ClipperCreek Releases Charging Time Table For All EVs And Different EVSEs

NOV 28 2014 BY MARK KANE 12

ClipperCreek LCS-20

ClipperCreek LCS-20

ClipperCreek, a California-based EVSE manufacturer, recently released on its blog a very informative table comparing charging time depending on electric car and EVSE output.

Charging time depends on the power of the on-board charger (maximum AC power that a car can handle) and the power output of the EVSE (maximum AC power that can be supplied to the car).

In the beginning, cars like the Nissan LEAF were equipped with 3.3 kW on-board chargers and could charge in less than 8 hours at best (we are talking only AC charging). Now, more and more cars are equipped with 6.6 kW chargers (at least as an option), which are able to accept up to 19.2 kW in the US.

If you considering an electric car, it would be good to match EVSE power with on-board charger power level to get the lowest charging time. For most models, 7.7 kW seems to be enough to minimize charging time (in that case, ClipperCreek HCS-40 would be a wise choice).

Then there’s the Tesla Model S, which is better matched to the ClipperCreek HCS-60.

Source: ClipperCreek blog

Categories: Charging

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12 Comments on "ClipperCreek Releases Charging Time Table For All EVs And Different EVSEs"

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The chart doesn’t take into account usable capacity of the battery or the charger efficiency rate and as such will not be accurate (except by accident) for most cars.

43kw AC onboard charger as standard, without extra cost. This only ZOE can do 🙂
I use the “slow” 22kw for charging in 1 hr @ home.

World record !

Greetings from 3-phase country Germany

They got the Leaf wrong. It is listed as 3.3 only.

There’s “Leaf Upgrade” right underneath @ 6.6

The BMW i3 may have a 7.4kw OBC but many have been crippled and unable to charge higher than 5.9kw because of an overheating problem with the OBC

I own a clipper creek lcs-30 and am well aware of the value, but I bought it before I found out about the eMotorWerks JuiceBox. Although there are two models, they both deliver a max of 15kW at 60A. The base model is $400 and the premium is $700. It is possible to get an optional wifi to allow power use tracking and remote control. And from what I’ve heard, soon there will be an optional camera feature.

Considering the above listed prices, it would have been less expensive to go with the base model JuiceBox, than any of the Clipper Creek models.

True, but the Clipper Creek models seem much more robust than those JuiceBox things.

@Bill Exactly what features do you think are missing in the two JuiceBox models compared to Clipper Creek? I ask because I have just purchased my first EV (2015 Nissan Leaf) and am now looking to purchase a 240v EVSE for my home. I have been trying to find an independent review of EVSE units for the home that details the features of each model and why one might be better than another in a given scenario. So far, they all seem about the same other than the purchase price.

There are a number of issues with this chart, which is clearly not “peer reviewed”.

The Mercedes B-Class ED has a 36kW battery (3.35v nominal * 2900ma * 3696 cells).

But, like many EV’s, it will depend if it is charged to “80% / normal” or “100% / extended range”, plus charger efficiency rate at whatever charge rate (it varies significantly), temperature of the cells, et al.

They make the incorrect assumption that charging efficiency and charging rate are independent…

My Roadster (and all Teslas, and also the Rav4EV) have varying degrees of horrible efficiency at 115 volts.

My Roadster even has varying efficiency levels at 240 – max efficiency is between 30 and 40 amps. But that is not true of other Teslas.

So, this guide is a start, but doesn’t give the complete picture…

Another marketing tool.

Speaking of Marketing. the LCS-20 (their replacement for the CHevy Coily Corded VOltec), has identical specs but is $100 cheaper. and supposedly its just as reliable, so For ELR, VOLT, or Spark EV owners, why not?

The 48 amp CC is also roughly the same price as the Leviton 400 (40 amps), so if you’re hardwiring it, the CC looks to be the better option also.

This chart may not be perfect but it is an interesting read. If nothing else it sure makes the point of how important DCFCs are to taking trips that require multiple charging stops. Don’t think I will trade in my 2 wheeled EV for a 4 wheeled model anytime soon. My Zero SR can be fully charged in under 2 hours at a Level 2. Have made several trips across North Carolina that required stopping 4 times to charge. Looking at the chart that is not a practical trip for most four wheeled EVs at this point.

I find it a bit strange to invest in an electric car and then not even do the effort to install a home 400 v triphase charging unit. This allow a Model 85 KWh charge on 32 amps 22 KW in less then 4 hours.
Charging a Tesla on a single phase 110 v 12 amps 1,4 KW is ridiculous, it would be like filling up a gasoline tank with a dropper.