before, but not today.

238.1V * 31.7A is 7657.8kVA (presumably) kW. This is over 7.2kW.

So as far as I’m concerned I’m going by my own actual test equipment and your EVSE meter is the inaccurate one and you’re the one in error.


Congratulations: You finally caught me in a mistake. I discount the rest of the stuff, but per your observations it is apparent to me that the Bolt charger is taking more than 7200 va when the voltage is high enough. The rest of your statements are inaccurate – I surely trust a GE durastation’s display – somewhat inaccurate though it might be, compared to the amateurish display on the BOLT and ELR, and non-existant on my earlier VOLTS. This is one thing Tesla did correctly – their displays from the roadster on have been quite accurate – the Roadster only lying when heating the battery – whatever silly reason that was. I’m curious enough to purchase a 32 amp wallbox (all I have is a old 30), and try playing with the incoming voltage to see what the limitation of this thing is. Heaven forbid GM mentions what it is in the first place – although there are several places nowadays where you have to take the rating plate with a grain of salt. My hot tub for instance was rated at 48 amperes – maximum – and on other brands a 48 amp rating I measured 48.5 amperes on.… Read more »

I don’t get what’s wrong with the rest of my statements. What is the “rest” that is inaccurate.

I don’t know why you continue to suggest that the Bolt’s meter isn’t accurate (as opposed to Tesla’s). My car would show 8 kW on the dash and be accurate, because that’s what 7.7kW rounds to with a single digit.

To be honest, I didn’t turn my car on and see what it was displaying. I didn’t really care to because my goal was to show you your error and looking at the Bolt display clearly wasn’t doing to do that since you already disregarded it.

What was inaccurate is you saying that my test EVSE GE DuraStation is inaccurate. Tested it with different vehicles and it seems to be quite accurate. – The dashboard display IS not to be trusted that closely – 7200 watts drawn from the EVSE per its display occasionally results in 8 kw on the dashboard – and the 8 includes parasitic losses which are never less than 500 watts and usually 1000 so if you get 8 kw on the dashboard display it means that, say 1000 watts is being used by the car, and the charger in the car is losing 500 watts due to self-heating, so therefore, to get an HONEST 8 kw on the display would mean that at least 9500 watts is being pulled from the EVSE. The durastation revealed 7200 watts, which is believable on a 240 volt nominal charger close to the utility’s medium voltage substation, and also not far away from the pole transformer. I know you were chomping at the bit to find something that I’ve said that is wrong since you belabor the point, but my only CRIME is believing GM since all their public literature says it is a ‘7200… Read more »

Yes, of course, any 40 amp capable vehicle can charge at up to 10kW with JDapter Stub.

That includes:

2012-2014 Toyota Rav4 EV (with Tesla equipment)

2014-newer Mercedes B-Class ED / B250e (with Tesla equipment)

Certainly better than using a Blink charger! 🙂 I don’t think I will ever have a need for this though. When traveling I would much prefer DCFC.

I just want Tesla to release an adapter for their superchargers!

It will be a while before we get our model 3… in the mean time let me buy an attachment for our Bolt! I am willing to throw money at you, Musk! 😀

(⌐■_■) Trollnonymous

“Certainly better than using a Blink charger!”

lol, yeah, 2 weeks ago Those things have such a bad reputation.

Is Blink owned by Exxon? Just asking…

lucky for us, blink is on the verge of bankruptcy and has already lifted its fee based membership scheme

I use a couple Blinks that have been around for 3 years and they look like he**, but they still work if you can guess where the Start Charging button is located behind a fogged out cover plate.
Free juice and they are are never ice’d or in use. Because they are way back in the lot and they look like they don’t work.

I agree with Brian that this is good in that it opens up a new groups of charging sites. The destination charger host shouldn’t have a problem with it, unless a HPWC is the only installed EVSE. Then they might want to give Teslas priority.

Remember that most of the time, Tesla approached the host and paid for the install. As long as you’re a paying customer at the host, it shouldn’t matter which one (HPWC or Clipper Creek) you use.

