Good To See: Mainstream Media Covering Charging Basics – Video

DEC 23 2015 BY JAY COLE 29

Goss’ Garage covers the base essentials in charging your plug-in vehicle in a spot for Motorweek which aired this month.

Goss' Garage Covers The Levels (and equipment) For Charging Your EV

Goss’ Garage Covers The Levels (and equipment) For Charging Your EV

The segment opens with this statement (from the 14:05 mark):

“If you are considering a plug-in vehicle, there are some things that go along with it that you need to consider as well.  You have to have a way to recharge the battery in your plug-in.”

…so you know it isn’t going to be any deep-thinking moments for us very familiar with the tech (although the host does have a Aerovironment Dual TurboCord 110/220 EVSE on hand to show off).

However, it is encouraging nonetheless to see these types of spots in main stream automotive programs today …  as opposed to more helpful hints on servicing your mid-90s Ford Ranger.

Hat tip to ffbj!


Categories: Charging, Videos


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29 Comments on "Good To See: Mainstream Media Covering Charging Basics – Video"

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Hey. Things are coming around. When Elon made his successful landing with his reusable rockets the WSJ gave it front page headlines. Not only that just about all the comments were positive.

Now if they could just GET electric cars.

There’s hope yet.

Love, love, love aerovironment, the EV1 / impact innovators.

As for popular media, they need to start discussing DCFC. All the popular media make it sound like EV is only good for battery miles per day without even mentioning availability of DCFC that allows you to drive many times the battery range in a day.

Hopefully that’s the next episode.

I doubt it. He said level 3, by which I assume he meant DCFC, is cost prohibitive. In fact, DCFC is cheaper than home charging if home is not on base rate (most people I know). Maybe I’ll write them…

I’m disappointed to hear Goss mention a Level 3 charger. I watch Goss all the time and I usually think his information is pretty accurate. Millions of people will watch this clip, our fight to get DCFC accurately called CHAdeMO or CCS just took a step back.

I’ve heard DCFC chargers called “level 3” for some time. This is the first time I’ve heard of someone taking offense to having to called “level 3”.

Here we go again. It’s a matter of information accuracy. The CCS chargers are based on the SAE J1772 DC Level 2 standard. The CHAdeMO chargers are not based on the SAE J1772 standard and therefore the level designation do not apply. The problem is there is a SAE J1772 AC Level 3 standard in Europe that is nothing like what people are calling Level 3 chargers in the US and there will eventually be SAE J1772 DC Level 3 chargers that will be much more powerful than the CCS chargers we have today. Oh well, I guess if you really cared about information accuracy and charging system technology you would have known this stuff already.

Well you’re right an accurate.

But do you really believe Joe Nobody is listening or care about it?

I would appreciated more accuracy also, but even on this thread or site, many still confuse energy and power, so I guess this will take eternity to get straight.
Still congratulation you for keeping on trying!

“…there is a SAE J1772 AC Level 3 standard in Europe that is nothing like what people are calling Level 3 chargers in the US and there will eventually be SAE J1772 DC Level 3 chargers…”

Well, if this creates confusion, then you have a point. But lumping DCFCs in with 220v chargers, and calling them both “Level 2”, also creates confusion. Differentiating between 220v AC and DCFC is certainly useful, and you want to eliminate that utility.

We need a more detailed way to designate the different power levels of EV charging. It would be helpful if the different power levels of DCFC had their own numerical designations.

DCFC when referring to general DC fast charge.

CCS25 for 25 kW CCS

CCS50 for 50 kW CCS

Chademo50 for 50 kW Chademo

SC90 for 90 kW supercharger

SC120 for 120 kW supercharger

For low power charging, it’s messier so we leave it as is.

L1 = 100V to 199V AC charging

L2 = 200V to 299V AC charging

For the rare and hacked stuff,

L2Dual = dual L2

L2Triple = triple L2

L2Quad = quad L2

L2Quint? = Forget about it!

Except one time I pulled into my neighborhood Nissan dealer and got 198 volts no load, 192 volts @ 30 amps at he Aerovironment round box. At least it worked.

Then in Leroy, NY I got 15 amps at 195 volts at the sole public charger within tens of miles. I’d think you’d agree both of those were ‘level 2’.

But who knows? They may come up with more ridiculous nomenclature.

