Plugless For LEAF Is Now $1540 With Free Shipping Including Canada, Price For Volt Is $1,260

JUL 24 2015 BY MARK HOVIS 97

North Carolina Research Triangle based Plugless is now offering their 3.3KW complete plugless system as follows:

EV Model            Complete system             Additional charging station            Additional adapter

Chevy Volt              $1,260                                            $567                                                    $693

Nissan LEAF          $1,540                                            $847                                                    $693

Cadillac ELR          $1,940                                         $1,067                                                    $873

Concrete shield to block rebar interference $175

Editor’s Note: Plugless says they are also currently working on models to fit Tesla and BMW products.

Product Details from website:

Full system includes vehicle adapter and charging station
FREE Vehicle Adapter installation — does NOT affect vehicle warranty
Charging Station is easy to install on existing 30Amp circuit

Commitment to Satisfaction

  • 3-year warranty
  • 45-day Any-Reason Returns, including shipping both ways. We know you’ll love Plugless, so we’re happy to take the risk. Free shipping includes Canada

Park-and-Forget Charging

  • No plugging in, no forgetting
  • Automatic, efficient wireless charging every time you park
  • Charges LEAF EV battery from empty in as little as 6 hours, Volt in 3.3 hours
  • Fast 3.3kW Level 2 wireless electric vehicle charging system

Easy to Install

  • Requires dedicated 30Amp circuit 
  • Comes with NEMA 6-50P plug, or you can choose to hardwire into your circuit (learn more about installation)
  • Vehicle Adapter installed by local dealers and certified technicians across the USA and Canada

Built to Last

  • Rugged all-weather materials 
  • Materials rated for 8+ years of indoor or outdoor use
  • Performs well across wide temperature range: 0° to 122°F (–18° to 50°C)

Categories: Cadillac, Charging, Chevrolet, Nissan

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97 Comments on "Plugless For LEAF Is Now $1540 With Free Shipping Including Canada, Price For Volt Is $1,260"

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Am I correct in assuming that this follows the new SAE standard on wireless charging? I’d hate to pay money to install a proprietary system. If wireless takes off in the future, the Vehicle adaptor side needs to be compatible with any wireless “charging station” found in the wild.

Looking at the Plugless Power website, it looks like the answer is yes – this is compatible with the standard. I guess I should have known to check the link before asking basic questions.

HI Brian…

My MPG yesterday overall was 72.2. Thats with charging at several locations of course.

HI Brian… My MPG yesterday overall was 72.2. Thats with charging at several locations of course. The website mentions several ‘tech specs’ but they never mention power input – although 3.3 kw ‘power output’ seems to mean that’s the ‘input’ to everything in your car, which requires 3.6 kw. So it would seemingly charge 8% slower. My Volt and ELR with identical charging systems should run at full speed, which is an interesting question: If you use these things on 208 volts, which would slow down my cars normally, does the thing generate a fake 230 volts ac to then go to the car’s existing charger and make it run full speed? The thing I’ve always hated about their website is they claim they give ‘full information’ but then I just have the haziest idea of how the thing works. The car’s charger must obviously still be used otherwise how could they say it can’t void any warranties? And of course, they don’t mention what the POWER INPUT to the unit is: certainly a business installing several of these units would want their electrician to know precisely the characteristics of the unit’s requirements. Also, why the 50% increase in cost… Read more »

Hi Bill,
I’ll try to answer a few of your quetions.
Power input is 3.75kW according to the spec sheet in the owner’s manual
So, 3750w/240v=15,625amp
The Power Factor is .65, so,
15.625/.65=24amps, this is the reason for the 30amps breaker.
The output current AFTER the adapter under the car is DC, since the car’s charger has a diode bridge, the DC current goes strait to the battery TROUGH, NOT BYPASSING(TKS TO THE DIODE BRIDGE), the charger WITHOUT further conversion loss.
Also, i do not see why the rebar blocker would reduce efficiency at all, it is just there to prevent rebar from warming up and prevent the system to detect foreign metal object that would interrupt the charging session and indicate an 08 error (that’s in the manual also, an 08 error means a foreing metal object was detected)
This is, to the best of my knowledge, my answer to your questions Bill, i’ll let Steve chime in for the rest of your questions.
I don’t work for Evatran, i’m just a user of 15 months now.
Hope this helps and i’m sure Steve will correct me if i’m wrong and, again, if you want to know more details of how the system works, maybe this will help:

Thanks for the info DG1

Down lower I was wondering what the larger ‘Plugless’ things would require, but its quite obvious anything much larger would have Power factor correction, even if its just an Oil Capacitor.

