Tesla Model S Uses CHAdeMO Adapter to Charge at Nissan Dealership

APR 10 2014 BY ERIC LOVEDAY 100

That looks hideous.

But here it is…the much anticipated Tesla Model S CHAdeMO adapter.

Posted to Twitter, this is an actual image of the Tesla Model S CHAdeMO adapter being used out in the real world to charge a Model S.

This particular Tesla Model S is out on an epic US electric roadtrip.

It’s believed that the CHAdeMO adapter is in the beta testing phase, though Tesla still officially lists it as “coming soon.”  That status hasn’t changed since over 6 months ago when word of the Model S CHAdeMO adapter first made headlines.

The adapter will allow Model S owners to charge at any CHAdeMO site in the US, which today tallies nearly 600 points.  For Model S owners, this capability would make the EV the most widely quick charge-capable EV in the entire world.

*The image above, which shows the CHAdeMO adapter being utilized at a Nissan dealership, has since been removed from Twitter.  We suspect either Tesla or Nissan didn’t approve of the posting of this image.

Tesla Store Provides Details on Model S CHAdeMO Adapter

Tesla Store Provides Details on Model S CHAdeMO Adapter

Source: Electrek

Categories: Charging, Tesla

Tags: , ,

Leave a Reply

100 Comments on "Tesla Model S Uses CHAdeMO Adapter to Charge at Nissan Dealership"

newest oldest most voted

The Tesla Model S port must have a heck of a lot of strength to support the weight of that monstrosity.

Perhaps but we haven’t heard whether or not the adapter has any heft. The port on the vehicle is pretty beefy – it has to accomodate some pretty thick L2 charging cables and the SC cabling is no better.

Can’t wait to test one of the CHAdeMO adapters out. 😉

No kidding, there is a lot of leverage being exerted on that port. Those CHAdeMO plugs and cables are really heavy.

@Joshua – Superchargers don’t exert nearly as much force on the port since you are typically lined up very well with the cable unless you park poorly. It does not appear to be possible to get the CHAdeMO adapter to plug in nicely without a different Tesla plug to plug in to the car.

Its probably less stress on the port than some superchargers…

Flexible connection, and lower current (lower weight wiring) makes it less stress on the port.

Tesla’s policy of one way use of charging infrastructure (everything publically funded and built to support Tesla but Tesla superchargers/etc only supports Tesla)is going to bite it. This can already be seen in the recent CA Air Resources Decision to reduce Tesla’s eligibility for EV credits.

It’s an elitist attitude and ultimately will hurt the EV marketplace. They need to open their SC network to J1772 and other systems.

Why do they.
The superchargers need to be proprietary.
That’s a selling point not a negative.

The selling point is there to sell teslas, but not other EVs.

Yet, Tesla is/has garnered MANY 100s of millions in public funds.

It has a terrific infrastructure and could easily make an adapter or ports available for J1772 vehicles or for other DC systems given the level of public funds (almost entirely from non-tesla drivers) and perform a real service for the entire community and Tesla’s own stated goals of promoting EVs.

I wish all of you would just shut up about “public funds”. Tesla did get a loan, but paid it back early and with interest.

You’re doing a disservice to the EV community by distorting the facts.

Aaron … Tesla also picked up a lot a tax credits for all their charging stations

It’s not that easy. The reason Tesla created their proprietary connector is that it interfaces with the battery in a way that allows for much faster charging while maintaining safety. On other vehicles this wasn’t made a priority or the cells used may not be as durable past 1C charge rates, hence the Tesla charger is lost on them.

Other vehicles have faster C-rates for charging than the Model S. The i3 and Spark EV do 80% in 20 minutes, the LEAF in 30 minutes. The Model S does less than half a charge in 20 minutes.

The reason the Tesla went this route is not communication or safety. It’s for many reasons:
-the other standards don’t have the 135kW they need
-Tesla can offer free charging, which only some public stations offer
-They want an advantage over others, and deserve it with their commitment and investment

Down the road, Tesla may strike a deal with other automakers that want access to their network rather than building their own, but at the moment they don’t even have *plans* for tens/hundreds of thousands of long range EVs. It’s nonsense for people like energysf to criticize Tesla’s proprietary chargers in such an environment.

