Tesla-CHAdeMO Adapter Limited To 50 kW From A 100 kW Charger – video

JAN 24 2017 BY MARK KANE 30

Bjørn Nyland explores a 100 kW multi-standard fast charger installed by Delta in Norway.

After Hyundai IONIQ Electric tested on the machine (up to 70 kW through CCS Combo) it’s time for the Tesla Model Xto have a turn.

Tesla Model X with CHAdeMO adapter at 100 kW CHAdeMO charger

Tesla Model X with CHAdeMO adapter at 100 kW CHAdeMO charger

As it turns out, the Model X (at around two-thirds of its state of charge) was able to charge only up to about 48 kW, despite (in theory) the charger is rated up to 100 kW.

There could be various reasons for the 48 kW cap on the Model X, but most probable is that charging limit to 125 A (50 kW) for the Tesla-CHAdeMO adapter.

Next up for Bjørn, a Kia Soul EV will test its CHAdeMO capabilities.

“Tesla’s CHAdeMO adapter supports up to 50 kW. I tested this on a 100 kW Delta charger at Vestby, Norway. Unfortunately, I was not able to get more than 50 kW speed. I have to test some more to find out if the CHAdeMO plug on the Delta charger can output more than 50 kW or not.”

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30 Comments on "Tesla-CHAdeMO Adapter Limited To 50 kW From A 100 kW Charger – video"

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I think that Tesla can update the firmware in the Chademo adapter. I don’t know if the hardware inside of it can handle it though.

Probably not. Behold Tesla CHAdeMO (and/or CCS) adapter 2. Double the price, double the power 🙂

Of course it is not really worth it as the adapter is rarely used, many people don’t even have one. When it is the power limit is only noticeable if the battery is mostly discharged, especially if you have the smaller 60, 70, 75 kWh battery.

Well, there are many places in the wild, you wouldn’t survive in a Tesla without a Chademo adapter…

Yeah, All depends on a map really. It hasn’t been even the “plan B” charging backup, for me. Finding a CHAdeMO, that works with Tesla, is something I’m also only 0-2, at doing. I still remember the embarrassment of being passed by fellow travelers, crawling my way to the next Tesla SuperCharger.

If you’re fortunate enough to be on Tesla’s network, you’re terrified at the prospect of doing it any other way.

There are photos of disassembled adopter on TMC. It doesn’t look like it would be able to handle much higher current without hardware update.

I would expect a ChaMeDo V2 adpter may be required to benefit 100KW not possible before on ChaMeDo. For sure the Tesla can charge at least at 100KW on low battery at least, so not worried once the new 100KW ChaMeDo adapter will be available.
Question is how about the CCS adapter here ?

+1 on CCS adapter for Tesla. People who buy these adapters do it reduce inconvenience by making sure that they have an adapter to use the fastest charge system they can.
Otherwise, you have to use L2.

200A and 500V would be needed (for example) for 100kW, and a mixture of things could be adding to limit this setup or the Ioniq, eg car firmware, and the configuration of and power to the charger.

All CHAdeMO compliant appliances are 500 V compatible.

The Tesla provided adapter doesn’t need this; it already has it.

The limit, quite simply, is the 125 amp limit provided by Tesla that is placarded.

At about 380 volts for “big battery” (85-90-100) Tesla cars and 335 volts for “small battery” (40-60-70-75) Tesla cars, multiplied by the maximum 125 amps equals:

42kW max – Small battery
48kW max – Big battery

It is well know fact and even stated in manual:
“Current* 125ADC MAX CONT”

Oh well, nobody reads some stinky manuals anymore :/

Seriously Tesla should have updated their adapter like two years ago when 100+ kW standard chargers started to appear. Or maybe just added standard outlet in their cars and saved adopter hassle for their customers. But what a blasphemy I’m asking for, standard EV charging network just like these stinky gas stations would undermine Tesla Walled Garden exclusivity!

haha no no, one should pay for tesla supercharger access. Can’t make them worthless .

We can’t charge at your superchargers so stay off our ChaMeDo units. These were designed for us peasants with Nissan Leafs.

lol, +1 for the laugh…..

Good one!

