Welcome to Tesla Motors Club
Discuss Tesla's Model S, Model 3, Model X, Model Y, Cybertruck, Roadster and More.
Register

"New" Sources of Tesla 'OEM,' Tesla-like, and/or Third-Party CCS1 Adapters

This site may earn commission on affiliate links.
Due to information/product vacuums caused when Tesla allegedly stepped in and prevented further sales of Korean CCS1 adapters to North America (e.g., by helpful businesses like Harumio), several new potential sources of adapters originated in 2022.

September 21, 2022 Update: Tesla North America has (finally) released its CCS1 adapter to Canadian and U.S. customers. The adapter is available to all (four) Tesla models, provided cars are CCS-enabled. [Hardware/software retrofits are now available from Tesla for cars currently without CCS capability.]

December 26, 2023 news tidbits: (a) Still no Tesla-provided CCS hardware/software updates for non-CCS-compatible Models 3 & Y; but maybe as soon as next month (January 2024)? (b) As discussed elsewhere, the scheduled adoption, now by almost all electric car manufacturers, of the NACS (North American Charging Standard--i.e., the original 2012 Tesla Proprietary Standard plugs and ports) suggests that the CCS standard may (join CHAdeMO and) become a dying technology in North America in coming years. (c) A2Z, a Canadian firm partnering with Asian manufacturer Olink, is now offering the first (to my knowledge) working combined CCS1 (DC)-J1772 (AC) adapter.


"New" (in 2022) Sources of CCS1 Adapters
(Grouped by type.)
Source​
Price​
Specific Notes​
Availability
(in NA)​
Genuine Tesla Adapter
$250(US)
$175(US)
$250
$325(CAN)
$340(CAN)

$240(CAN)
$345(CAN)​
  • Available on the Canada and U.S. Tesla websites.
  • Owner's manual here.
  • For Models S, X, 3, and Y.
  • Car must be CCS-enabled.
  • As of February 2023 factory-approved hardware retrofits (including parts and labor) for non-CCS-enabled cars were available for Models S and X.
  • As of March 2024 CCS hardware upgrades for North American Models 3 and Y (that need them) are available for order on the Tesla website..
  • While waiting for Tesla to release hardware retrofits, some drivers of non-CCS cars tried successful DIY (do-it-yourself) procedures to enable CCS charging in certain 2021 cars and in older vehicles (particularly Models 3 & Y). See numerous postings, starting with this Thread. I assume that with Tesla factory retrofits now available, DIY efforts will diminish in popularity.
AVAILABLE.
Tesla-Adapter Copies
$325
$294
$319
$250
$235
$246
$251
$239
$216
$230
$203
$175
$161
$132

$116.50
$119*​
  • Hansshow/Hautopart adapter may also be found on TesPlus website (for $200 $140).​
  • See website for technical specifications.​
  • Stated to be for Models S, X, 3, & Y (car must be CCS-enabled).​
AVAILABLE.
$250
$200
$170
$185
$180
$165
$155

$140​
  • See website for technical specifications.
  • Claimed to be compatible with "all Tesla models."
  • Car must be CCS-enabled.
  • Graphic imagery suggests that this may be a different product than the Hansshow/Hautopart adapter.
AVAILABLE.
Independently-designed Aftermarket Adapters
A2Z Shop
(Canada)​
$293
$270
$227
$195
$175

$150
$121*​
  • Brand name: "Thunderstorm Plug."
  • Combined CCS1 and J1772 adapter in one.
  • Sold by registered TMC vendor (information available via @A2ZEVSHOP)
  • See website for technical specifications.
  • Design and engineering input originated from this North American company with business ties to:
    • Manufacturer Huizhou Olink Technology Co., Ltd. (China)
  • Works with applicable Models S, Ǝ, X, and Y, but:
    • Car must be CCS-enabled.
  • Note #1: Website CCS1 price may vary slightly, probably due to fluctuating Canada-to-U.S.-dollar rates.
    Note #2: Other CCS1-related accessories (e.g., lock, case, ECU) are also available from A2Z Shop.
AVAILABLE.
In Development
-na-​
  • See website for more information.
  • In size and general shape, reminiscent of the original SETEC CCS1 adapter (see below).
  • Possible release in, when?--2024?
Currently
Unavailable.​
* Includes shipping to North America.