While C rates are interesting to EV geeks, that analysis doesn’t really paint a clear picture. The question that most people want answered is “how many miles can I add to my battery in a given time”. The geek variant of that is what is the KW charging rate? and that is limited by both the car/battery and the charger. Half a charge on a Model S (even a 60KWH battery) is more distance than a full charge on a Leaf.

Exactly. Go by miles charged per hour. The SuperChargers are well over 250 miles per hour charged. CHAdeMO is around 120 miles per hour charged.

Hmm, no, everytime someone asked me about EV charging speed, it’s always been “how long does it take to recharge?”, never about km/miles per minutes/hours, let alone kW.

Tesla obviously prefers to quote charging rates in peak kW, because it’s favorable to them (and also impossible for anyone to verify).
The Model S obviously takes longer than any other quick-chargeable EV to get, say, from 0 to 80%, and it might even lose in miles per minute to the upcoming Soul EV (CHAdeMO, btw), which can allegedly accept 100kW (no clue for how long though) and is certainly over 20% more efficient…

People ask “how long to charge” because they are stuck in the gas station paradigm.

Once you drive an EV you can see that miles charged per hour is what is important. Bigger batteries can charge at faster mph for a given cell type.

GSP

Huh? Tesla’s connector is all about size and current handling (amps).

The Tesla plug can handle at least 350A and in a tiny package that fits in the tail-light side marker.

CHAdeMO: 200A (though just about all are limited to 125A as far as I’m aware)

SAE/J1772 Combo: 200A (not aware of any that do more than 125A like CHAdeMO)

J1772 L2: 80A

First of all, Chademo isn’t a standard. It happens to be the most numerous right now because there are only two companies currently manufacturing a meaningful number of BEVs, and Chademo is supported by the one that makes more. That doesn’t make it a standard.

Secondly, it’s not elitist at all. Chademo just happens to be a poor design. It has an unnecessarily gigantic connector, while the power output (in real life) is a third of Tesla’s Supercharger. Most Chademos being installed today are 44kw, while Superchargers being installed today are 135kw. Tesla needed a better solution for their bigger batteries. It’s engineering, not elitism.

Thirdly, there may be more Chademos installed right now, but they’re installed in poor locations, only good for driving a very short-range EV around a city. Superchargers are being installed on highways which allow Teslas to an ICE car instead of simply augment one.

I’m happy to see fast chargers in the ground, but why the animosity toward a company that is doing more to support our common goal than any other company?

CHAdeMO *is* a standard. A well-designed standard that was penned to handle 100kW charges. Most of the stations are limited to 62.5kW which, although about 1/2 the current of the SuperChargers, is adequate for cars with smaller battery packs.

http://www.chademo.com/wp/

It is a standard, but I would hardly call it well designed when the other two standards at play have managed to add DC charging capability by adding either only two wires or without any additional wires at all, as opposed to an entirely separate and very large coupler with 8 wires. Don’t get me wrong, CHAdeMO is getting the job done for 10’s of thousands of people now, but the only advantage it has over other standards is that it was ready two years earlier. Those who argue it’s too late to switch standards don’t seem to be very optimistic about PEVs gaining more than the current <1% market share!

John … why is Chademo not a Standard? Is that because so few companies use it?

By that logic, is the non-Metric units of measurement also not a standard, because very few countries use it?

