Chinese Tesla Model 3 Spotted With Proper GB/T Connector

JAN 3 2019 BY MARK KANE 30

Tesla to comply with CCS in Europe and GB/T in China

Tesla sends some first Model 3s to China (customer deliveries are expected later this year) and almost immediately an enthusiast noticed the additional GB/T DC charging inlet.

Tesla adds GB/T in the case of newer Model S and Model X, since late 2017, to comply with the nationwide Chinese standard.

Kelvin Yang wrote:

“Model 3 with China GB charge ports spotted running around, likely testing compatibility with public charging stations”

In Europe, Tesla is switching to CCS DC Combo charging inlet to improve its compatibility with charging infrastructure.

The question is when will Tesla decide to make possible DC fast charging from CCS1 (SAE J1772 Combo) in North America? Taking into account GB/T in China and CCS2 in Europe, it should be expected, especially since CC1 installations are on the rise in the U.S.

Tesla Model 3, Model S, Model X and Superchargers with GB/T in China

Tesla with GB/T charging inlet
11 photos
Tesla with GB/T charging inlet Tesla with GB/T charging inlet Tesla Supercharger with Chinese GB/T DC charging plug Tesla Model 3 with Chinese GB/T DC charging inlet (Source: Kelvin Yang) Tesla Model X with Chinese GB/T DC charging inlet Tesla Model X with Chinese GB/T DC charging inlet Tesla Model X with Chinese GB/T DC charging inlet Tesla Model X with Chinese GB/T DC charging inlet Tesla Model S with Chinese GB/T DC charging inlet Tesla Model S with Chinese GB/T DC charging inlet

Categories: Charging, China, Tesla

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30 Comments on "Chinese Tesla Model 3 Spotted With Proper GB/T Connector"

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Hoping the US gets a DC Combo port as well (or at least an inexpensive adapter). Supercharging is relatively good for road trips, but in urban areas (e.g., here in LA), DC Combo stations are much more prevalent.

I know of folks who have Model 3’s and live in apartment buildings without EV charging, and they rely on a combination of public charging, workplace charging, and Supercharging. Most public L2 stations have an output of about 6 kW, so it takes more than an entire work day to refill Model 3’s 80 kWh battery.

I hate to say it, but if they can’t charge at home or work, they shouldn’t be driving EV.

I tried an experiment of just using public charger for a bit, and it was horrible. Not only are most L2 more expensive than home and take forever (only so much time you can waste at the mall), but cheaper ones are almost always taken. Free L2 is essentially impossible. DCFC is clogged with free chargers, sometimes waiting hours just to plug in. I can’t understand why anyone would put up with EV if they can’t charge at home/work.

A supercharger close to your work/home would make this feasible. No problem with availability, and fast enough to make it OK if you don’t drive too much every day. But still more expensive than at home.

no, it does not. Superchargers are meant for OCCASIONAL chargers, not daily. That is how you ruin your battery.

Not at all. Using the supercharger all the time doens’t really affect your batteries life. The cars charge mostly at <1C at the supercharger so it is in reality pretty slow.

So going to a supercharger every other week (or once a month if you live in a city where cars are not used that much) would be doable for lots of people. Especially if you like me live 10 km from a supercharger in an area with stores so you could combine it with normal shopping. 😉

The Supercharger network was never intended for everyday charging. Tesla has been very clear on that. It is intended to support long-distance travel only.

If you’re using the Supercharger network for everyday charging, then you’re hogging the system, and clogging it up, making it less useful for everyone driving a Tesla car. (See “The tragedy of the commons”.)

As “BoltEV (was SparkEV)” said: If you can’t charge up at home or at work, then a plug-in EV simply doesn’t fit your lifestyle, period. That’s not being cold or callous, it’s just being practical.

(⌐■_■) Trollnonymous

and sometimes when you get to the L2 stations one or more may be offline/dead.

I agree with you.
Multiple studies have shown that we need the majority of EV charging to occur during the off-peak time (normally, nighttime). If not, then we will have MAJOR issues with our grid/poer plants.
What is needed is to require that all new residential buildings build in level 2 chargers, and that within 5 years, all rentals have it for each tenant.

What is needed is to require that all rentals provide tenants 240V charging, if they do not currently have 120V, by 5 years.
In the mean time, if a tenant asks, then the landlord MUST provide 240V.