So I gather its roughly 88% efficient? That’s not too bad.

Your calculations all seem correct – other 3rd party data here (more than 18,600 separate tests on Plugless)

Thanks Steve: Your link was invaluable. THere, real world testing of a 2012 Volt showed 82.3 % efficiency (optimum was 82.5%), voltage input 208 volts, at 28 amps. Just a quick comment: since the volt charging is a “continuous load” (over 3 hours) such installations to pass inspection in the States must use a FOURTY amp circuit, since the 30 amp circuit is only good for the ‘listed 24 amps’, but ACTUAL TESTING at a lowered voltage (208) showed 28 amps drawn. The actual real world efficiency is much lower than claimed. I’d also be a bit concerned in some places about the 131% current Total Harmonic Distortion, which to me is surprising since I’d think it would just run a coil. But perhaps there is a Light-Dimmer Chopper on the input to control the input to 3 kw. That also surprises me, it states 3 kw not 3.3. That being so, I’d expect increased THD with a 240 volt source, since the input must be chopped/restricted more. All in all, 82.3 % efficiency isn’t bad considering the convenience of the unit, and the high-efficiency of the Volt in general tends to make up for it. But for reasons… Read more »

Ok, so lets play some what ifs:

Say, Plugless decided just to ‘scale up’ the unit as is, say for faster charging, or more modern cars than the current GM products.

Right now, the current unit, regardless of what Plugless states, for a Chevy volt will:

Provide 3.0 kw for 28 amp input (testing at 208- which for me is noteworthy since the first of August the power at the pole at the back of my house goes down to 215 volts, and with the drop to my house and branch drop, it will be even a bit lower than that), so:

1). GM products, 3 kw out for 28 amps in, 40 amp circuit.

2). “Standard EV’s” 6 kw out for 56 amps in, 70 amp circuit.

3). Single charger Tesla, Rav4EV, MERC-Benz: 9 kw, 84 amps in, 110 amp circuit.

4). Dual charger Tesla: 18 kw, 168 amps in, 225 amp branch circuit required.

Ok, now for some real fun, let’s assume Brian’s and My acquaintence Surgeon Ron who plans to eventually have FIVE dual charger Teslas also for sake of argument had them each on their own Plugless devices.

(From the last post, 168 amps per device, each on a separate 225 amp branch circuit).

The feeder for the 5 cars would be:
168 (actually measured, if you’ve read the above posts) * 1.25 to allow for continuous loading = 210 amps allocated per car, or 1050 amps minimum circuit ampacity.

I think New York State Electric and Gas where he lives does provide an 800 amp single phase service, but I think it has to be commercial rates since their residence rate is limited to 400 amps…

The actual draw by 5 cars would be 840 amps.

That’s some house!

As proof that a 40 amp circuit is really required for 3.0 kw’s to the Volt, Plugless provides a 6-50P on the plug-in version, not a 6-30P. Therefore, even the designers realized this needs a 40 amp circuit, as do the most popular EVSE’s (30 amp output) need a 40.

How can it charge the volt in 2.5 hours? I thought the fastest it will charge is 3.3 hours?

Jas, you are right, Plugless takes the same time as wired EVSE but does takt 10% to 12% more energy to comple the task.

I find it hard to believe that in a world where people are worried about ‘vampire power’ from cell phone chargers left plugged in that we’d throw away 10% of our EV energy? I mean, with that attitude, why bother separating recycling? Trash disposal doesn’t cost that much, and it’s soooo much harder to pull out the recycling (/sarcasm). Let’s do some math. We have a Chevy Volt, regardless of what Chevy says (power that’s IN the battery), when you account for charging inefficiencies it’s ~ 3 miles/kWh. So if you drive 12,000 miles a year, that’s 4,000 kWh. 10% extra is 400 kWh. At $0.10/kWh (mostly night, some day, not much demand charge), that’s $40/year. I’ll grant you that is NOT a lot of money compared to a car, or even gas. And I’ll grant you that this system’s cost is surprisingly good! But frankly I go through all sorts of efforts to NOT use 400 kWh of electricity. Yes, plugging in your car is inconvenient. But so it turning off your lights. Not turning off you lights wastes LESS energy than this system, so…. if you’re too lazy to plug in, then why bother turning off the lights… Read more »

Depends of the energy source if is from solar is irrelevant.

