ClipperCreek Launches 15.4 kW HCS-80 Charger

MAR 22 2018 BY STAFF 29

ClipperCreek now offers a 64 Amp EVSE for residential and commercial applications.

The company’s new HCS-80 is perhaps one of the best deals (for it’s power level) on the market today at $969. There’s not currently another 64 Amp commercial grade system available at such a price.

It can deliver up to 15.4 kW of power, comes with 25 feet of cable, a lock, and includes a three-year warranty.


Visit ClipperCreek’s website to check it out, along with other products. To purchase the new HCS-80, click here.


ClipperCreek releases 64 Amp EVSE for home and commercial use

Starting at $969, this high-powered charging station is the best value on the market.

ClipperCreek, Inc. recently added the HCS-80, a 64 Amp electric vehicle charging station to its HCS line, which delivers up to 15.4 kW of power. This powerful and durable charging station is perfect for EV drivers and fleet operators wanting to “future-proof” their electric vehicle charging infrastructure. Starting at $969, this is the best valued 64 Amp commercial grade EV charging solution on the market today.

The trend for new electric vehicles increasing battery size and driving range on a single charge continues. “As electric vehicle range increases, the vehicle’s ability to accept power at a higher rate is increasing as well,” said Will Barrett, Director of Sales at ClipperCreek, “the HCS-80 offers users more power to get vehicles charged and back on the road faster. The HCS-80 is perfect for fleets, homeowners and businesses who want to install an economical and powerful station that will serve them now and for future generations of electric vehicles.”

This 240 Volt, Level 2 electric vehicle charging station is rated for both indoor and outdoor use. Serving residential and commercial markets, the HCS-80 features ClipperCreek’s “best in class” standard product features, such as a 3-year warranty, a durable and fully sealed NEMA 4 station enclosure, and 25 feet of charge cable. The HCS-80 also supports circuit sharing and restricted access charging when paired with ClipperCreek Share2 or ChargeGuard add-ons.

The HCS-80 is compatible with all plug-in vehicles available today. With 64 Amps available for charging, the HCS-80 is perfect for vehicles that can take advantage of higher power charging. ClipperCreek products are made in the USA, compatible with every vehicle, and NRTL electrical safety certified.

“There has been an increasing demand for durable, reliable, high-powered stations, especially from our fleet customers,” said Jason France, Founder and President of ClipperCreek. “A 64 Amp charging station strikes a great balance between station capacity and electrical infrastructure requirements to deliver our customers high-speed charging at the best possible value.”

Features of the HCS-80 include:

  • 15.4kW of power to charge your vehicle quickly
  • 25 feet of charging cable for installation flexibility and superior vehicle reach
  • 3-year warranty
  • Wall mount SAE-J1772TM connector holster included
  • Integrated cable wrap making storing the cable simple and convenient
  • Rugged, fully sealed NEMA 4 station enclosure for installation anywhere
  • Supports Share2 (circuit sharing) and ChargeGuard (access control) options
  • ClipperCreek customers are supported by an outstanding customer service team
  • No assembly required
  • Made in America
  • ETL listed, electrical safety certification

For customers desiring access control, ClipperCreek offers ChargeGuard, compatible with the HCS-80. ChargeGuard is a reliable key-based access control solution designed for fleet, workplace, multi-tenant, hospitality and residential charging applications and is a $78 option. For customers desiring circuit sharing, ClipperCreek offers Share2, when paired with the HCS-80 Share2 allows two HCS-80 stations to share the power from one 80A circuit and is a $184 option.

The HCS-80 is available for purchase immediately at or by calling the ClipperCreek customer service center at 877-694-4194.

View a video about Charging Station safety.

View a video demonstrating the durability of an HCS EV Charging Station

View a video of the installation of a hardwire EV Charging Station.

Source: ClipperCreek

Categories: Charging

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29 Comments on "ClipperCreek Launches 15.4 kW HCS-80 Charger"

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(⌐■_■) Trollnonymous

Clearly they are targeting Tesla owners with onboard dual chargers.

I’m only aware of a few others that can charge at 10Kw rate. The rest are 7.2Kw and most are 6.6Kw down to trickle charge at 3.3Kw.