Also useful for Tesla owners who buy a second non-Tesla EV. To charge at home using their NEMA 14-50.

I intend to buy a Tesla in the future, so I’m considering getting a Tesla charger with one of these for my upcoming Leaf.

Can anyone think of drawbacks?

(⌐■_■) Trollnonymous

Look at the cost of the device even with the discount and shop for a low power AC L2 charger in 6.6KW or 3.3KW.
For the cost of the device, you might be able to get a descent AC L2 EVSE.

If you’re up to it, you can save big with an OpenEVSE. I built several of those for other folks.

There’s no point in doing that. Right now it’s cheaper to get a JuiceBox 40A than a Tesla wall connector and adapter.

Get a JuiceBox and then just use the J1772 adapter on your Tesla when you charge your Tesla. With the LEAF it’ll just work unmodified.

Or heck, install a NEMA 14-50 socket and a Juicebox with NEMA 14-50 plug and then when you get your Tesla you can just hang your included charger on the wall and plug it into the 14-50 plug and not use any adapter.

Drawback: a Tesla home Charger can only charge Tesla cars. A J1772 unit like Clipper Creek can charge all EV’s. Since most homes can only go 40 amps for a 30 amp unit or require expensive electrical upgrades, to have a Tesla home Charger is not an advantage. Thanks

Is there an adapter for the Bolt to plug into NEMA 14-50. The situation is that at the Borgota Casino in Atlantic City they have 2 NEMA 14-50 chargers and 4 Tesla Destination charges. My Chevy Bolt charging cord will not fit in either. What would be the best adapter to get and why.

(⌐■_■) Trollnonymous

Gotta give props to Tony Williams on the work him and his team did on the JDapter Stub (Tesla Charge Station Adaptor)”.


Thank you!

Tony Williams
R&D Manager / Founder / CEO
Quick Charge Power LLC
1780-104 La Costa Meadows Drive
San Marcos, California 92078 USA
Twitter: QCPower
1-844-387-2787 ext 701
1-760-798-0342 office, M-F, 9-5

what a great adapter. I also just ordered one. I talk to many Hotels and they have not idea they can’t use the Tesla charger for any car except the Tesla.

You can also just have one of the Tesla chargers changed to a J-1772 plug on the cord by EVtucon if you own the Tesla charge location of course. Once I explained the issue I’ve had a few hotels do just that for about $150 orless.

(⌐■_■) Trollnonymous

I sure hope you told them to use the J1772 that’s capable of 80A instead of the most common less expensive 32A or 40A.

Using the Later on an EVSE that can spit out 65-75A may cause damage and/or fire if a vehicle that charge at that rate plugs in.

Sorry, that’s not how it works. The car is signaled via the pilot signal wire to PULL up to a certain value.

The car should not exceed that value.

In addtion, no J1772 equipped automobile sold in North America will PULL more than 40 amps.

Most are either 28-32 amps, or 16 amps.

Yes, Tesla charge stations are capable of up to 80 amps, so you are VERY safe only pulling 40 amps or less with your J1772 equipped car.

Could you please explain this a little more?
Can you do this on a Tesla home charger?
What’s EVtucon?

(⌐■_■) Trollnonymous

I think they meant “Tucson EV”.

The Tesla wall charger has already been on the market with the modified whip end to J1772…

The auto sensing of the input voltages are pretty cool on this EVSE.

Yeah you can use a Tesla High Power Connector with any other car and the JDec because that is what you are doing in public. You don’t have to power the thing at 80 amps – you can throttle it way down to whatever size ckt you want to run by flipping the dip switches under the cover to the maximum charge rate you want.
Any Bolt plugged in won’t go over 32 amps anyway, any GEN 1 GM product wont go over 15, and a new Volt wont go over 16. Same for the prius prime, and most other PHEV’s which have rather wimpy chargers in them.