That’s not really true.

Less solar energy wasted means more fossil generation displaced.

People will definitely pay extra and waste money for the convenience. Millions of televisions, videogame consoles, VCRs, DVD players, Blu-Ray players, set-top boxes, DVRs, etc. are in a standby mode 24 hours a day waiting for a ‘on’ button press from the IR remote. This wastes a lot of energy.

Well, it is better than a gasser.

KenZ – we agree with your calculations and we 100% get it – Plugless is not for everyone. If you are hypermiler, who drives under or at the speed limit, avoids the HVAC or all the amazing things people do to maximize efficiency, I salute you (although, I bike to work with some frequency, so my MPGe on those days is close to infinity). However, we do not make the saves you 5 or 10 seconds of convenience argument, as far as I can tell that messaging comes from folks who, well aren’t into Plugless (personal note as a communications guy – I don’t see how the EV community is helped by people calling others lazy etc. for their EV choices…or their transportation choices etc). What we hear from our customers is that forgetting to charge becomes a good thing. They do not ever want to go back to plugging – they just park and boom the car is charging. They understand it in theory when purchasing but after a week or two of Plugless it really sinks in as one of those conveniences whose value wasn’t clear until using. Again, I am a marketing guy for the product, so… Read more »

Hey Steve,

Don’t get me wrong- I’m not saying your product doesn’t make sense. In fact (as I’d noted), that price is surprisingly good. I expect you’ll do quite well; just hang in there until EV penetration gets a bit higher. While ‘lazy’ is perhaps, as you’ve noted, a bit too harsh, it’s still a case of ‘values convenience over environmental implications.’ Which is fine too; not everyone will be or should be perpetually obsessed with their environmental footprint (and compared to taking one plane flight, this entire discussion is in the weeds!). I guess I’ll sum up by saying as someone who IS obsessed with the effort/efficiency tradeoffs, there’s just no way I’d buy one, but if it helps EVs penetrate the marketplace, then I salute you and hope you sell a ton of them!

Understood – and thanks for driving EV!

Ken, here’s a counter-point to why Plugless may be more efficient overall.

I drive a Volt. Every once in a while I forget to plug in and use some gas. If I had a Leaf, then I would be driving my ICE for a day. Driving on gas even for a day offsets many days of a 10% charging loss. Also, if the added convenience draws a ICE driving into the EV fold, then you’re ahead again.

In San Diego the cheapest super off peak electricity in the winter is $0.18 per kWh. And that’s only if you are on EV TOU rate plan. Many people a paying more than that.

Also, it says a Tesla Version is in the works. In theory, someone fully charging every night would be wasting about 10kWh per day, or as much as an entire average american home ( just to avoid a 10 seconds it takes to plug in.

LOL who drives 250 miles a day?

A Tesla owner charging wirelessly will barely use any more energy than a Leaf owner charging wirelessly.

The ~400 kWh wasted per year during off peak hours by charging wirelessly is peanuts. A single 250W solar panel will cover that loss.

Pictures show the floor unit located at the rear end of the car. Seems strange to have it way back there, but maybe necessary for clearance. I would hope it would be in the same place for all cars, so if one had both a Leaf and Volt, they could use the same floor unit.

@Fishawk, Only one car can use the system, so if you have 2 cars, you would need 2 systems as the car has to be paired to the Control Panel.

That seems ridiculous to me. An absolute deal-breaker. My wife and I are a two-car household. As soon as I replace my aging hybrid, we will always be a two plug-in household. Being unable to share the charging station makes no sense to me!

If the demand is there, i’m sure Evatran will adjust to demand and create a multiple car system, but for now, the plan is to make the puchase of an EV more compelling by getting rid of the plug.
Give them a chance, they will get there.