They need to build new cars that can charge at AC L2 up to 20Kw or even more, up to the max that the J1772 can operate safely.

What rate does the jaguar I-pace get on this I wonder

(⌐■_■) Trollnonymous

Thanks for that. I was wondering the same thing. I like the iPace.

19.2kW is the max rate in the J1772 spec. But yeah, it’d be nice if cars could actually do that.

Mine Can 🙂

The Smart ED or the Renault Zoe can do that as well

Only on three phase charges. Which makes perfect sense here in EU. Too bad Nissan, Jaguar and the like don’t seem to understand that. Most of the EU is 3 phase, 25 amps at 230 volts. Why wont they make their cars match that (even as an option). 7kwh charching sounds great, but if it is on one phase, you can rule out most of the EU, and fall back to 3.6 kwh, which is pretty useless.

I too, don’t understand why Jaguar would not make a version completely compatible with continental Europe – however since it is a UK model, and they allow 32 ampere imbalance, the car is just fine for them as it obviously is in North America.

Perhaps if there are large numbers of sales on the continent, Jaguar will come up with a 2 x 16 option that should pacify any euro ruffled feathers. As it is, a 3600 watt charging rate is a tad slow, but for low to medium mileage drivers it will be perfectly adequate for home charging most of the time.

Actually they don’t. The purpose of L2 charging is for overnight or long dwell time charging using the onboard charger. When a car is going to sit for 6,8 or 12 hours, it really doesn’t make sense to put in a charger in the car that will recharge it in 2-3 hours. Shorter dwell times shoud use DCFC. The problem is that most EV enthusiasts think that DCFC is only appropriate when the absolute fasting charging speed is available. While that is true for long range travel, it’s not so clear for other short term dwell situations. Think of stopping at the mall, or the grocery, or the movie theatre for example. Faster charging is welcome, but it doesn’t have to be 150kW to be useful. The challenge is that to get the 100-150 kW DCFC you often need a massive upgrade to electrical infrastructure. Often it requires a very high power, 3 phase, distribution to pull it off. This costs a ton of startup capital if the infrastruction isn’t in place. But a 15-20 kW DCFC can be installed using the existing 80-100 amp circuits that L2 would have used. But instead of relying on each individual car’s onboard… Read more »

Tesla chargers still cost less to buy and are the only cars available now that can make use of the higher power output.

Use case is still having one charger useful for both cars electric with one being a tesla Long range and the secondary car being a local range nontesla

It’d be a curious business decision to sell such a beefy EVSE (that only Teslas can currently max out) without knowledge there are vehicles on the horizon that could take advantage of the advertised charge rate…
Betting that Tesla owners would purchase this over Tesla-produced EVSEs would seem not to be the best bet.

When I bought my station I bought more power than needed knowing i may need it in the future on a different car as I’m not planning to change the charger every 3 years.

Clipper Creek does make the EVSE for many OEM. GM, BMW and Tesla. So, this isn’t surprising that they are offering something that is more “future proof” than other low priced versions.

Back in 2012, a 20A version would have cost me $980. So, in that sense, this is a steal…

I like Clipper Creek and their products are solid. But at this power level, typical households almost need a new breaker panel.

The only reason to use this EVSE is if you are in a commercial setting and want to support higher charging rates on Teslas and you don’t want to install Tesla specific EVSEs. The Tesla Wall Connector is now $500 and it has circuit sharing among up to 4 stations. The Share2 configuration of this Clipper Creek HCS is good. They would then deliver 32 amps to each car when two are actively charging and if a Tesla (or other vehicle that can take over 32 amps) was still charging when another started ramping down, it would get the extra current that the other car was not using.

Oh, one more requirement for this scenario – you don’t need per-user accounting even if charging is free. Many companies need to keep a tally of how much charging each employee uses so that it can be tracked as a fringe benefit. I think that’s the main reason most companies use ChargePoint – they provide the usage data required while also providing access control to limit usage to white-listed employees.

“The only reason to use this EVSE is if you are in a commercial setting and want to support higher charging rates on Teslas and you don’t want to install Tesla specific EVSEs.”