@John, congrats, you’re wrong on just about everything.
For starters, http://insideevs.com/chademo-officially-recognized-international-charging-standard-iec/

CHAdeMO is a world standard: http://www.iec.ch/dyn/www/f?p=103:22:0::::FSP_ORG_ID,FSP_LANG_ID:1255,25%3Cbr%20/%3E CHAdeMO protocol is, and has always been the most widely deployed DC fast charging protocol in the world, but it is now officially recognised as an international DC charging standard by the International Electrotechnical Commission (IEC), a leading global organisation that publishes international standards for electric and electronic products and related technologies. Since 2009, following the commercialization of the new generation of EVs that were fast chargeable using the innovative CHAdeMO technology, CHAdeMO Association members have been taking an active role in the IEC technical committees 61851-23, -24, as well as 62196-3 in order to drive the consensus approach of international standardisation. After 4 years of expert meetings, in January 2014, the FDIS (final draft international standard) for 61851-23 and -24 were approved by the committees and were finally published on the IEC website. DC fast charging system standards IEC 61851-23 gives the requirements for “DC chargers” and provides the general requirements for the control communication between a DC fast charger and an EV. IEC 62851-24 defines digital communication between a DC fast charger and an EV. In all of the aforementioned technical committees, CHAdeMO is among the 3 different systems that were approved… Read more »

Some of the busy Nissan stores are posting signage that reads “Nissan vehicles only” or “Nissan vehicles have priority”.

The Nissan dealers by me ban all non-Leafs from the L2 EVSEs.

Seems to prove why Tesla doesn’t want to go through dealerships. Nissan corporate would probably not openly support such tactics.

How is that so? Have you ever tried to charge your non-Tesla at a Tesla store? Good luck unless you are in desperate need. Even at many Tesla stores it can be very difficult to charge your Tesla!

Well, you can’t really do it because they have the Tesla proprietary charger.

Spec 9 this is my response to your wondering how I can do a solar system at under a $ a watt, installed and insured,permitted and licensed:

(I repeated this post in case you didn’t see it ) :

30 % fed credit, 25% New York State, $9120 Nyserda credit, for a total expense to me of about $8550 for a licensed contractor.

(We have an agreement that I am responsible for all alternating current work, which I’ve already done prior to the contract. Since my “spare parts box” is large, I’ve spent about another $60).

Thats $8610 for a 9120 watt system, and since being 2 old fashioned inverters, it will never generate more than 8kw, but my discounts are per the state directive to use the 9120 number – 38 – 240 watt panels.

Tesla is investing in technology and infrastructure for the long-haul. No other manufacture is offering 60+ kWh battery capacity in EVs for retail purchase. It is not practical to attempt charging smaller than a 40 kWh battery as it would be like filling a glass of water with a fire hose. Even Tesla’s 40 kWh Model S does not have the ability to Supercharge. Nothing to do with standards, just physics …

Expect as other auto manufactures begin to offer 60+ kWh battery capacities, then Tesla will open to licensing charging controler electronics and license access to Supercharger infrastructure.

Looking forward to seeing more EV concepts with 60+ kWh capacity battery packs. The alternative smaller packs in used today can only accept ~45 kW charging rate, and can not accept power juice at a 90-120 kW Supercharger rate.

“Nothing to do with standards, just physics”

Nope … if Tesla wanted to allow fast charging on 40kWh cars, they could.

Charging a 40kWh car is like charging the last half of an 85kWh car. Not impossible. But slower than the first half, because the charge rate drops off.

The only reason Tesla is offering this adapter in the US is because a small number of vocal S owners (myself included) were screaming for it. There are only a handful of areas where there are actually chademo EVSEs in public places. The vast majority are in dealerships which are at the other end of the “user friendly” spectrum. So, no, this isn’t part of some corporate greed exercise. Also, Tesla has been clear that they would be happy to work with other manufacturers to support the Tesla charging design. Would you shell out 2K for access to the SC network? The other manufacturers have spurned Tesla. Though I don’t blame them, they certainly don’t want to help Tesla be successful. Finally, the Supercharger Network is the only one that is actually well thought out for what EV people really need. Long distance travel. Even the WA/OR chademo setup is for local drivers and as such doesn’t get that much usage because people want to charge at home for the most part. So, calling Tesla elitist because they are smart smacks more of sour grapes with a 99% spin. Nice try. Thanks for playing.

If I had the rumored 150-mile Leaf, I would gladly pay Tesla $2000 for access to their network.

At $0.11/kwh national average, $2K pays for 18.2 Megawatt hours. At 300 wh/mi, that’s 60K miles. Adjust that for your local rate situation and driving style but it’s a LOT of miles no matter how you slice it. So, the actual value in the supercharger network is NOT the electricity but the convenience for long distance travel.