For civilians, maybe. The cost of a gas station is also cost prohibitive. For civilians.

Nobody is going to install either one in their homes, that’s for sure.

Civilians? What are we, the EV Army? I don’t remember taking the oath.

You didn’t register with the EV draft? We are going to need your name and address sir…..

Sorry – you only get my Name, EV Driven, and Mile/kWh, unless you show me the right ID!

Name, model and VIN.

Civilians: People who aren’t in your line of work. People who don’t belong to $COMPANY. Individuals, not corporations. People who aren’t going to drop $40,000 on tools or accessories for any particular application, because they have no expectation of making money back on that investment.

And no, I don’t think anyone here is going to disagree that putting an L3 charger *in your house* is overkill. The dude in the video says as much, if you’d actually watch it.

Don’t love AERO too much, their overpriced 30 amp round boxes used by NISSAN only charge the 1/2 time to roadsters and rav4evs. The older ones seem better. The newer ones are even more likely to fail charging these vehicles.

The problem? The 5 volt for the data line is so poorly regulated that it confused the Tesla, and the tesla made controller in the rav4ev.

5 volt low current powersupplies have always been possible for about a century, and are one or two orders of magnitude cheaper these days. If you spend upwards of $1000 for their unit, it should have a good supply in it.

I do like the turbo cord, and the turbo port looks promising.. But so overpriced.

Without seeing it for myself, I can’t say how bad. But isn’t it something like 7805? I mean, how hard / bad can it be? I guess there could be crosstalk with poor design, though I put Aero on pedestal and have hard time thinking they made it poorly.

IN 2011 I called them and asked what the price would be without installation, since they weren’t selling them on amazon yet.

They came back and said $1150 plus tax.

Hey, what do you expect for a 30 amp contactor, toroid, and a cord? Maybe a dimestore 1 amp 7805?

People getting mad at “Level 3”?

People get too hung up on what things are called. Especially since all the big experts changed the nomenclature mid-stream, and came up with even dumber labling.


SAE L1/2/3 terminology does not seem to be well thought out. It is unlikely to be adopted by engineers, much less the general public.


Why is he referring to how many amps the different chargers charge at instead of kW? Amps is meaningless unless you give the voltage too.

Look at it from the point of view of the homeowner, who either is electrically savvy or will need to talk to someone who is. The main questions is Amps. (Yes, I suppose they’ll want to know that it’s not a special very-high-voltage appliance, but I think 99% of the people who know this area will assume 240V.) However, Amps is needed to figure out breaker size, peak draw, and whether your panel has enough capacity. In many cases a 16A EVSE is easy to work into an existing panel but 30A is not.

So true. That’s why I opted for 3.3kW EVSE (free with SparkEV) despite given choice for 6.6kW for bit more (~$100) for the future. It’s just easier on house wiring with 15A than 30A. When you charge overnight, it doesn’t matter if it takes 8 hours or 4 hours. If I run short unexpectedly, I use DCFC, so easier on home wiring is better for home EVSE.

For DC charging amps is everything as the charger is a current source controlled by the car’s BMS, volts is basically the battery’s SoC. For AC charging the volts are your source, the EVSE can’t change that, it can only specify the upper current limit. So to compare AC to DC charging it may indeed be easier to look at the power delivered, but why bother in the US where we do not have 64A, 43kW 3-phase charging

I can’t watch the video, so I’ll watch it on the tv when my local station broadcasts it. Not sure what the complaint is about GOSS, but he may have said something trivially wrong as everyone does here.

Most of the 3.3 kw capabile cars only charge at 3.0 in public, and That PLUGLESS AD just before this one also said the car charges at 3.3 when it was tested by a lab at 3.0 to the car.

Also, the plugless ad made no mention of the harmonic distortion put on the power line by the unit , nor the low powerfactor, which tested in the lab at 28 amps, or almost double what the volt would charge faster with by plugging it in.

So if Goss said something like you need to spend $3000 installing an L2 charger since you can go from 12 to 14 amps, that’s literally true but misleading. I’d think the Big BOSS would catch it editorially, and it would never be broadcast.

No, he hardly said anything about the level 3, except that it was too expensive for most people, and was more for commercial use.
He just went lvl 1 and 1.5, and then lvl 2, not deeply but just casually.

Goss’ segment is usually a thinly veiled ad for some product. Is he going to start selling dielectric grease?