This + a J1772 adapter would also be good if you have a Tesla and a non-Tesla EV at home (Like I plan to have soon)

But my Clipper Creek 32 amp is working just fine for now. 🙂

I need to replace about 10kWh daily. I have an HCS-50 and it would be difficult for me to install a circuit greater than that. Few cars charge greater than 7.2kWh which is more than faster enough charge rate for my daily driving when charging over night.

If this were a 15.4kW DC charger it would be useable (at the full rate) on almost all modern EVs. Instead it’s no better than a 7.2kW DC charger for most EVs.

Why do you think residential DC chargers aren’t more available and inexpensive? Is the circuitry in a DC charger actually that much more expensive? It’s a beefy rectifier and voltage converter, along with some monitoring circuitry isn’t it?

Alternately, is the reason that external DC charging is somehow worse for the battery, even though the AC to DC conversion already takes place in the car?

I clearly must be under-estimating the complexity, otherwise it seems like we would have that by now. Just wondering if others know why.

Small DC chargers for commercial vehicles aren’t made since the cars already have them. Why duplicate the wheel?

As to this CC offering, there are no 64 amp cars other than Tesla which uses the inexpensive HPWC.

I had mused that GM should come out with a BIG BEV that was basically 2 BOLT ev powertrains, one for each axle. If they also double the size of the charger to 64 from 32, then this CC thing would fit right in. Perhaps CC knows something the rest of us don’t. 9 hour recharge time for such a HUGE bev would have to be (120 kwh) at this rate, or thereabouts. And it would meet utility requirements that car charging take the entire ‘after midnight’ time period.

“Small DC chargers for commercial vehicles aren’t made since the cars already have them. Why duplicate the wheel?” Good question. The answer is that the onboard charger rarely matches exactly the available input power. This CC charger is a perfect example. There’s exactly one class of vehicle that can maximize the input power of this charger: Teslas with high/dual power chargers. OTOH a small DC charger with exactly the same input power can maximize the charging of every EV with a DC charging port. Chevys, Nissans, Kias, BMWs, are all among the types of vehicles that cound take advantage of the 15.4 kW of available power that the CC offers if there was a DCFC charger in place instead. Onboard chargers are limited, and rightly so. They should be matched to the pack so that it can be charged overnight or during a work shift. But that should also be it. Frankly all public charging that’s not specifically tied to a home/work situation should be DCFC, regardless of input power. Even if the available power is matched to a 48A circuit. It’s clear to me that the onboard charger should be matched to the pack, but that any public charger… Read more »

I think the reasoning is that this big unit can handle any Tesla (with J1772 – Tesla adapter) while also being suitable for your “other” EV . You know, the one you run down to the supermarket in.

The reason for the high price is all in the bulk of the wiring and other current bearing components. The whole thing ends up being beefier

The 40A (guessing here) contacter in my 32A Clipper Creek EVSE makes a good solid thunk! on activation. The 80A one in this 64A EVSE must be even more assertive, hence large, hence expensive.
Same goes for the 25′ cable which gets very heavy and costly as current handling capacity goes up.

All that said; there’s a good case for matching , more or less, the capability of the EVSE to the demand of the car and no higher. These larger ones, while having a niche, will probably always be outliers.

I wish that clippercreek would follow a bit of the juicebox approach. Being portable, having wifi, being small are all good things.

Unless your wi-fi goes down 🙁

Not only it is not the only one to do 64 Amps, the JuiceBox can do 75 Amps and is cheaper:

I like the fact that Clipper Creek is made in America and it looks like Juice Box is as well. Though the verbiage is a bit ambiguous about some (how many?) parts being sourced overseas.

” Made in the USA: From domestic and imported parts. “

Best value on the market, not! Tesla’s High Power wall connector, and the top JuiceBox charger are more powerful, and cost less. I have a HCS-60, I don’t like how loud it is when it clicks on, and if it trips I can’t reset it from the charger.

This is true – JB75 has a 75amp rating, is WiFi connected, with the best user functionality via JuiceNet mobile & web app, Alexa and Google Home integration, etc, etc…

Thank you CDspeed for your support.