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Interesting, yes. One thing I noticed: the Orange people acknowledge that the average person charges at home from an outlet. They also identify the NEMA 14-50 outlet as the most commonly-used home outlet. So people could charge at 240 volts at up to 40 amps (continuous) using that, if I remember correctly and be able to fully charge a Tesla overnight.
But the two outlets that Orange sells are only 16-amp (continuous) outlets.
I didn't listen to the whole interview (it's long). Are they planning to eventually offer more powerful outlets?
Also, they criticize wall connectors. I find that surprising and disingenuous.
Plus the outlets are really expensive ($350).
I don't know. It strikes me that Orange is offering (less powerful charging options, but with convenient electricity & money-management software) products to appeal to property owners (landlords, apartment managers), but not products that will actually help (Tesla) drivers charge quickly.
In summary, it seems to me that the Orange products are skewed to favor property owners and not electric car owners (who rent). And maybe that is the whole point of that (Orange) business model? Also, maybe the Orange customers are servicing properties with electric cars with smaller batteries that require less-powerful charging rates?
The Korean site, or documentation, used to say not to use the adapter on a station rated at more than 150kW.
SageBrush
REJECT Fascism
I gave up after a couple of minutes, but I found the company website.
My guess is a nod to the practicality of trying to serve multiple EVs with one sub-panel that is limited to a feeder of 40 - 100 Amps. Honest to goodness power sharing is a lot more attractive to EV owners ... until they learn the price tag.
So far as I can tell, Orange is solving a couple of issues that crop up for MFD:
- Energy monitoring for billing
- Dedicated receptacles that only the 'owner' of each receptacle can use
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RayK
Active Member
I have the South Korea adapter (1656565-10-A) and it weighs 823 grams.
SageBrush
REJECT Fascism
@tps5352 ,
The more I think about the Orange receptacle, the more I like it as a low cost, low barrier to entry solution for MFD and workplace charging.
The US has long favored expensive, turn-key EVSE solutions for public charging (ChargePoint, e.g.) When they work, they are certainly convenient. Orange is taking a feather out of the UK's cap by taking the opposite tack and saying that the EV owner brings his/her own EVSE. All that is provided is a receptacle and monitoring/billing/control.
ChargePoint (CP) installs 1 - 4 connectors. Orange is suggesting that an entire row of parking spaces be outfitted with receptacles for the same CP cost.
The more I think about the Orange receptacle, the more I like it as a low cost, low barrier to entry solution for MFD and workplace charging.
The US has long favored expensive, turn-key EVSE solutions for public charging (ChargePoint, e.g.) When they work, they are certainly convenient. Orange is taking a feather out of the UK's cap by taking the opposite tack and saying that the EV owner brings his/her own EVSE. All that is provided is a receptacle and monitoring/billing/control.
ChargePoint (CP) installs 1 - 4 connectors. Orange is suggesting that an entire row of parking spaces be outfitted with receptacles for the same CP cost.
I bet zero difference. Korea ones already handle the fastest chargers (Delta 350kw, 540a) in NA, there is no room to improve, only downgrade, and I doubt US model is a downgrade, since 250kw is in the description.
What’s more interesting is to compare the weight and sticker specs. Maybe in the future when we have 600a~700a CCS, we could see some difference.
Ookami
Member
Here is the new NA Tesla CCS1 adapter label. It weighs approx.1.8 lbs. I don't have a small scale to be more accurate. The box it came in is identical to the one that was previously shipping in South Korea. I would say it's exactly the same.
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So same weight. Sticker different. Doesn’t say amp, but 250kw instead of 150kw. I still say they are the same, but updated sticker.
Interesting that on the North American version they list the kW rating instead of the amperage like on the South Korean one:
It almost looks like that sticker on the NA one is over the top of another, smaller, sticker. @Ookami does it look like that in real life?
It almost looks like that sticker on the NA one is over the top of another, smaller, sticker. @Ookami does it look like that in real life?
I have 2021/oct mode 3, and for me, the CCA support says “not installed” so I decided to do DIY approach and installed the gem 4 ECU module (1537264-00-B) and CCS is enabled now, but now Tesla is providing a retrofit part number 1652005-00-A,
My question is, what is the new part? Is it an ECU module? What should I do with my DIY approach?
My question is, what is the new part? Is it an ECU module? What should I do with my DIY approach?
Where are you guys going to store the CCS charger when not in use? I wish it came with a case, may need to buy a third party one.
Also now that I have the adapter.. I wish Tesla was the standard connector. CCS Is huge in comparison
Also now that I have the adapter.. I wish Tesla was the standard connector. CCS Is huge in comparison
I agree, with the weight being the same, I doubt there's any true difference. My bet is the 300A is either a continuous rating or the Korean standard is just more strict.
Everyone will have a different comfort level I suppose, but as someone who owns the Korean variant, I see no reason to go out of my way to buy a US one.
If Elon had released it as a published open standard, free of limitations for a straightforward one-time fee for the documents sometime before about 2017, maybe it would have been But he didn't, and so it's not.