Fair enough, and I really hope they do. Most multi-car households that get a plug-in will likely follow up with a second; driving on electricity is addictive! I’m not really in the market for this anyway, as my particular arrangement makes always parking in the same spot less convenient than plugging in. I currently charge via L1, with the wire fed through an old milk door in the garage, but I move the car into the garage during the winter.

When I first heard of wireless charging, I thought of it as a solution in search of a problem. I’ve since “come around” and realized that even though it might not work for me (today), if it convinces more people to buy a plug-in vehicle, it’s well worth it.

No reason why you could not put this unit outside, thats where plugless system shine. Also you’re not going to swap vehicles over the pad as most charging would be done overnight, so if you have two vehicles, you’d want two pads.

I guess you didn’t read my entire comment because I do park in the garage during the winter and outside during the summer. The outdoor spot moves around a little as cars shift, but that’s less of a concern.

Point -almost- taken regarding two pads for two vehicles. As it is, if I had a Leaf + Volt, I would need to charge each of them every 2-3 nights. So alternating cars each night and/or topping off during the day is entirely feasible for me.

Brian et. al., two EV (one LEAF and one Volt) using one charging station is doable now, but there are specific requirements. To be clear – each EV would have to have a vehicle adaptor (they are all installed at the back of the car). In our current configuration, the system would have to be “paired” with car at each switch (about a 2 minute cycle). If anyone has questions about this, please contact us

Doug B said:

“…if you have two vehicles, you’d want two pads.”


This system is about convenience, and that’s all it’s good for. As they say: “Convenience is worth paying for.” Apparently, a lot of people think it’s worth paying for (or providing) 10% more electricity to charge their plug-in EV, just to save the 30 seconds or so it takes to plug it in at night and to unplug it in the morning.

Those people are not going to be moving their cars around to have two cars share one wireless charging pad. It would be easier and quicker just to plug one or both of them in, than to move both cars.

People with disabilities and older people with rheumatoid arthritis may appreciate not having to plug in.

Personally, I don’t like getting the dirty cord on my khakis. Or fussing w/the cable while standing in the rain.

if a person has arthritis that is so bad that they have a hard time plugging in an electric vehicle, how are they going to be able to drive the thing at all?

My dad could drive just fine, but he had trouble with things like that due to arthritis. It also takes some force to push/pull the plug, which may be difficult for the elderly.

I’m not quite sure how this answer should be interpreted. In a 2 EV household, you’d have to have 2 systems to charge both cars at once, of course. But if you had 2 leafs, you could certainly have one system, with an adapter on each car and either could charge from it? My interpretation from the original question asked here was if I have a leaf and a volt, each with an adapter installed, could they each charge from the same station? Or would I need a volt station and a leaf station? Because not being cross-car compatible is the biggest danger here, and would be my concern with different mounting positions of the transfer coil on the bottom of the car. If your volt one is in the front, leaf in the middle, one of the cars has to be parked poorly in the spot to utilize the same coil.

You would need one system for every car because each car has to be paired with it’s Control Panel.
To charge 2 cars with one control panel, you would have to pair the car each time you want to recharge, obviously, not very practical.

So insane.

I was seriously considering this system for my two LEAFs, but having to “re-pair” for each car is a major deal breaker.

At least on the LEAF, there is a large space available for the charging coil. Some have even managed to mount a small spare tire in that space on the LEAF.

Sorry but for so many reasons I don’t buy this.
And with 3.3kw if they are actually transmitting that, will be interesting if a cat, kids, arm, etc crosses it.
There is a reason they use microwaves in ovens. And they are mostly 25% of this chargers power.
Next eff unlikely to be more than 80% eff which makes a lot of heat besides cost, pollution of the added waste.
Why not a power arm, socket for far less money, 99% eff?
Or just plug the car in. It only takes 15 seconds to replace so much money, waste this unit has.
We have had various versions of this for 100 yrs but eff, heat, cost have mostly killed it. Mostly used for forklifts now.

There’s no danger to cats, kids, arms, etc. Driverguy01, who posts here, has a Plugless Power system. I found a YT video here:

And here’s a video showing how wireless power is harmless to humans. Go to the 2:30 mark.

And nice song by Brigitte Boijolie with it!
Not so much for wireless, but if it can help EV sell, I’ll bow.