Current Aftermarket Adapters

Note: Adapter images are not to the same scale.​

Comments:
  • USE FOR AC J1772-PLUG CHARGING? - Some/all J1772 plugs can be inserted into the upper circular socket of many CCS1 adapters. This perpetuated the previous misconception that all CCS1 adapters could be used to accept J1772 plug-outfitted charging cables. That is still untrue. Most CCS1 adapters are exclusively for DC charging, while J1772 plugs are used for AC Level 2 charging.
    |
    However, there is news on this front: The latest A2Z Thunderstorm adapter will apparently handle both DC and AC charging. See that website for more information.
    |
    Meanwhile, the other CCS1 adapters listed in this post are (afaik) still not usable with any J1772 AC cable-plug device. So normally a CCS1 adapter is not necessary for AC charging (from 240v wall outlets and at Level 2 charging stations). TMC members have convincingly demonstrated (via photographs) that most other Tesla and aftermarket CCS1 adapters seen so far lack certain key electrical connectors necessary for AC J1772 charging (see here). Again, the A2Z adapter is apparently the exception. But for other CCS1 adapters, for a North American Tesla you can use AC charging equipment with J1772 plugs only with a proper J1772 adapter (now including the A2Z CCS1/J1772 adapter).

    Don't be misled--CCS1 adapters are NOT necessary for AC charging.



  • CHARGING LOCKS - Adapters designed for use in North American Tesla cars routinely come with a locking notch (at the bottom of the Tesla proprietary [TPC] plug that inserts into the charging port) that will prevent most unintended adapter-removal (i.e., theft) from the port during a charging session. Some manufacturers/suppliers are also addressing the second undesirable issue of having a CCS1 cable-plug/handle prematurely removed from the other end of the adapter during charging. See individual supplier webpages about any features designed to prevent undesired cable removal.

  • INTERNAL DESIGN - Most third-party CCS1 adapters appear to have a relatively simple straight "pass-through" circuitry design (with no or minimal amounts of solid-state circuitry components), as does the OEM Tesla adapter (I believe). The original SETEC adapter--with its battery-powered, CHAdeMO-mimicking software/hardware and 50kW charge rate maximum--is the notable exception.

  • CCS COMPATIBILITY - CCS1 adapters that lack on-board control circuitry (i.e., most/all adapters other than the original SETEC device) require that the car be "CCS-enabled." (In other words, some kind of CCS-allowing control electronics must be present inside either the adapter or the car.) In general, most Teslas from early 2020 to June 2021, and from November 2021 to present are so enabled; but check your car's CCS status before purchasing an adapter.
    • To check CCS status:
      • Center Touchscreen Display.
      • "Software" screen.
      • Choose "Additional Vehicle Information" link.
      • Examine "CCS adapter support" status. Status should appear as either "Enabled" or "Not installed."
    • If "Not installed" (CCS incompatible), owners of Models S, X, 3, and Y can now purchase hardware/software updates from Tesla. There were also clever DIY (do it yourself) workarounds for Models 3 and Y before the factory retrofits became available.
      ...
  • ADVERTISED CHARGING RATES - For several reasons I am no longer reporting charging rate specifications; in part because the new (2022) adapters all claim a maximum charging rate of at least 150kW, up to 250kW (as does the Tesla OEM adapter).

    TMC Forum posts report widely varying charging rates for seemingly all CCS1 adapters (both Tesla and third-party). The reason is apparently that many conditions and factors--e.g., car model, age, and condition; the battery's initial charge level and temperature at the start of a charging session; and additional factors--may affect maximum and ongoing charging rates at any particular time. Clearly the design and condition/health of the particular charging station being used makes a difference (with variation even seen among charging stations of the same company and at particular stations on different days). Also important: exactly when a reading is taken during a charging session. Charging rates rise and fall naturally over the course of a full session (here is one example). When a car starts with a relatively low battery level (say at 20% capacity), a moderately-high start, followed by an aggressive ramp-up, and then a gradual decline is commonplace.

    Taking all this into account, a single charging rate index number may not be a particularly helpful (or honest) decision-making factor. Better, perhaps, would be a series of comparative charge-session graphs with conditions held relatively constant (e.g., 20%-to-80% charge sessions, batteries preconditioned to best operating temperatures, moderate ambient temperatures, use of the same charging station, etc.). Clearly we need someone like Tom Moloughney (YouTube "State of Charge" Channel) to objectively test, side-by-side, all the CCS1 adapter alternatives. In addition to comparative charge rates, I would also be interested in internal design, and build quality. (But I certainly do not want to dissect my own, or indeed any, precious CCS1 adapter to investigate.)