The Lowly Nissan Leaf CHAdeMO chargers are for All Tesla owners to use. The Tesla Elite are encouraged to seek out the Tesla preferred Blink Network charging stations, as they are the most overpriced ($.50+ per kWh). That way the unwashed Leaf Minions and their hord, won’t be standing around for at least an hour waiting for you to get your $ 40.00 fill up.

Tesla owners, not visiting and clogging up the Chargepoint Network, are going to keep us Leaf Loving Peasants, from going for our pitchforks and torches! Haven’t the wallowing Leaf Lovers, circling the drain, suffered enough!

Just my 2 cents, but : 100Kw Chademo is not much use, because : Supercharging is already old news. Ultra or mega, or call it what-you-will 350-400Kw hypercharging is the new thing. Chargepoint has proven that CCS will take those rates with a manageable CCS style adapter. Tesla is in the CharIn group. Everything is pointing toward Tesla, at least in Europe, adopting the CCS standard. In Europe, with a Chademo adapter, the CCS port would accept any conceivable standard : L1 and 2, 1-16,5Kw AC via Mennekes (1772) type 2, CCS 50-400Kw DC, Tesla SS 145 Kw DC, and even Chademo at 50Kw DC via the adapter. Anything goes. It’s the obvious choice.

Why do we have to battle misinformation from CCS puppets on so many threads? Tesla is a member of both CHAdeMO Association and the newly founded CCS group in Europe. They are also members of the Society of Automotive Engineers (SAE), as well as many other groups, associations and unions. There is nothing to suggest that Tesla would ever adopt CCS other than Internet blather; reality is quite contrary, actually. Tesla has already invested in a nearly a billion dollar enterprise with Superchargers. It would be pretty dumb to change or abandoned something that works so well. What Tesla will do is exactly the same thing they’ve done with other regional standards and will therefore provide regional adapters: 1) CHAdeMO – Japan / North America 2) CHAdeMO – Europe with different Tesla side plug 3) GB/T – China 4) CCS-Combo 1 – North America 5) CCS-Combo 2 – Europe Suggesting that Supercharger is somehow “old news” is some seriously “head in the sand” thinking. The newly announced CHAdeMO and CCS public charge units will operate at up to 350 amps, and with a special water cooled plug at up to 400 amps for a limited amount of time. Tesla already… Read more »
I wasn’t completely clear above that the charge station limits: Power = Amps * Volts 350kW = 350 amps * 1000 volts 400kW = 400 amps * 1000 volts …are not what the car will charge at. It is the physical limit of the charger to provide power to a car. The power into the battery is limited by many things, but first and foremost is the maximum voltage of the battery. If the battery has a maximum voltage of 400 V, it doesn’t magically charge at 500 or 700 or 800 or one thousand volts. This is commonly confused on these Internet message boards over and over and over. So, the limit for modern day charging is not voltage. All the CHAdeMO chargers are all fully rated for 500 V today, and have been since day one. Even CCS is officially rated at 450 V, but because they are commonly co-located with in CHAdeMO plug, they are effectively at 500 V. I’m going to repeat that one more time; the limit to charge speed is not voltage. All the chargers can provide more voltage into the batteries than the batteries currently have available. The limit is amps. The Tesla… Read more »

From all my reading. Tesla connection limit seems to be 300 A or 120 kw. Please point to where that isn’t true.

If you’re reading that Tesla is limited to 300 A, then you’re either your reading is wrong or the source is wrong.

I posted the data; you’re welcome to disbelieve it. Every Tesla owner can see this data in real time on their screen, or through the Tesla app, or through the various websites that link to the Tesla API.