The maximum charge amps for each car:

16 amps or less:

Nissan LEAF (2011-2012), Chevy Volt, Chevy Spark EV, Toyota Prius Plug-In, Ford C-Max Energy, Ford Fusion Energy, ZERO motorcycle (2015 and newer with J1772), Brammo motorcycle, Smart Electric Drive, Ford C-Max Energi, Karma Fisker, Mitsubishi iMiev, Cadillac ELR, Porshe Cayenne S-E, Porsche Panamera S-E, Honda Accord Plug-In.

30 amps:

Nissan LEAF (2013 and newer at 28 amps, howeverLEAF-S remains at 16 amps), VW eGolf, Kia Soul EV, BMW i3 and i8, Ford Focus Electric, Fiat 500e, Honda Fit EV, Fiat 500e

32 amps:

Tesla Model 3 – standard range 220 miles
GM-Chevrolet Bolt EV

40 amps:

Tesla Model 3 – long range 310 miles
Tesla Model S (model years 2012-2015), plus the following two Tesla powered cars; Mercedes B-Class ED and 2012-2014 Toyota RAV4 EV

48 amps:

Tesla Model S, (2016 and newer)
Tesla Model X

70 amps:

Tesla Roadster (requires adaptor and latest firmware)

72 amps:

Tesla Model X (optional)
Tesla Model S (2016 and newer optional)

80 amps:

Tesla Model S with optional “twin chargers” (2012 – 2015)

Tesla HPC would charge my 2011 Roadster at 70 amperes with no adaptor, and without the latest firmware which was updated a couple years after my purchase of the vehicle. I know this because the North York Tesla Store and the Mississauga Service Center both had them and my Roadster directly plugged in, and drew the full 70 amperes.

I was also under the impression the Chrysler Pacifica PHEV had a rather large charger, around 6.6 kw.

I should have said the charge current limitation on the HPWC was not a dual-inline-package ‘dip switch’ but rather of the rotary variety. But my main point still held that the current was configured to the owner’s desire.

My friend Brian’s 2012 Leaf (3600 watt max) will draw over 18 amperes at a public charger. I know this since he has confirmed it at a new durastation that indicates the current, and also at an old dual ChargePoint where, I was charging at 2950 watts due to my ELR’s FIFTEEN (not 16) ampere limitation – the j1772 jack in the car is only rated for 15 amps. Meanwhile, he’d be drawing the full 3600 watts, but that’s obvious because the car is Japanese and mine is not.

$400 to charge at 6.6kW rate.

And tick off the property owner and customers! Yea!


Actually it’s only $239+tax and shipping with the promo code.

And who’s getting ticked off? Not the property owners, since they for the most part don’t really care who is using the stations as long as they are paying guests. Only people that could be ‘ticked’ are entitled Tesla owners that don’t like seeing non-Teslas use “their” charging stations.

Again bro1999, if you have evidence of this, you should bring it to the attention of the inhabitants of the Tesla Motors Club forum! Let them know that as a fellow EVer their behavior is not cool. I’ve seen you on that forum a number of times and have noticed a considerably less strident tone on your part.

Is it because you believe they wouldn’t put up with the nonsense you display here? Ala Glenn Beck, “I’m just sayin'”.

What nonsense? Saying non-Tesla owners should be able to use Tesla destination chargers? To say the contrary is nonsense!

This will blow your mind. I’ve used my JDapter at a Tesla service center. I did ask them before I plugged in. They didn’t care and a couple of them were curious to see the adapter work.

No company with half a brain would say no to a potential customer charging just based on what kind of EV they have.

Most of the destination charger owners likely don’t even realize that Tesla uses a proprietary connector. Kinda like how I have to explain to people all the time why I can’t charge on the superchargers.

Yes I’ve seen plenty of comments from entitled Tesla owners regarding the possibility that other cars will be able to use ‘their’ chargers and how it will spoil things for them.

Some of the worst examples even bemoan the prospect of Model 3 owners in large numbers clogging up the network.

Hopefully when it comes down to it they will accept reality rather than start charging wars.

It’s a bit embarrassing (as a Tesla owner) to hear some of the bellyaching.