I agree completely. I know full well that I would never get $2k worth of “free” electricity out of the supercharger network with a 150-mile Leaf. But to gain access to the power, and turn that local car into a road trip-able car is what I’d be paying for.

Even with a Tesla Model S or Gen III, I wouldn’t get my money’s worth on electricity alone.

+1 to SeatleTeslaGuy

Tesla never wanted to be elitist. Nobody had a usable standard for doing what Tesla wanted so they had to go invent it themselves. It isn’t exclusive – no other EV manufacturer wants to adopt it and admit Tesla is better.

Here in Nor Cal, the chademo setup is equally useless. 99% or more are at Nissan dealerships, open only during dealership hours with only 1 bay AND are NOT at strategic locations suited for long distance trips. I have a LEAF with the dc charge package and I don’t even bother to charge at my local dealer. Waste of time.

This Leaf owner thinks Tesla has the right idea for EV fast charging (multiple bays, 24/7, right locations). Nissan’s approach is quite useless.

I think the real reason the CHAdeMO adapter exists is for future Model S sales in Japan. However, since they were already making an adapter, and owners like you were screaming for it, they decided to sell it stateside as well.

It is a very smart decision, especially in the early stages of the SuperCharger deployment.

yeah, at this point Chademo has become the de facto standard in japan because they installed so many chargers there. BMW concedes that by making the i3 have Chademo in Japan. But for North America and Europe, it is still up in the air.

My point was NOT a technical point about the proprietary tesla format or its dual use DC/AC port. It was about the mission to expand EV usability and the potential for backlash by regulators and opponents of EVs. But now on the technical front: That they designed a port beyond the capabilities of the standards based groups make sense for what they have done in their design. Faster charging = more appeal. Bigger battery = lower C rate and so more cycles due to lower average depth of discharge and so longer battery life and lower effective LCOE. I’m not suggesting they modify the tesla port to be J1772. I would point out for anyone who has actually looked at the J1772 to Tesla adapter that its a purely physical port modification to a different set of physical pins. This means then when you actually look into it, it appears Tesla is using the J1772 protocol and pinout but with a physical spin. They obviously have to have some differentiated signaling to instruct their station to switch between DC and AC BUT all this says is that making a Tesla charger to J1772 physical adapter is not that hard. The… Read more »

What’s the benefit for Tesla to add J1772 plugs to their SuperChargers? None other than goodwill. Put your business thinking cap on please and stop being so thin skinned about a very mild comment here.

Tesla is 100% J1772 compliant.

Please check out our JESLA portable 40 amp J1772 charging solution based solely on the Tesla UMC.

http://www.QuickChargePower.com

Really!!! What about apple proprietary connections? Tesla offer to owners a unique way to charge the vehicles, if the system were open it will lose the value, just imaging you in line for hours before you can charge.

There are a couple issues with this:
1) None of the non-Tesla EVs can fully utilize the supercharger stations (they all max out at 50kW vs the 120kW of the supercharging stations) so it would be an inefficient use of resources.
2) Tesla owners paid $2000 for the exclusive use of those stations. Unless non-Tesla owners do the same for access, it would be unfair to those owners.

I dispute the $2000 the Tesla owners paid for “exclusive use” … it is optional (and $2000) on cheap models and included in the top end models. And Tesla is free to change the price in future and/or expanding the free models.

In summary … Tesla sold cars and put up a lot of fast chargers, and so did Nissan.

Some people think it is ok for Tesla to use the Nissan chargers but keep their chargers private.

The $2k is required if you want supercharger access. It’s included already in the higher capacity models, but that doesn’t mean it’s not there.

I see you dropped the word “exclusive” … that means your original comment was … actually, wrong.

It is not exclusive, and Tesla can extend this service to others, but they choose not to.

As far as including the cost for supercharging in the car price. Good catch! I guess just like the cost of wheels, seats etc are included in the cost of the car. You may be surprised to hear that this is not unique to Tesla. Even Nissan does it. The money they get from car sales is used to pay for all these things, and even EVSEs.