    It is still early days, but one (still untested, afaik) hypothesis is that adapters with straight "pass-through" circuitry designs (including the Tesla OEM device) will all perform in generally similar fashion given the same conditions. If that proves true, the choice of product then comes down to factors other than maximum rate of charge; such as build-quality, safety features, cost (and we are seeing aftermarket sellers actively match or undercut the Tesla adapter price), size and weight, availability, brand loyalty, purchase convenience, customer service, and so forth. I haven't looked inside an adapter, but I imagine that the size/bulk, design, and metallurgical content of electrical contacts and conductors may be important (e.g., for resistance and hence energy loss through heat). This is DC high-voltage fast-charging, so you want beefy components here, people. Consider the analogy of making a purchase choice from among various brands of NEMA 14-50 wall receptacles with different prices and/or construction/designs. They all work, but...(BUY HUBBELL!--or, even better yet, a Tesla or name brand wall connector.)

  • CAVEATS - Information (e.g., prices, descriptions) on some sites can change frequently and unexpectedly. Some initial products and websites are no more. Again, be cautious. After a long wait, adapters (and now CCS hardware upgrades for Models S & X) for are finally available from Tesla in North America. Therefore, many might now argue that the genuine CCS1 adapter (and factory hardware retrofits if needed) from Tesla in North America are the safest course. But will Tesla supplies be consistently adequate to meet demand? We'll see. (As of 03/8/24, Tesla's ongoing stock of CCS1 adapters appears to remain satisfactory.)

  • CURRENCY - Prices listed here are in US dollars.

  • CAUTION - Please note the alert (in red) at the bottom of this post.
    |
  • For drivers whose cars are still incompatible with most CCS1 adapters and who, for whatever reason, prefer not want to use the original SETEC/Lectron CCS1 adapter (below), Tesla/aftermarket CHAdeMO adapters are still sometimes available (used/new) (e.g., on Craig's List), and are are alternative source for DC charging at the remaining stations in North America. At about a maximum of about 50kW, performance is similar to the SETEC/Lectron CCS1 adapter but without the hassle of software update incompatibility. CHAdeMO adapters are somewhat bulky*, however.
    |
    Original Tesla Chademo Adapter (for North America)

    Tesla CHAdeMO Adapter
    |
  • Finally, with recent (2023) inroads by Tesla into having its proprietary charging standard become the so-called North American Charging Standard (NACS)--adopted by more and more manufacturers of electric cars sold in North America (latest count appears to show that almost all NA electric cars will adopt the NACS within a couple of years)--it is easy to envision a time in the near future when virtually all new and many modified NA electric battery-powered vehicles will use the simple AC/DC Tesla standard plugs and ports. If that happens, the CCS1 standard could conceivably become obsolete. For now, though, CCS1 adapters remain a worthy accessory for Tesla drivers who travel extensively.
_____
* @wk057 has a bench-top dissection of a CHAdeMO adapter here, showing all the control circuitry necessary (hence the CHAdeMO adapter's larger size, by the way).


Prior Sources of CCS1 Adapters
(In order of release?)

Source​
Price​
Specific Notes​
Adapter Type​
Availability
(in NA)​
$525​
  • Car must be "CCS-enabled."
  • Availability curtailed by Russia's war against Ukraine.
  • First available for sale in 2020.
"Aftermarket"
Straight "pass-
through" circuitry.​
Currently unavailable.​
$640
$300
  • Unlike other adapters here, charges at a 50kW maximum rate.
  • Requires onboard battery.
  • Runs off firmware that may require frequent updates.
  • Not always compatible with Tesla vehicle updates.
  • Can be used in any model; car need not be CCS-enabled.
  • First available (in North America) in late 2020.
"Aftermarket"
Hardware/software
used to mimic
CHAdeMO technology.​
AVAILABLE.
~$227 (US)​
  • See website (and use Google translate if necessary) for technical specifications.
  • Translation of owner's manual here.
  • Car must be "CCS enabled."
  • Ostensibly for Models 3/Y only (in actuality works with all CCS-enabled models).
  • Includes locking pin to help discourage unintended CCS1 cable-plug detachment.
  • Made for Tesla-Korea by Pegatron of Taiwan.
  • First available (in Korea) in 2021.
  • For a few months in 2022 was available to North American customers through selected Korean shopping/shipping businesses (e.g., Harumio).
"Tesla OEM"
Straight "pass-
through" circuitry.​
AVAILABLE
(in Korea).