I’ve officially determined that Tesla fan bois are worse than BMW fan bois.


Why would people be pissed off? I don’t mind when I see a Tesla using an EVGO charger or chargepoint charger. Many of them are installed with partners such as BMW or Nissan…

Heck, I have seen many posts on plugshare of Teslas charging at nissan dealerships when they were in need of a charge.

Better to support EV drivers than to support a partisan divide among fanboys. 🙂


There was Tesla P85 charging at Chademo only station, and Leaf came by (probably free charger). He wasn’t too happy he couldn’t get his fill and that Tesla was connected over an hour. Had he waited 4 minutes, I would’ve been done, but he left after saying something mean about that Tesla.

You know you at least chuckled, since you’ve been Leaf’ed so many times in the past.

A friendly partisan divide would be a healthy sign for EVs. I’m not talking about current divides between EV fanboys and haters, or longs vs. shorts on TSLA. I’m looking forward to someday seeing a Bolt sporting a sticker of Calvin peeing on a Tesla logo.

1_Because we paid for it in the price of the car.
2- Because other brands need to support owners and build infrastructure.
3- Because all the auto manufacturers talk and talk and they don’t build infrastructure and for me that was the reason to buy a Tesla. Bolt is a nice car but without charging infrastructure is just a city car.

You helped pay for the Tesla stations at the Refuge In?? Really??? Where should I mail the check to compensate you for your generosity?


Comes with access to charging network. Helps fund EV future and paves the way for more infrastructure.

Make checks payable to Tesla. 🙂

I think you might be “relieved” to know that a significant portion of JDapter Stub owners are also Tesla owners, like me.


…plus, Tesla isn’t the only company putting in charging equipment.

Certainly, Nissan has spent many millions of dollars, and to a lesser extent, BMW and VW have, too.

VW will pay a LOT more in the future, with the payments related to the diesel scandal… at least 2 BILLION dollars.

I have a feeling that Tesla owners, like me, won’t have any problem using our J1772 to Tesla adapter (that comes with every Tesla) at charge stations paid for with Other People’s Money (OPM).

In addition, I really enjoy using the $450 optional CHAdeMO to Tesla adapter at over 16,000 DC fast charging stations worldwide, of which thousands of those were likely paid for by Nissan. Thousands more will be paid for by VW in the future.

Tony I am glad you brought that fact up about the chademo adapter and Nissan and other companies having a charging network.
Bill Hensley from mainejust took a long trip to Virginia and used the chargepoint and EVgo stations on I 295 and 95. It is great to see. He is a great guy and his video is on YouTube .

That is bull . lots of bolt owners have driven their cars long distances .

It would solve alot of issues if Tesla just added CCS support to all destination chargers and superchargers

(⌐■_■) Trollnonymous

Destination chargers are AC L2, CCS is DCFC, sooooo……..no they will never be CCS.

Ok, fine. J1772 plugs at destination chargers, and CCS at superchargers. Happy?

Maybe they could install small paddle and large paddle inductive chargers too.

Heck, Tesla barely supports Tesla Roadster owners.

1) no normal Tesla plug upgrade, or adaptor available from Tesla

2) no Supercharger access (which is why our company builds JdeMO for the Tesla Roadster, to allow use of 16,000 public CHAdeMO stations worldwide)

3) They haven’t installed a dedicated Roadster station in half a dozen years, or so

No, it would solve a lot of problems if CCS stations added Tesla supercharger ports.

We have a Winner!

“It would solve alot of issues if Tesla just added CCS support to all destination chargers and superchargers”

No, it would create a lot of problems if slow-charging non-Tesla PEVs start clogging up the Tesla Supercharger network, which in some areas already has waiting lines on busy days.

I see nothing wrong with adding a CCS adapter to Tesla Destination chargers; those are for the customers of certain hotels and stores, so Tesla drivers shouldn’t necessarily have exclusive access, and perhaps not even priority. Correct me if I’m wrong, but for Tesla Destination Chargers, it’s the property owner who is paying for the electricity, not Tesla.

