You generally just can't, though. Sure, that looks wonderful in Tesla's photo, but it's nearly impossible to get it to do that in real life. (Probably had someone just off camera holding it like that) It really would have been better if Tesla had built it with that half twist. The CHAdeMO handles are built to plug straight forward into a car, right? So the cable from the handle turns to a down angle, like a 90 degree bend. Now with the Tesla adapter in the Tesla car, the weight of the adapter makes it hang downward already (90 degree bend). So then if a CHAdeMO cable is plugging upward into that adapter that same way, it has another 90 degree bend continuing around the same circle, so the cable would be going through the rim of your wheel! The cable obviously is coming from exactly the opposite direction, from outside of your car, so it has to do a U-turn somehow, and about the only way it can do that is to twist the cable to make the double 90 degree bend into a straight path.
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darth_vad3r
Well-Known Sith
Ya, that’s why I was wondering if they’d maybe done that since the one photo (silver 3, not the red 3s) looked like it had it perfectly oriented with a 180 degrees twisted.
Seems they didn’t though. So given that, users should strive for the awkward arrangement if they can manage to keep it stable (hire someone to stand off camera? LOL, use the ground to stabilize the cable?) if they want to reduce twisting wear and tear on their fairly expensive adapter.
ElectricEel
Member
Which revision of the adapter do you have? I tested on one of these stations and repeatedly got Error 22. Adapter works fine with other CHAdeMO stations.
I’m not sure how to tell, other than it ends in 10-D for the TPN field.
Attachments
Thanks - the one I'm using is 10-C, but I should have a 10-D version to test with soon. Maybe it's dependent on the adapter firmware as well?
bwilson4web
hit the spot
BENCHMARK PLAN
I'll make three loops doing: SuperCharger, Electrify America, and EVgo. I'll leave Huntsville with a 15% SOC (36 mi) reserve and drive to Chattanooga, to normalize the SR+M3. There I will charge enough to have a 15% reserve (36 mi) to the same charger network in Nashville. Finally I'll charge to reach the free, CHAdeMO/CCS charger in Huntsville before heading home.
The goals:
INITIAL TESTING
I borrowed a CHAdeMO adapter and went to the local, free CCS-1/CHAdeMO charging station to make sure everything works:
Past experience with my BMW i3-REx revealed we never get more than 100A from this unit. So the actual kW is driven by the battery battery voltage until the taper begins to reduce the current.
My first test, dangled the adapter and cable but it shutdown in a few minutes:
I suspect the tension on the adapter-cable or the heavy torque on the Tesla port cause a momentary, electrical problem triggering the abort.
Initial charging rate is consistent with the SOC of the Tesla:
After the abort, I draped the CHAdeMO adapter and cable over the back of the car and there were no more interruptions:
It looks like a strap from inside the car out the rear glass could hold the adapter and cable up to offload the mechanical stress on the connectors. I'll do some experiments.
To protect the paint, a blanket or throw rug might keep the cable from direct contact with the car:
However, I could try parking on the wrong side of the street so the cable does not stretch across the car.
As the charge tapered down, the voltage was higher but the current significantly smaller, about half the initial value:
Bob Wilson
I'll make three loops doing: SuperCharger, Electrify America, and EVgo. I'll leave Huntsville with a 15% SOC (36 mi) reserve and drive to Chattanooga, to normalize the SR+M3. There I will charge enough to have a 15% reserve (36 mi) to the same charger network in Nashville. Finally I'll charge to reach the free, CHAdeMO/CCS charger in Huntsville before heading home.
The goals:
- Cost of each SuperCharger, CHAdeMO via Electrify America, and CHAdeMO via EVgo.
- Charging profile at each network, the charge as a function of time recorded using "Time Lapse"
INITIAL TESTING
I borrowed a CHAdeMO adapter and went to the local, free CCS-1/CHAdeMO charging station to make sure everything works:
Past experience with my BMW i3-REx revealed we never get more than 100A from this unit. So the actual kW is driven by the battery battery voltage until the taper begins to reduce the current.
My first test, dangled the adapter and cable but it shutdown in a few minutes:
I suspect the tension on the adapter-cable or the heavy torque on the Tesla port cause a momentary, electrical problem triggering the abort.
Initial charging rate is consistent with the SOC of the Tesla:
After the abort, I draped the CHAdeMO adapter and cable over the back of the car and there were no more interruptions:
It looks like a strap from inside the car out the rear glass could hold the adapter and cable up to offload the mechanical stress on the connectors. I'll do some experiments.
To protect the paint, a blanket or throw rug might keep the cable from direct contact with the car:
However, I could try parking on the wrong side of the street so the cable does not stretch across the car.
As the charge tapered down, the voltage was higher but the current significantly smaller, about half the initial value:
Bob Wilson
Californiates
Member
"time laps"? 
I've been watching The Flash recently, and that's something he gets into.
I've been watching The Flash recently, and that's something he gets into.
jcal0820
ride the wave
Would prefer a CCS adapter, would be much less cumbersome, if that should ever come out. I know in Europe, Model 3’s use that standard.
Might be interesting to enter your trip into A Better Routeplanner. Then see how its estimated times, consumption, etc compare to your actuals. You can set ABRP to use CHAdeMOs instead of, or even in addition to, Superchargers.
ElectricEel
Member
Did a quick test at a local Walmart near me while I shopped. it worked at an EVgo station. but I noticed it works backwards, it started at 40kW then every few minutes went up and topped out at 46kW.
Other issue is that the charging station is reading is off by 2% ahead, I'd assume the car would cut connection when fill anyways.
My theory is since they are charging customers per minute they can maximize their profits starting off slowly and ramping up around 10min mark.
Other issue is that the charging station is reading is off by 2% ahead, I'd assume the car would cut connection when fill anyways.
My theory is since they are charging customers per minute they can maximize their profits starting off slowly and ramping up around 10min mark.
Attachments
GHammer
Dark Star
No there is a technical reason. The adapter is current limited so when the battery starts to "fill up" the voltage goes up while the current remains steady at it's constant limit hence the total kW goes up untill the battery taper is reached and then current drops below the limit and the charge progresses as if it were connected to a supercharger.
It has nothing to do with profits.
It's because the station is limited to 120 amps at whatever your pack voltage is. So charging may start lower, and gradually rise as the pack voltage rises during the charge.40 kW / 14% - voltage around 333V and 120A.
42 kW / 26% - voltage around 350V and 120A.
44 kW / 41% - voltage around 367V and 120A
This phenomenon is related to the station being primarily current limited. You can only draw a maximum of 120A on most stations (some equipment may be limited to 100A). Of course as the battery reaches full charge, current will reduce as part of the taper.
darth_vad3r
Well-Known Sith
darth_vad3r
Well-Known Sith
Well they both are limited actually. So once the car or adapter hits a current max, you see power increase with SoC increase since voltage is rising with SoC. People in non-Teslas see this at DCFCs.
See this Leaf chart:
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