Small Battery Tesla S/X (40, 60, 70, 75 – 354v max)
117kW peak = 320v * 365a

Big Battery Tesla S/X (85, 90, 100 – 403v max)
117kW peak = 355v * 330a

Tony, thanks for the reply, but you seem to have read over some items in my post : 1. “Just my 2 cents” means this is speculation. “My” means mine, not someone else’s. No Internet blather involved. I do not claim to be a Tesla engineer or insider in any other way. You seem to know things other people don’t. Good on you. Also, I am not a CCS puppet. I am a human and my friends call me Fred, so you can call me sir,… (relax, joke!) 2. “In Europe, at least” and “In Europe” means,… In Europe. 3. I never suggested Tesla was going to abandon their Supercharger Network. With Supercharging, I was refering to 120-145Kw charging, not the Tesla system per se. What I was saying is that, In Europe(!), the Superchargers have a plug with the same form factor as the Mennekes 2 plug, and would therefore lend itself to use in a European SAE Combo 2 socket. 4. I never suggested that any 400V battery pack would “magically” charge at 500,600 or 700v. Chargepoint made it clear that their chargers would charge from 400 to 1000v. So older battery systems would still charge at 400v.… Read more »

Yes, obviously cars will charge faster in the future. Batteries will be vastly improved. All are easy to believe and a given.

Good luck getting CCS mounted on your Tesla car.

Tony Williams: adopting CCS would not men abandoning superchargers as you imply.

Adding 2 fat DC pins under the existing socket on Euro Tesla’s, would make the cars chargeable on any network at the fastest rate possible. It would not remove ability to use existing superchargers.

It just makes complete sense in the EU.

To achieve the same in the
USA, would result in a bit of a headache.

To fit the large clunky European CCS port on a Tesla car would require a redesign of the sheet metal surrounding the port, which means new stamping dies. It would also mean a unique car for Europe compared to the rest of the world.

This is precisely the reason why Mercedes-Benz did not put a CCS port on the B-Class ED; they were too cheap to do all that.

I have bad news for you – it ain’t going to happen.

It cranks me up that you refer to the CCS port as “large clunky” but don’t have such views towards Chademo which is larger and doesn’t accommodate AC charging.

No, the CHAdeMO port is also big and clunky.

Tesla isn’t going to use that one either.

They will make regional adaptors, however.

My guess is that the vast majority of 100 kW capable CHAdeMO chargers in the US are probably pretty close to a Supercharger. Or is close to where a Supercharger is planned to be built.

So in most cases, a Tesla owner really only needs just enough juice to get to the nearest supercharger where they can charge at 120 kW.

The rare exception to this rule will actually prove the rule.

With that in mind, I doubt we will see anything from Tesla anytime soon to change this. It simply isn’t going to be a priority. For good reason. As stated above, CHAdeMO simply isn’t the dominant charger technology in the US/North America, and Tesla sales aren’t huge in places where CHAdeMO is dominant.

No, a “100kW” CHAdeMO or CCS charger is *not* close to a Supercharger at an actual 120kW DC into a battery.

Tesla provides up to 365 amps DC, while the competition is limited to 200 amps DC.

So, a Tesla (or any other 350-400 volt battery used in virtually EVERY electric vehicle in the world) will charge at the following peak speeds with a Supercharger:

Small Battery Tesla S/X (40, 60, 70, 75 – 354v max)
117kW peak = 320v * 365a

Big Battery Tesla S/X (85, 90, 100 – 403v max)
117kW peak = 355v * 330a

The same Tesla cars (as well as any other 350-400v EV) plugged into these “100kW” public chargers with an adaptor (and assuming no restrictions through the adaptor):

Small Battery Tesla S/X (40, 60, 70, 75 – 354v max)
67kW peak = 335v * 200a

Big Battery Tesla S/X (85, 90, 100 – 403v max)
76kW peak = 380v * 200a

I thought I might follow up with your speculation that Tesla cars are not sold where is CHAdeMO is predominant, and secondly that CHAdeMO is not predominant in the United States.

Please advise us which other charging protocol has over 4000 locations in Europe, over 2000 locations in the United States, and about 14,000 worldwide.

In addition, it only takes just a few moments to look on PlugShare or elsewhere to see where the majority of public DC charting is located. The answer is the Northeast and the West Coast, plus major metro areas like Denver, Dallas, Atlanta and Chicago. Who exactly do you think is buying is Tesla cars? An oil guy in North Dakota?

In summary, your statement couldn’t be further from the truth, and is factually wrong.

Anyone know why? Perhaps the conductors they used are not big enough?

It’s artificial limitation to make their SuperCharger looks GREATER AGAIN.