But the Supercharger network was built to help Tesla sell more cars. It wasn’t built as a monument to altruism; its purpose isn’t to let every PEV owner freeload at Tesla’s expense. Tesla certainly should not be expected to provide free electricity for charging its competitors’ cars!

Could you please update the article to show a map of all CCS chargers, a map of Chademo, and map of non-Telsa L2 chargers?

It might be a good thing to add to the article.

In general, the east and west coasts are beginning to have good coverege for long range travel. Some are 24kW chargers though.

In other parts of the US, there are often continuous routes between nearby major cities… but only really useable for long range EVs like the Bolt.

CCS map from plugshare:

The problem with the plugshare map I have, is that it filters off displaying charging locations when you zoom out to the country level.

Plugshare is not great at sharing maps.

I should be able to link to an area with a particular filter but it never seems to work.

Sharing individual stations does work.

I just used plugshare to get a Tesla supercharger map of the the entire USA.

Sorry, thats just not correct.

If you use the web version, look carefully, it says ” zoom in for more stations”

Here’s the Destination Chargers as listed on the Tesla website:


That sounds about right. We are well over 2000 CHAdeMO stations, with over 16,000 worldwide.

I was gonna post a video I took of what a Tesla destination charging station in action looks like (has a cool green light), but I guess I deleted it from my phone. And since I was banned from the main Chevy Bolt EV owners Facebook group (bunch of commies), I don’t have access to the video I posted there anymore.

Haha, as a self admitted Bolt fanboy what did you do to get banned by a bunch of other Bolt fanboys 😀

I think this is great although as suggested make sure you get the ok first!

I’m still not 100% sure (they didn’t even bother to message me saying why they banned me). I posted an article of a GM exec calling Elon full of crap about Tesla’s self driving claims. One of the admins deleted my post.
Then someone else made a post questioning the deletion of my original post, to which I responded with a few choice comments (mainly memes and gifs). Next thing you know I am banned.

I think one of the admins is actually a secret Tesla fan and doesn’t like anyone posting anything critical of Tesla/Elon….even when it’s GM/Bolt related! In a Chevy Bolt Owners group! Are you kidding me?

So I started my own FB group of REAL Bolt owners/fans. Despite being only 20-something people currently, I’m pretty sure it already has more actual Bolt EV owners than the main Bolt owners FB group. Lol

Two of the admins are i3 owners. From what I read, they are tired of immature people posting memes without useful contributions.

Very enlightening!

Probably not a great place to spend time at then. I can understand the emotion, but banning people is rather silly (except for spammers or gross abuse). No point in creating a Disney like “Safe Zone”

I accept comments at my blog even if they are critical of my posts or comments, I really only filer out spammers.

Yep, that’s why I started my own Bolt owners group on Facebook. With REAL Bolt owners, not Tesla fans bored waiting for their Model 3 or people that will never buy a Bolt. If you are a Bolt owner or fan, join up!

(⌐■_■) Trollnonymous

ay, jus keep being you bro!

@Brian R:

THANK YOU VERY MUCH for this article!

I think this is the first time we’ve seen an article from anyone actually using a Tesla Destination Charger. How wonderful that you were able to use it even without driving a Tesla car!

And Kudos to Quick Charge Power for making the adapter!
🙂 🙂 🙂

Also, Quick Charge Power made the CHAdeMO kit for the RAV4 EV I believe. I’ve seen people using those in Sacramento and they seem quite happy with them. You do have to pop the hood to use it though, a little funny seeing a power cord sticking out of a hood with no one there.

See picture 9 of 9 at this station for example.


Yes, we build DC charging components called JdeMO for the 2012-2014 Toyota Rav4 EV (with almost 200 sold out of a fleet of 2538) as well as the Tesla Roadster.

We are working on the Mercedes B-Class ED / B250e.


Tony Williams
Founder / CEO
Quick Charge Power LLC
1780-104 La Costa Meadows Drive
San Marcos, CA 92078
+1-760-798-0342 Office M-F, 9-5

Yes Brian R. is awesome!