To summarize … Tesla sold cars and put up a lot of fast chargers, and so did Nissan.

Some people think it is ok for Tesla to use the Nissan chargers but keep their chargers private.

“it would be an inefficient use of resources” …

(1) Would it be better if the chargers stand idle? BTW – The Tesla chargers do that many hours every day.

(2) Did you know that the Tesla chargers are deployed in pairs, where each pair shares the 120kW (or 90kW or whatever size unit was installed), so it can efficiently charge two cars that take power at 60kW?

What I mean is it would make matters worse during a crowded time.

AFAIK the charger stalls when split still peaks at 90kW and then ramps down to 30kW (so it’s like a 90/30 split).

If a Leaf (or similar vehicle) was there, it would max out at 50kW (and ramp down from there). It’s worse if both cars splitting are Leafs. Two Model S splitting a charger will always be able to max out the supercharger, but two Leaf’s won’t be able to and thus would be under-utilizing it.

There’s another thing I forgot to mention: the superchargers are spaced such that something with as little range as the Leaf will not be able to road trip with it. It’s more likely it’ll be used by a local daily user, which is not what superchargers are intended for (long discussion on Tesla Motors Club about this).

“superchargers are spaced” and what they are intended for …

LOL

I’m glad to see you gave up on your efficiency argument.

“I’m glad to see you gave up on your efficiency argument.”
Please stop putting words in my mouth. I never gave up on anything. My efficiency argument still stands and my response is a direct rebuttal to your claim that split charging eliminates the efficiency problem. 50kW+50kW is still less than 120kW, esp. when factoring in the ramp down period.

My point about the spacing is an addition to my other arguments.

Hmmm nobody is putting words in your mouth … I did notice that you stopped writing about your efficiency argument, which you really should, because it is a bad argument.

You could claim the rare case where a Leaf using a Tesla charger while a Tesla is waiting to use that same spot is a small and temporary reduction in efficiency, but realistically, that does not happen much and you should try to find something more substantial to complain about.

Furthermore, for each of those events, there might be several offsets where a Tesla is charging below 130kW (as it does when the battery is getting full) and a Leaf is being charged by the extra available capacity, which is actually an improvement in efficiency.

If you are _really_ so worried about efficiency, does it bother you to see cars on the freeway with unfilled seats? That is a much bigger resource waste that the phantom you are chasing.

Dr. Kenneth Noisewater

“(everything publically funded and built to support Tesla but Tesla superchargers/etc only supports Tesla)”

This is bogus. The SuperCharger network is funded by Tesla, not by the public.

Why doesn’t someone build a Tesla to J1772 adapter so those people can leach off the superchargers like Tesla cars are leaching off every other type of charger out there. I’m all for sharing as long as it’s a two way street.

Because somebody has to pay for the charging stations. Model S users pay for it $2000 when buying car. Other car makers don’t pay Tesla anything so they can’t use their stations. Simple as that.

And Model S owners has to pay for using Blink/eVgo/whatever other network. So it’s completly fair deal.

NO OTHER ELECTIC CAR can charge at 120kW rate. Not even Tesla Model S with smaller 60kWh battery. Other cars like Leaf/i3 use only 20-25kWh battery and they are happy about 40-50kW charging rates. That’s the reason why other cars can’t use them. They are just too inferior.
It’s sooo pity that people don’t understant technology 🙁

They have released a lot of patents. I assume that it means that other manufacturers can make use of the charging station. Either by a one off fee per car or by user payment per charge/kWh.

Pricy stuff–1000$
Oh well if you can afford an S it’s just chump change.
Good idea though.

Should at least have a nice foam wrap to protect against scratches on that $80,000 paint job…..

LOL what do you want $1000!!

electric-car-insider.com

Tesla’s policy of limiting its supercharger network is pretty simple: they had different requirements for charging 60kWh and 85kWh batteries than other manufacturers who typically provide only 24kWh batteries.