THis is needed far far more than pushing for so many public stations.

Yup. I’ve read that some municipalities in California are already requiring that new apartment buildings come with EV chargers in the parking areas. But we need at least State laws to mandate that; asking for a Federal law is probably asking too much.

What do you propose for everyone who currently parks on the street?

All these multiple connector configurations inevitably means Tesla going to a more conventional charge port door, rather than embedding something in the tail light assembly.

Much more parctical, especially in winter weather.

The Model 3’s charging door is pretty big. Many expected it to support other standards since it was so much larger than the standard Tesla port. I’m sure they designed it from the beginning for multiple markets/standards.

I really would like to see Tesla have a CSS1 and Chamo and a Chinese charging port on the same car so you never have to worry what charging station you are at or worry about lugging some big cable around that could get stolen.

driving between the US, Japan and China doesn’t seem like a huge market.

Indeed! I’d love to see a worldwide universal EV charging standard, but there aren’t going to be a lot of cars sold in China traveling to either the U.S. or to Japan, or vice versa.

There is one. It’s called CHAdeMO. It’s internationally supported and also bidirectional. But some cheapskate company decided to go with a single connector with a lesser protocol and make it different on each market.

I really think that there are some very powerful people waging war angst CHAdeMO.

I really think Tesla should go for adding a CSS regional 1 and a CHAdeMO charger for the American cars.

I remember hearing that China wants to merge CHAdeMO with the Chinese standard.

CHAdeMO is basically the only connector that doesn’t support AC charging, which is why everyone has been looking for alternate solutions even though CHAdeMO was first by a long shot.

(⌐■_■) Trollnonymous

It would be preferred that ~IF~ Tesla adds a CCS port here in the US, put it close to the front. Most (if not all) public CCS DCFC’s wil be located in the front of the car.

no thanks. Not worth the money. And no reason to change it from their current location.

Do Not Read Between The Lines

It’s closer to the rear than front driver fender ports are to the front.
Only angle-parking CCS chargers, or passenger-side parallel would be a problem with the current set-up. That’s unusual.
Otherwise, you can just pull in forwards or backwards as required.

One thing that EV advocates and enthusiasts are never, ever going to agree on, is the proper placement of the charge port.

There are good arguments for the left rear; there are good arguments for the center front. I’ve even seen an argument for the right rear, and I don’t mean just for right-hand-drive countries.

I suppose we could advocate for multiple charge ports on the car, but I’m not sure that’s worth the expense.

@Pushmi-Pullyu: Mildly interesting trivia:
– The Tesla charge port is in the same side in LHD and RHD countries;
– The Audi e-Tron has AC charging ports on both side (one side CCS2, one side Type 2)

I’m confused. I thought the whole point of CCS was to have one port on the car that could take both the DC fast charge connector and the backwards compatible L2 connector, which is why it was installed on the European Teslas. Now, here in China, it looks like we’re back to two ports on the car, as is done on Chademo vehicles like the Leaf and Soul EV. And what happened to Tesla’s native connector? I thought all Tesla’s world-wide were going to have the native Tesla connector with dongles or adapters for other standards. Surely that would be a cost saving to Tesla….

CCS1 and CCS2 make the most sense from the logistical point of view (one port which can handle everything from a standard power point to a 350kW DC fast charger).

The China situation is sub-optimal, and I expect Tesla is only doing it because it is a massive market and that is their declared national standard.

Tesla’s native connector is only in North American and Japan. It’s only a custom connector because at the time of the launch there was no standard that was fast enough for the charging speeds they wanted to offer.

China has its own government-mandated proprietary charging protocol. I guess that is what GB/T is? CCS isn’t the Chinese protocol.

Looks like China mandates that all plug-in EVs be equipped for the Chinese standard, even when — like the Tesla Model 3 — something better is available. But that’s a good thing; it means the car will be able to charge at native EV chargers in China, at locations where there is no Tesla Supercharger.

Adapters can be problematic. At best, they add a possible mechanical failure point. They can be especially problematic in freezing weather. Having two separate charge ports on the car eliminates the need for an adapter, and increases the car’s utility.

There are no Superchargers in China only Tesla branded GB\t chargers.

Tesla from the very start is usin three different plugs for three different markets by their own choice.

The panel gaps around that charger are pretty bad.