Previous CCS1 Adapters

Disclosures and Alerts:
  • In 2022 I purchased two Tesla-Korea CCS1 adapters, along with aftermarket cases for those adapters, from Harumio in South Korea. (I found the process painless and convenient and staff there helpful and professional.) I paid the standard Harumio retail prices. I do not own, nor have I seen or handled, any of the other CCS1 adapters.

  • More importantly, I have not received, nor am I or will I be receiving any payment or compensation in any form whatsoever from any company or individual regarding CCS1 adapters (or for that matter any other Tesla- or auto-related issue). All opinions, right or wrong, offered in this post are my own.

  • The third-party CCS1 adapter market continues to be competitive. Product specifications and information (especially availability and prices) can evolve suddenly and unexpectedly as the market adjusts to recent events. Therefore, information included here may be in error or out-of-date. If you choose to purchase a third-party product, always check with the seller for the latest information and discounts before buying. As with other Tesla-applicable accessories, consumers now have a choice of factory or aftermarket products.
 
Last edited:
Harum.io is now offering a 3rd party adapter. Doesn't appear to have the pin. Also only $230 as an introductory price I guess. I already have the Tesla one Harum.io was selling earlier in the year. Have used it a dozen times with no issues at EA stations. Is the pin required and will there be issues if it doesn't have one?
Pin is not required. When the button is pushed on the cable the charger will stop charging, so no current is flowing, eliminating the arcing possibility. The is pin on the authentic Tesla CCS adapter is only there to stop someone from unplugging the cable from the car.

These 3rd party adapters should add this feature. I'm sure we will see them incorporate the locking pin in updated versions.
 
Last edited:
Pin is not required. When the button is pushed on the cable the charger will stop charging, so no current is flowing, eliminating the arcing possibility. The is pin on the authentic Tesla CCS adapter is only there to stop someone from unplugging the cable from the car.
False.

The CCS specification requires locking of the CCS plug for DC charging for safety. Locking is not required for AC charging which is done at lower voltage and current levels.

The specification of the Type 1 CCS is actually defined in the J1772 specification:

SAE J1772 page 67
APPENDIX F - DC EVSE AND EV/PHEV SEQUENCE…

After completion of the charge session, the Shutdown phase allows the EV/PHEV and EVSE to return to a safe condition so the user can remove the connector from the vehicle inlet. The EV/PHEV shall have reduced its charge current request to zero, and shall indicate Charge complete. When the current is near zero (exact tolerance threshold is at the discretion of the OEM), the EV/PHEV shall open its onboard charge contactors, and wait for the inlet voltage to drop to a safe level. Once at the safe level (below 60V DC as defined by SAE J2344), the connector may be unlocked by the EV/PHEV. The user can then remove the connector from the vehicle inlet.
 
Pin is not required. When the button is pushed on the cable the charger will stop charging, so no current is flowing, eliminating the arcing possibility. The is pin on the authentic Tesla CCS adapter is only there to stop someone from unplugging the cable from the car.

These 3rd party adapters should add this feature. I'm sure we will see them incorporate the locking pin in updated versions.
False.

The CCS specification requires locking of the CCS plug for DC charging for safety. Locking is not required for AC charging which is done at lower voltage and current levels.

The specification of the Type 1 CCS is actually defined in the J1772 specification:

SAE J1772 page 67
APPENDIX F - DC EVSE AND EV/PHEV SEQUENCE…
So I just got in touch with A2Z social media reps asking about their "anti-theft" feature. It is indeed the default Tesla chargeport lock, nothing mechanical with the adapter itself. They did clarify that the action of unplugging the CCS charge handle should stop a charging session, though in the future they will be including a locking accessory similar to ones seen for the J1772 adapters.

a2Z_anti_theft.jpg
 
For what it's worth. I have an order with A2Z and have corresponded several times via the website chat with the owner while inquiring about the status of my order and twice now the owner himself has called me within minutes of my inquiry. Per him, their design was the one submitted for manufacturing and they paid a majority of the "molding process". Huizhou Olink Technology was verbally confirmed as their manufacturing partner and A2Z is supposed to be the exclusive NA distributor. He did state that the other editions being sold might have different specs (150A vs 300A). He also stated he was ok with providing the forums (TMC) a contract showing the agreement to verify they were authentic.