Almost all Superchargers are located between cities, and are specifically designed to allow travel between cities. I’m very unlikely to ever be in a position to roll up to the supercharger in Tejon Ranch or Harris Ranch with my Fiat 500e or Ford Focus Electric.

Access to the Superchargers is paid for by a $2,000 up front payment. It’s pretty unlikely the other automakers would want to hand that kind of cash to Tesla for every EV they build.

When you buy a Model S 85, you are paying $2,000 for the SuperCharger buildout, even if you never use one ever. Most Tesla buyers seem to be fine with this, since sales of the Model S are still brisk.

But it’s unlikely that iMiev or Spark EV owners would be, considering that’s almost as much as they will pay for fuel for the life of the car.

That is no more hideous than the adapter from J1772 to a Tesla Roadster. That thing is huge, and it made me cringe to see it hanging off the car (sorry, Bill!)

I think Tesla is doing a good thing here. They have proven that it doesn’t matter if the world chose their standard or CHAdeMO’s. The two can be made to be compatible. If they really wanted to, they could go the other way and make a supercharger – to CHAdeMO adapter, allowing Leaf drivers to pay to use their supercharger network. I’m sure they will do the same with SAE CCS when it comes out, and then the world will see that the charging standards “war” is totally irrelevant save for a few dollars here or there on adapters.

And yes, $1000 is a hefty price, but it’s probably worth that much in design/build (given low quantities). But there’s no reason one couldn’t buy one adapter per station instead of per car, thus spreading out the cost over many users. If I were deploying a CHAdeMO network, I would certainly consider buying some for said network.

Agree on your last pp. I would be dollars to donuts that if one owned a large Chademo network, that Tesla would sell you those adapters, in bulk, for a heck of a lot less than $1,000. And in return, you get those stations listed on Tesla’s charging map as SuperCharger compatible 3rd party pay stations. Everyone wins.

Hi Brian…

Yeah, regarding my “Hideous” adapter, they also say not to BANG the heavy end against the car since they won’t repaint it if you do, hehehe.

$1000 seems pretty reasonable considering Tesla’s historical pricing of these things. I believe the thing at least has to do a small protocol conversion, so there must be a small circuit board in there.

My J1772 was initially $750, although they did have a $600 closeout sale for a while, and now you cant get them from Tesla any longer, although some might turn up on Ebay.

I don’t fault Tesla for the one-way approach they are taking that some others might. After all, the Model S customer must up front $2000 for the supercharger priviledge. Now that’s really a significant piece of change.

I think most missed that if you order 60 kwh S and the chademo at the same time, you can get the supercharger and chademo for only $2400!!

So only $400 for the Chademo…what a deal!

You are just talking about the Roadster correct, since the Model S comes with a J1772 adapter?

correct,commenting on brian

This is another example of how I think Elon Musk and Steve Jobs can go too far. The whole reason (so I’m told) for the proprietary port was because Musk said the J1772 and Chademo were ugly.

But somehow this (pictured above) situation is elegant?

Just like Steve Jobs wouldn’t allow USB ports on the front of the Mac Mini and other computers. Why? because it wasn’t elegant. So having to turn the computer around backwards with cables going everywhere to plug in a flash drive is somehow elegant?

I suppose the connectors don’t look nice, but in truth the DC charging system Tesla designed is there to provide a huge 135kW of power in order to charge an 85kW (81kW accessible) battery as quickly as possible. A standard connector can’t interface with the battery in a way that allows such an extreme charging rate.

I believe that there was more than aesthetics involved in the development of the Tesla charger. Basically, when Tesla was designing it, chademo and SAE were not that far along. Also, the SAE/J1772 approach had current limitations and Elon wanted a single plug for both high and low (er. not so high) current charging. At an SC, I can hit as high as 320A. The early J1772s were pathetically limited. Finally, I believe that Elon and crew were right that the aesthetics and ease of use are important. When I slap my adapter on the j1772 plug to charge my Model S, it just feels clunky and unsatisfying. Plugging in my home charger or a supercharger is clean and simple. It still makes me feel good about buying the car.