Tks for posting my link Kdawg.
The system is now 50% less then when i bought my unit 1.5 years ago.
Honestly, that’s dirt cheap for such a wonderfull system cause it has the same effect on you as you felt once you got an EV.
When i got my Volt 40 months ago, me and my wife decided that we’d never go back to gas cars and now this system does the exact same thing, i’ll NEVER go back to plugging my car.
I said it before and here i go again, this is like having a virtual valet for plugging my car for way under a dime a day, and that’s IF may battery is drained and most of the time it’s under a nickel!
Why would anybody bother with cords puzzles me especially if you don’t have a garage, like myself.

I wouldn’t be so worried about efficiency, honestly. EVs already take so little energy to fuel compared to any other option that a small percentage of little bit of energy is still a little bit of energy.

See Myth #3:

The number they give is ~12% less efficient. I estimate my Leaf costs about 3 cents/mile to operate. With this, it’s about 3.36 cents/mile. The difference is 36 cents over 100 miles? That doesn’t seem like a whole lot of wasted money.

And if it prevents me from forgetting to plug-in in my Volt just 1 time, look at all the gas it prevented me from using.

Plugless’s website also says this in the FAQ section:

“Plugless is ~12% less efficient than corded L2 30amp 240V charging systems and ~7% less efficient than corded Level 1 charging systems.”

That implies that L2 30A 240V is 5% more efficient than a standard 120V plug. I haven’t heard of that before. Is L3 even more efficient? I must be missing something?

Yep, fixed overhead power usage while charging.

If you manage to charge faster, you spend less time paying the fixed cost.

Yes, that’s been known for some time. As Nick says the on-board charger requires some electricity to run, and that’s the same for L1 as L2. The amount required is constant with time, so the longer L1 charge is less efficient. The same is true for 3.3 kW/h charging versus 6.6 versus 7.2 – faster is more efficient.

L3, however, is different because a different system is used. So the efficiency doesn’t necessarily translate depending on the car.

jerryd, unfortunately you are speaking from a position of ignorance. You need to read up on how these systems work. They’ve been out for a few years now, are completely safe, and are very different from microwave ovens.

jerryd said:

“And with 3.3kw if they are actually transmitting that, will be interesting if a cat, kids, arm, etc crosses it.”

1. Apparently you aren’t aware that the story about the cat/small dog exploding in the microwave is an urban myth.

2. In used, the charging pad is directly under the pickup coil installed on the underside of the car, so how would you accidentally get your arm in between?

If you did for some bizarre reason stick your arm in there and hold it in place, or if for some reason your pet cat parked herself over the pad in use, then your arm or your cat would be warmed up by the current, eventually becoming uncomfortably warm… in which case, we would hope that you would remove it or the cat would move to a cooler location.

You can certainly argue that wireless charging is wasteful of energy, but the idea that it’s dangerous because of microwave radiation is even more silly than the arguments against hydrogen fueled cars based on the idea that they might explode like a blockbuster bomb.

This is the type of thing that would sell my wife on an ev. You don’t even have to plu it in!

Why anyone would want this in their private garage is beyond me. In any public parking place plug less or wireless charging makes a whole lot more sense. All those cables in cities with a high EV penetration look rediculous. Can find examples from Amsterdam pretty quickly. Let’s put these things under every parking place we can find! EVs have to be for all people, not just for people who have great parking arrangements. Also people don’t want to drive around looking for a destination charger. These things need to be everywhere. Expensive? Yes! Waste of power? Yes! But in this world comfort trumps that and such wide spread availabilities will take care of the EV adoption levels we actually want.

I will add that if, in the future, the system is factory buit in the car, the guidence system would be onboard so that every parking spots reserved for EVs would only show the parking pad on the ground, nothing else for vandals to kick and brake and a much cleaner environment for our eyes.
Much cheaper install cost as only one main hidden supply station could take care of many individual pads or parking spaces…

this product makes little sense to me at all. i mean, you have to plug in the “wireless” unit, most likely at the same outlet into which you would plug your car. i just don’t get it but i assume that there is a niche that does.

Yeah, you do have to plug the wireless system once for it to work, no comment.
If you ever had to plug or unplug your car under heavy rain, or if you are handicap, you might understand the usefulness of such a system.
You don’t NEED leather in a car but people still buy it.
It’s just convenience, that’s all, and that sells!
Plus, My Volt is the coolest Volt around.