Hehe, you might be just slightly biased in your assessment.

I’ve considered buying one but the 277V thing freaks me out. It would be very useful in Tahoe (see mention of Squaw Valley above) where Tesla destination chargers are plentiful and nothing else is (AC or DC).

But I hear that (and my experience backs it up) that recent Tesla destination charger installations at hotels and such tend to have J1772 installed too. So I’v been been hoping there will just be more J1772 rollout.

Hearing that the Bolt protects itself from 277V makes me consider buying one again.

I posted details in the first post. Suffice to say, you’re extremely unlikely to encounter a 277V destination charger, and the car would just refuse to charge even if you did.

I do appreciate the details, but extremely unlikely isn’t good enough. I can’t risk an extremely unlikely case of blowing up my car charger.

If the car will save itself then that is good enough. I feel I can risk an extremely unlikely case of not being able to charge at a station I haven’t tested before.

Tony advised me to carry a volt meter to make sure the station is nota 277V station.

How would you test it with a volt meter? Power isn’t passed until negotiation completes.

You could buy one of these, which must be able to simulate J1772 negotiation:


I reached the same conclusion. To test the stations would require disassembling them and I wasn’t willing to do that. Which is why it’s great that the Bolt protects itself against 277V. That means I don’t have to measure them.

Yes, you are completely safe with the Bolt, and many other EVs which are either approved fro 277 volts (like the 2012-2014 Toyota Rav4 EV, and the Mercedes B-Class ED / B250e), or it just simply won’t work because is slightly over the 264 volt maximum threshold (240 volt plus 10%).

Tony Williams
R&D Manager
Quick Charge Power LLC
1780-104 La Costa Meadows Drive
San Marcos, California 92078 USA
Twitter: QCPower
1-844-387-2787 ext 701
1-760-798-0342 office, M-F, 9-5

Most of the Tesla Destination chargers are also paired with a Clipper Creek HSC 60 more than adequate for other EVs and no adapter required. I installed two such setups in my area.

Those are the recent stations. When they are mounted on a post they have the J1772 on there too (often).

But for example I went to a hotel in So Cal with two destination chargers and only one had a J1772.

It appears to me the posts used are Clipper Creek posts. So maybe Clipper Creek throws in an EVSE with the posts when they are delivered?

Good to see TEsla supporting Clipper Creek,a US based company.

Clipper Creek made the commercial EVSEs for the Tesla Roadster. These were installed on I-80 in California between Oakland and Sacramento (in Vacaville) long ago. Later they changed out the cords to J1772 so other EVs could use them.

Had no idea Clipper Creek made the Tesla units!

Only for the Roadster, called a TS-90 (70 amps).

It’s identical to every other CS series Clipper Creek, except the plug.

And now a comment from a so called “entitled” Tesla owner. Tesla destination chargers are not a free public resource. Why should all EVs be allowed to use the Tesla charging network for free? Did non-Tesla owners pay for the network? No? The money we “entitled” Tesla owners handed over to Tesla for our cars paid for this vast network. It is part of the cost of ownership.

I for one have no problem with non-Tesla cars using the fantastic charging network that Tesla built with our money, but I think you should pay for the use of the charging network just as us “entitled” Tesla owners have. That way the network can be expanded even more with your dollars. If this is not done you can bet technology will be rolled out that enables restrictions on these low power destination chargers rendering your adapter useless. Currently you cannot plug into a Tesla supercharger or their new urban lower power superchargers without the car authenticating with the charger. The same could easily be done for these lower power destination chargers.

Isn’t Tesla given a free plot of land by the business owner to install their Destination charging stations?

Tesla just covers the equipment cost and in some cases a one time installation. The property owner pays taxes on the plot of land and for electricity used by customers. Many states and cities offer tax breaks for EVSE installs as well which either Tesla or the business owner would have received for the install.

So by going to the place of business and paying for a meal or service there, and paying state or local taxes on that service, a user of this adapter would in fact be helping to pay for the cost.