Dr. Kenneth Noisewater

That’s as may be, but there should still be a front-mounted set of ‘common’ standard sockets, with a flip-down panel in front, which would be appropriate for each region.

I agree with just about everything you say but can’t agree with that idea. Why burden every car with “interchangeability”? Maybe in a world where chademo and SAE (what ever it’s called) are commonplace it might make sense but until that happens, the adapter approach is perfectly fine. Though even then, I say pick one and stick with it. I love the fact that I have a single unobtrusive little charge port on my MS.

what is not to agree? I think this picture shows how versatile is the model s. good job tesla

A minor quibble, Eric. The chademo adapter was listed as “available this Winter”. At least as long as it was actually Winter. When the Equinox rolled around, they quietly changed it to “coming soon”. Sigh, I love my Model S and the company that madeit, just wish they would improve a) their schedule methodology and b) their communications.

…and then there are those who may be considering one because of an aging red dot, on a map. Gets back to a) and b)

I’m still jealous.

The price is not reasonable. Of course, many will pay it, but on the basis of it being an EVSE adapter, I don’t think so.

It does nothing but convert the converter.

If you can afford a Tesla, you can afford the adapter.

False logic. If you stretched to barely afford a Tesla (e.g. you’re an enthusiast who really wants to go electric), then your budget is spent and you cannot afford the adapter. I doubt this is a large percent of Tesla drivers, but surely it is some of them.

A buyer of an MS 60 could get an adapter and not need to add the $2500 after sale supercharger option. But i don’t know if you can charge with the CHadeMO adapter with a base MS 60. If so, buying lower cost models in states like Washington with lots of these charging sites might make sense for those considering not springing for the larger 85 or other higher margin options. An MS 60 with CHadeMO spread around the east cost would be great for us in the boston through Virginia area.

You can “afford” something and still feel it is expensive. If you look at Tesla Motors Club there are plenty of people who are being held up by the price (they think it’s expensive). Sure they can all “afford” it, but they still don’t want to spend $1000 on it.

This comment reminds me of a scene from an old Simpson’s episode where Bill Gates comes to buy out Homer’s business. As his goons are destroying Homer’s computer, Homer asks why. He replies “I didn’t get rich by writing a bunch of checks!”

But on a serious note, everybody makes a value decision when they buy something. Before spending $1000 on an item, you essentially ask yourself “would I rather have $1000 or this item?”. I can see where for many, the value isn’t there for them even if 1) they have the money to spare and 2) they believe that the engineering and build quality of the adapter is worth $1000.

Regardless of the price, this is a good piece of Engineering that proves this conversion is possible.

I hope Tesla makes the opposite converter also and markets it to Chademo vehicles with the ability to charge from Tesla Superchargers.

ha! it will be a cold day in Hades when that happens.

I agree … but I think it is clear that Tesla not sharing their chargers is a choice they make, not a limitation in technology, despite the protestations and strange logic I read in several posts here.

Of course there is no reason that you couldn’t do a chademo adapter to an SC. As long as Tesla let you – the SC and car have a handshake. I assume it’s got some strong crypto in it..

Funny, there was a time when people said you couldn’t do the chademo to Model S adaptor, that it would be huge and that it would be at least $3K. Huge is debatable, the other two aren’t.

Perhaps this could be a future market for Tesla. If they sold a Supercharger to CHAdeMO, GB/T, CCS Combo1 and Combo2 for $1000 for the hardware, and $2500 for service, for $3500 total.

The device would have to somehow be connected to only one unique VIN. I’m not sure how.

Tony

I agree … another possibility would be to sell the unit for $1000 and charge $20 each time it is used.

I know some people will complain about the high cost, but they do not have to use it.

Since Tesla monitors all their stations in real time, they could also ensure that the non-Tesla users never take the last available slot at any location, which mean they will not reduce charger availability to Tesla cars.

I don’t agree with a per use fee, since that would require an entire billing and accounting department to handle. Plus, they don’t physically have the capability to collect the cash / credit card / etc.

Get all the money up front, just like the Model S sales.