I get the handicapped thing. This really might help handicapped people to be not dependent on others.

However, if rain is the problem isn’t the better investment for a private parking place a solar carport?

If you are interested in how the system works, you can read my story here:

Just learned that the free shipping is also offered to Canada (Mark, you might want to had that in the title), WOW and reWOW!

Hello save the planet EV drivers. Steve from Plugless here. Congrats to Mark on the “scoop” on our price change. Hit me w/ questions – but a quick couple of points. Free shipping currently includes Canada (and note to our neighbors up North – the pricing above is in $US). We have two customers in the last couple weeks who are converting from ICE to EV and hearing about Plugless was for one what pushed her over the hump and for the other it helped get him there. (granted, this is anecdotal, and I am w/ HQ so grain of salt understood- but we’d like credit for their total lowered carbon footprint – pretty please?)

Do you have plans to roll this or something similar out to public parking places?

Kosee – we are, of course, interested in all applications of wireless EV charging but most of our effort now, since we are the WEVC market, is supporting installations in LEAF, VOLT and ELR owners spaces – and expansion into other EV models. But stay tuned…

I know it takes away from the ‘plug-less’ message, but how about an option for a J1772 cord and plug off the wall unit. Use the pad for your own daily charge but have the plug for visitors.

It appears that some folks here don’t grasp how lazy and wasteful the average American is. I predict that plugless charging will be more popular in the USA than anywhere else. It’s likely that high-end automakers will at some point offer some form of plugless charging bundled with the vehicle purchase (or lease, or new name yet to be invented because you don’t actually _own_ your new car anymore even if you paid for it in full with cash)

Additionally- An imbedded plugless system is very vandal and a$$hole resistant.

We get it. We are just not happy about it.


$1200 to $1500? Well, it seems the price has come down. I can see some people buying this. I’m not interested though, I don’t like the waste. Plugging in takes me 5 seconds.

I am interested and have contacted Plugless. Once my garage is clean again, I’m going to do it.

Plug is cool. Plugless is awesome!

I see one huge question that hasn’t been asked yet. Is your J1772 port still fully functional when you have the inductive charging setup? I mostly charge at home but of course i use public EVSE as much as i can too. Also, at home my iMiev, Leaf, and electric Geo Conversion sometimes all share a Cliiper Creek Evse. I also have lots of friends with all different types of EVs stopping by to charge. How would this work for me? And the upgrade from the 2012 Leaf’s 3.84kw onboard charger to my 2015 Leaf’s 6.6kw charger has made it much easier to drive more each day ( i drive 25k a year and over 100 miles alot of days). Why would i want to go back to slow 3.3kw charging? I still miss my Mini E with it’s 12kw charger. And do alot of people actually forget to plug their car in? I’ve never forgot even once since 2007. The cord is always laying in the driveway. When i get home i just walk around to the front and plug in. Takes all of 10 extra seconds. I never forgot to plug in my phone when i go to… Read more »
I Ken, if i were you, i’d wait for a 6.6kWh system. In the mean time, look around your house if you can’t see anwhere a possible offset for that 10% wasted energy ahead of time, led lights, waterheater blanket. I’m sure you’ll find a few things. Once you get one, you will never look back. Is it not what we tell people to get them to go EV? Everything is going wireless, why not EVs? Vandalproof, clean trip hazzard free installation and ease of use are convenient for me. I feel that cords are here for a while but wireless will go mainstream down the road for sure. Think about it, when that turning point is reached and everyone wants to go EV, what is the shopping mall parking going to look like? Clean with a little embedded pad in every parking spot or filled with cords laying on the ground if not broken or missing alltogether. we are pionniers and should lead the way for a better tommoŕow. Yes, for now, 10% of wasted energy is not ideal but that could get more efficient as better systems are produced. After all, it’s just another way of plugging and… Read more »
The 10% efficiency loss doesn’t even bother me that’s why i didn’t even mention it. You mention no cords to trip over, but isn’t there still a cord that goes from the wall mount unit to the inductive coil that sits under the rear of the car? I imagine you could route a groove in the concrete or blacktop to accomodate this. I do see this having an application for parking lots not as much residential, but if we can’t keep people out of the ev spot now with a big pole mounted evse and sign staring them in the face how do we stop them from parking right over the inductive unit buried in the ground? And no more using a single evse cable to service to two or more spots. You would be limited to only being able to charge in the exact spot where the inductive coil is. I can’t tell you how many times i find a public evse iced. Ive parked behind, alongside and even on the other side of where the actual chatging spot is and managed to stretch the j1772 cable to my car. I’m not against it, just not buying one yet.… Read more »