Sure, it is a tiny contribution… but yours is too! 🙂

(⌐■_■) Trollnonymous

“Isn’t Tesla given a free plot of land by the business owner to install their Destination charging stations? ”

Sure, but without Tesla and their customers that’s all it would be, a plot of land.
Will you or any other non Tesla owners like to pitch in to deploy these types of chargers?

Which brings me to an idea. Maybe someone COULD get some EV owners to pool together and get some AC L2 10KW EVSE’s deployed.

I actually tried in our parking garage (to add a few more) but they (garage managers) said no. Not even if we EV owners paid for them.

I would indeed! I would personally be willing to put hundreds of dollars towards adding just a few charging stations between Dallas and Houston! I wish there was a non-profit of some kind I could go through.

People have to stop at an RV park to charge or drive out of the way to Austin or college station because there are no L2 or DCFC stations on 45 for about 250 miles.

(⌐■_■) Trollnonymous


I am going to contact them to see if they can contact our garage facilities group. We’re willng to fork out enough for either 3 JuiceBoxes or 5 OpenEvse’s both 40A. Just hope their willing to get the wiring piped in.

That’s a near program.

Personally I’d rather adopt a fee-based EVSE. They can even keep the money. But free chargers are just abused too often. I feel like I’d enable more new uses for EV owners instead of just constant use by money-spongers if the EVSE costs something to use.

Property owner pays the electricity costs, not Tesla.
I pay to stay at the property, not Tesla.
Property owner decides whether I can use the Tesla station, not Tesla.
I don’t see what the provlem is here?

Any destination charger at a hotel or such is not Tesla equipment/infrastructure. Tesla gives them a free charger and often pays to install it. It is owned and operated by the hotel. They pay electricity, maintenance, lease (if applicable) on the parking spot. And the hotel does this to get more business.

You think the hotel cars if the business comes from Bolt owners instead of Tesla owners? Nope.

This isn’t like Superchargers. It’s basically like when you put your J1772 adapter on to charge. Surely you don’t feel like you’re slighting a non-Tesla owner if you do that at hotel, IKEA, etc.

What you say certainly applies to Tesla Superchargers, but you appear to be completely ignoring the very important distinction between Superchargers and Tesla Destination Chargers. For Supercharger stations, Tesla generally owns or leases the land, and Tesla pays for the electricity. Contrariwise, for Destination Chargers, another business (typically a hotel) owns the land and pays for the electricity. It’s the hotel owner who decides who can, or can’t, use the Destination Charger. On its website, Tesla advertises “Become a charging partner” for its Destination Chargers. If Tesla views the hotel or other business as a partner, then shouldn’t that partner have at least some say in who uses the system? Tesla says its first two installations are free, implying that beyond that, the property owner has to pay for the system. And I see nothing about who pays for installation; presumably Tesla negotiates with the property owner over who pays what fraction of the installation charge. Since the hotel (or property owner) bears much or most of the expenses involved, including paying for the electricity, it seems to me that the property owner should have at least some say in who can or can’t use the system, and that would… Read more »

The thing that gets me with the entitled owners is that they have no issues with using adapters for the their car to use other networks.

Yep, they conveniently don’t mention that part.

Yep, AC and DC charging for Tesla:

1) J1772 adapter is included with EVERY Tesla purchase

2) CHAdeMO adapter is optional for $450

That’s fair. Then Tesla owners can stay off non-Tesla chargers. I’ve twice been blocked at public chargers because a Tesla was using it is a parking space, not even plugged in. Or with their massive batteries, plugged in all day, so I was sweating it to get enough juice to get home.

Yes and they are alway talking about how great their network is and they should use it. Especially when they will have 72 kw urban chargers coming too. I had a Tesla owner on plug share send me a message because I was using a level 2 chargepoint Charger at Walgreens he wanted to use when they have super chargers at Mount Gilead Ohio and grove city Ohio he could use going to Cincinnati Ohio .