I’ll be happy to do the billing and accounting for a 10% commission …

Looks like he was ICED but it was just able to reach the adjacent spot. Apparently getting ICED is a common problem at the dealership chargers.

It would be really funny if the Tesla guy unplugged a Leaf from the CHAdeMO to charge his Model S.

That wouldn’t be funny at all. Unless the Leaf was done charging. An EVSE blocked by an EV not charging is just as good as ICEd.

umm yes it would be funny

You clearly don’t want EVs to succeed. Finding joy in cutting off another EV driver from their fuel simply because you may not like their car (maybe it doesn’t work for you, which is fine) does nothing to support the EV movement.

Yay!!! Adapters for the win!!! EVs with the most electrical format compatibility, sell better…

If a Leaf plugs into a Chademo unit, it will be done charging in 30 or 40 minutes, so the next person does not have to wait long.

A Tesla can easily occupy a Chademo unit for 2 hours.

New Leaf’s have charging lock…. Won’t be able to disconnect until you tell it to.

This charging standards issue is so tiresome, and detrimental to EV market growth. Truth is that all these standards have deficiencies: CHAdeMO is DC only and physically too big for what it does. Plus it is a privately developed standard, which is anathema to the Euro standards elites… J1772 is a short sighted 1phase AC solution most suited for smaller batteries… CCS type 1 (US frankenplug) is a physical absurdity that could only have been created by an overly compromising committee that lost sight of the objective… Mennekes is a good design, but they succumbed to the pressure of having separate DC pins to match the SAE DC pins, which makes the CCS type 2 bigger that it needs to be… The Tesla design is best of all (compact AC/DC), but it’s a private closed system so it really doesn’t matter to anyone else, unless Tesla makes a bold move (appears to be unlikely at the moment)… And I won’t mention China’s emotional need for a unique plug to demonstrate National Greatness… All in all, it sends a bad EV message to John Q Public, which is probably why the major manufacturers are rushing to line up behind CCS type… Read more »
CHAdeMO is the only world standard that is the same in Tokyo, Chicago or Oslo. The niche Frankenplug (CCS Combo1 and CCS Combo2) consortium can’t even offer compatible plugs amongst themselves. That’s right: the GM version won’t plug into the German version of Frankenplug, and vice versa. Frankenplug also won’t be offered anywhere else in the world except the USA, Germany and whatever political pressure and/or regulations that can force German specification Frankenplug on other European Union (EU) member states. Thankfully, large EV adaptor nations like Norway (with over 10% of new cars sales being EV) are not part of EU, so they will continue to flourish with Tesla and CHAdeMO quick charge stations unimpeded, and add CCS Combo2 (but not Combo1) as needed. There will never be Frankenplug stations will be in China, Korea or Japan, where EV’s are expected in large numbers in the future. Tesla will never adopt Frankenplug. I’m fine with GM and their German auto manufacturer colleagues funding all the Frankenplugs they want, either individually or combined with world standard CHAdeMO. Then, when Frankenplugs are collecting dust in the future with very few cars to actually use them, maybe they can be converted to Tesla… Read more »

As you have so detailed, Nissan got it right the first time:

3.3 kw single phase for worldwide compatibility (j1772)

DC ChAdemo for fast charging capability.

If Every other car company had followed the Leaf’s lead, It would have made everything so much simpler.

Tesla loves doing everything its own way. Apparently most Tesla purchasers are fine with that.
But my last paragraph is also true, as Tony has illustrated.

Well, I’ll agree Nissan made the best choice given their circumstances, but it’s far from the ideal solution.

The best solution would be a compact plug with 2 control pins and 4-5 big pins that could be dynamically configured for 1 phase AC, 3 phase AC, or high current DC (>300A), plus a ground.

The universality of the plug is more important than either the vehicle or EVSE capabilities (they should negotiate a common denominator for any particular circumstance).

Shame on all the standards elites for missing the big picture.

Well, cad/cam your design for your plug, and come up with a simple control mechanism for it and deam it the QCO standard.

One more standard really couldn’t hurt since we have so many currently, and yours will probably be better than many of the existing standards, if not all of them to date.