Heya Ken,

(As it has been a while – disclosure, I work for Plugless) Yes your J1772 port is still fully functional, in fact the installation of Plugless is seamless. We don’t drill, cut or damage your vehicle and is fully reversible. The current version is a 3.3kW and among your fleet of EVs only the LEAF is supported currently. All those forgetful kids these day – go figure 🙂

Since the 3.3 kw system needs a 30 amp circuit:

1). Will a 6.6 kw system need a 60 amp circuit?

2). Will a 9.9 kw system for a single charger tesla, rav4ev, or Merc-benz require a 90 amp circuit.

3). Will a 19.8 kw system for a dual charger tesla require a 180 amp circuit?

Hi Steve,

Why does the ELR cost 50% more when it is exactly the same charger as the Volt?

Because it is not the same charger as the Volt.

What is the difference? Operationally they are identical.

Bill thank you for your interest in Plugless and extensive questions. Keep in mind that we have to balance sharing information with keeping proprietary information confidential. If you were to develop a WEVC system for both the Volt and ELR, you would find more differences than you think. To your comment about electrical requirements and inspection: Plugless has been installed privately and commercially across the US and Canada since 2011, passing all electrical inspections. Thanks for digging into the data. I’m sure you understand that these conversations can get extensive, often resulting in details of individual calculations that can make or break someone’s sense of the numbers. All I can say is that every Plugless installation meets NEC when done according to spec, and that Plugless is rigorously and independently certified by ETL. You can read more about that here if you’re interested. “PLUGLESS L2 System is First Wireless Electric Vehicle Charger to Receive Intertek ETL Certification” This statement is part of that press releasee: “The PLUGLESS L2 System was tested to UL 2594, and CSA C22.2 No. 280-13 the Standard for Safety for Electric Vehicle Supply Equipment, allowing it to carry the cETLus mark for the USA and… Read more »

Well, the electrical inspector would look at your Rating Plate, see that it was “LISTED” or “Recognized”, and see the maximum current was 24 amps, he’d say ok to a 30 amp circuit.

If he knew that when you actually hooked it up to a car, the thing drew 28 amps AS IT ACTUALLY DID, he wouldn’t pass it.

And of course, the homeowner could be socked with a letter from the serving utility, that his ‘equipment’ was interfering with other customers on the line due to the total harmonic distortion, and he’d get a ‘take corrective action immediately and disconnect the offending device while you are doing it’.

I was under the impression that the only difference between the GEN 1 Volt and the GEN 1 ELR was the software load for the VOLTEC, allowing more combined dual motor power, and then also more combined motor and engine power while the engine happens to be running. All other ancillaries, including something as relatively unimportant as the charger, seemed to be the same.

If you know otherwise, please leave a detailed answer. But to just say we’re charging 50% more ’cause its ‘different’ is a bit of a cop out. Explain why please.

More worrysome is this device *DOES NOT* perform according to Spec, as indicated by my prior comments on your independent testing link. The current consumption is too high to be used on a 30 amp circuit in the states, assuming almost everyone would want the device to pass an electrical inspection. Also, the power factor is less (.60 vs .65), and the efficiency when charging the volt 82.5 % optimally, is ok but certainly not stellar.

Another worrysome characteristic of the REAL WORLD test of the 2012 Volt was the very high (133% current THD) onto the input power feed.

If any banks of these things were to be installed in a business parking lot, either line filters, or isolation transformers (in this case used to ‘clean up the line’) would be necessary to prevent burn-out of the serving distribution transformer, due to high-odd-percentage harmonic current overload.

I can see why this is attractive, although at this price it’s still out of our range. However, if I won the lottery tomorrow I’d still question this system because of the 3.3 kW/h rate – is a 6.6 system planned?

Yes, very, very soon (think months).

Come on how hard is it to plug in a plug? If there was a induction cable in the road that charged wile driving I would be all over that.