Kevin: “…And now a comment from a so called “entitled” Tesla owner. Tesla destination chargers are not a free public resource. Why should all EVs be allowed to use the Tesla charging network for free? Did non-Tesla owners pay for the network? No? The money we “entitled” Tesla owners handed over to Tesla for our cars paid for this vast network. It is part of the cost of ownership….”

Seeing as I spent $120,000.00 for a Roadster, I feel that entitles me and my friends to use the “tesla Network” of Destination Chargers.

Kevin you are going way over board . I don’t have any problem paying to use the supercharger . You assume that non tesla cars want it for free. Most of this thread is about using destination chargers not superchargers.
Tesla made adaptors so tesla can use level 2 stations meant for non tesla ev’s so I do not see a problem with using the destination charge with the adaptor. As long as you are paying to stay there or get permission from the owner.

The adapter is a nice piece of gear to have for traveling, and I wouldn’t be without one on a trip. That said, the Bolt would have charged with equal success and speed using the J1772 plug on the Clipper Creek unit installed at the same location, with no adapter required. Having the adapter would have allowed the Bolt to charge, however, when it otherwise wouldn’t have been able, if the Clipper Creek was in use by another vehicle. Most establishments will have these EVSEs installed such that they are supplied by the same circuit, and output may be limited when the pair are used contemporaneously.
Credit is due to Tesla for adding the hardware to supply J1772 plugs as part of their outreach in developing the network of Destination Charging.

Forgive me, but what makes this an OpEd, while stating that legacy automakers are deceiving with electric offerings is NOT an OpEd? 🙁

Is the ability to do this in question? The legality of it? This seems like a factual statement story and the other one seems like an opinion.

Apologies if I sound ornery, I’m having a rough week!

I, too, was wondering just what makes this an “Op-ed” when it seems to be a rather straightforward user’s report, without any subjective opinion involved.

On the other hand, the article does make a recommendation for a specific product, and even suggests how to save money on the purchase. Since InsideEVs has a policy of not accepting money for publishing any of its articles, perhaps the staff thought it best to run it as an “op-ed” to put some distance between InsideEVs’ usual policies and what appears to be an advertisement for a specific product?

Just to be clear, Brian doesn’t work/represent InsideEVs. He emailed about a review he did talking about his Bolt EV charging at a Tesla destination charger.

We thought it was an interesting story that readers would enjoy…and if he wrote something up, we would put it out.

I don’t want to post his private email to us without his permission, but it didn’t have any specifics on the outcome or products used…but once Brian submitted it, we saw it involved the JDapter, so we thought it best to keep as much professional distance as possible, and kept with the op-ed tag.

So just to be clear: InsideEVs did not receive any compensation for this article, nor did we set-out to promote this product using this story (it’s not something we do). The story was developed independent of us, and came to us completely organically.

To add, if there were other adapter options available, I would have included them, but QCP is literally the only company that makes such a Tesla->J1772 adapter.

What’s the story with this guy selling what looks to be the same adapter, as well as some other interesting stuff?


From talking to the owner of QCP, the guy running that site was a parts supplier for QCP and decided to sell the JDapter Stub on his own. QCP owner said it wasn’t worth his time to pursue legal action.
Anyways, the QCP Stub is the “official” one.

More importantly though: did you guys buy that Model 3? Lol

No, our recent NIO EP9 acquisition has left us a bit short this month

I tried to order A Second Tesla Model 3 for the IEVs team, but the Craigslist posting today was for just One Only, sorry ’bout that.

…appreciate the effort though, (=

We should have a Quick Charge Power staff car Tesla Model 3 this spring.


Ah that makes sense Jay, thanks for chiming in!

1166 CCS stations in the US:

Since the article fails to mention it, there are something like 13,000 L2 J1772 across the US.

Yes, and I think 4000-5000 HPWCs, with a promise to double that soon.

All charging cables and adaptors are horrendously over priced. I made my own. Took me 1 hour and cost NZ$150.

FYI, This adapter is also available from UMC-J1772.com and EVSEadapters.com – the latter also makes an 80 amp version for those few cars that can handle the extra juice.