ClipperCreek CP-50: Charging Station Installer’s Best Friend


As electric vehicle adoption continues to accelerate, so does the need for EV charging infrastructure.

I’ve personally installed a couple dozen EVSEs in the past eight years, and I’ve always had my EV with me, so I could test the unit to make sure it was working before I left.


However, most installers don’t have that luxury. Most of the time a new EVSE is installed, the technician leaves the site without knowing for sure if the unit is operational.

Testing the line voltage

In fact, since I know many of the electrical contractors in my area, and they know how involved I am in the local EV community, I’ve had a couple call me when they were installing a new EVSE. They asked if I could stop when they were finished, and plug my car in to and verify that the station indeed worked.

This isn’t the first EVSE tester I’ve heard of, but it’s probably the best I’ve seen so far, considering its diagnostic options and size.  In fact, ClipperCreek has had a less sophisticated product on the market for a few years now, the CP-15.

That unit was pretty basic and only verified the power was available and it could simulate a line fault. The new CP-50 offers more options for the installer to test and is still very compact, yet well made, as is all of ClipperCreek products.

Testing both the line voltage and the proximity resistance

From the ClipperCreek Press release:

CP-50’s primary functions include:         

·         Verifying EVSE operations without a vehicle

·         Simulating vehicle connected and charge requested

·         Simulating CCID charging fault to ensure EVSE safety circuitry is functioning properly

 Pair the CP-50 with a Digital Volt Meter to:

·         Measure incoming service voltage, each line to ground and line to line

·         Verify SAE-J1772™ connector proximity switch resistance is within specification range

·         Conduct advanced cable/connector troubleshooting

Pair the CP-50 with an Oscilloscope for:

·         Easy access test points to view SAE J1772™ pilot signal at various states (i.e. vehicle connected, charge requested)

The CP-50 costs $250 and is available to purchase from ClipperCreek Website.

Categories: Charging

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10 Comments on "ClipperCreek CP-50: Charging Station Installer’s Best Friend"

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My favourite besides the Tesla chargersr is Chargepoint.

Nothing but the best.

Reading reviews of the ChargePoint EVSE, I’m seeing that it (1) doesn’t charge your car if your Internet connection is down (2) has more than one review of receiving an EVSE without the proper cabling and (3) doesn’t support the industry-standard NEMA 14-50 plug. Hmmm… I’ll stick with Clipper Creek, thank you.

Reminder: ChargePoint is also the company that was trashing Tesla’s charging network publicly.

Just buy the “hardwired” version and add your own 14-50 pigtail. (This also lets you have a longer cable than the ridiculously short one they include with the “plug-in” version — a problem not unique to them, since it derives from NEC recommendations. Clipper Creek’s are also very short.)

As far as NEMA 14-50 being the “industry standard”… eh, sort of, I guess, in a way. But not really. There are a LOT of EVSEs that come with 6-50, like the ChargePoint. Few if any EVSEs use the neutral internally, so 6-50 is a logical choice; but 14-50 might be more widely available, because of the RV thing. Anyway, yeah, things seem to be heading in the 14-50 direction nowadays, but the choice wasn’t always so obvious.


Actually…. “charger” is a poor term for EVSEs. Tesla calls them “connectors” which is accurate. For AC power, chargers are located in the EVs and the EVSEs only supply AC power to the onboard chargers.

I have always a great luck with Clipper Creek. They really stand behind their products.

I just wish they would offer a portable 120/240 auto switching unit. Then I could have one EVSE for all my needs (work charging and home charging).

I have an electrician at my home to run a new 50A circuit and install the Clipper Creek HCS-50 today.

Looking forward to being able to charge my Bolt faster than the GM included 120V 12A unit. 🙂

The voltmeter should really be integrated in the test unit and the unit should be able to load-test the circuit. Perhaps an inline test unit would work best in combination with an EV.

Also the instrumentation in most EVs is just terrible, does not indicate the actual line voltage and current offered by the EVSE and the one drawn by the vehicle. Wonder what part of “electric” wasn’t clear to the manufacturers…

That’s a good point, a DVM module is awfully cheap these days. Clipper Creek makes quality stuff, and has for a long long time. Certainly an electrician has a volt meter, but why not just include the volt meter module in this product?