So despite the active engagement, my order was 15 July and I still do not have my adapter. I got a shipping label late Friday the 19th and was told today it was going to UPS for shipment with a group of other customers but as of this writing, it has not been "picked up" by UPS.
 
Also for OP:

July 19th I'd inquired via hautopart.com/pages/contact-us asking if they operated tesplus.com and I received the following from [email protected]:

Wish you have a nice day and thanks for your kind inquiry.

This is Devine from Hansshow.

Can i know if you have a company? We do operate tesplus.com.

We are the official Tesla parts company in China. The adapter is pre-sale for now.

It's also worth noting for the OP that they both now display the same address via the "Contact US" , previously they did not...
 
  • Informative
Reactions: tps5352
False.

The CCS specification requires locking of the CCS plug for DC charging for safety. Locking is not required for AC charging which is done at lower voltage and current levels.

The specification of the Type 1 CCS is actually defined in the J1772 specification:

SAE J1772 page 67
APPENDIX F - DC EVSE AND EV/PHEV SEQUENCE…
thanks for the clarification.
 
  • Like
Reactions: Jeff N
For what it's worth. I have an order with A2Z and have corresponded several times via the website chat with the owner while inquiring about the status of my order and twice now the owner himself has called me within minutes of my inquiry. Per him, their design was the one submitted for manufacturing and they paid a majority of the "molding process". Huizhou Olink Technology was verbally confirmed as their manufacturing partner and A2Z is supposed to be the exclusive NA distributor. He did state that the other editions being sold might have different specs (150A vs 300A). He also stated he was ok with providing the forums (TMC) a contract showing the agreement to verify they were authentic.

So despite the active engagement, my order was 15 July and I still do not have my adapter. I got a shipping label late Friday the 19th and was told today it was going to UPS for shipment with a group of other customers but as of this writing, it has not been "picked up" by UPS.
Once we got our shipping label from A2Z it was about 6 days till we got it although it arrived about 5 days sooner than the original tracking date.

We have used it a bunch of times. Works great. Very solid build.
 
Ended up discussing with an A2Z person too on Facebook. As was posted here, they are working on a lock ring that they will ship for free to all existing clients once it's ready and will give with the adapter. They say the pins on their adapter are "shorter" so it should unplug quickly if you press the ccs handle button and pull but I don't quite understand that part. Until the lock ring exists, recommended to press the button and wait a few seconds (hear the car unlock its charge port) before pulling.

When I asked why they didn't copy the Tesla design I was told it was intellectual property, which probably means there's a copyright on it. I'm surprised as Tesla did say in the past they were opening up their patents for others to use. Maybe that has changed. Anyway, there's a reason behind it...

I presume the A2Z team probably lurks around here so if I've said anything wrong, they should be able to correct.
 
Until the lock ring exists, recommended to press the button and wait a few seconds (hear the car unlock its charge port) before pulling.

Good idea. Also, manually grip onto the adapter when you pull out the CCS cable so that the adapter and CCS plug stay connected and together won’t unplug if the adapter part is still locked into the car.
 
FYI: Modified the Table in Post #1. Grouped the sources by adapter type. Hopefully that makes the table more useful?

One question I have, if Hansshow and TeslaPlus adapters are the same (as we believe), and the two websites are both related to Hansshow/Hautopart business enterprises in China, why are the prices and anticipated release dates different? (I think, but am not 100% sure, that shipping is included "free" for both.) For now I'll leave both sources in the Table.

Observation: The three "aftermarket" adapters look awfully similar. While I am not recommending this, it would be interesting (albeit expensive) to compare (and dissect) all three, side-by-side. (Same, but more expensive, for the two claimed "Tesla-OEM," three "Tesla-like," and original Tesla-Korea adapter.)
 
Last edited:
  • Like
Reactions: ekalp
Ended up discussing with an A2Z person too on Facebook. As was posted here, they are working on a lock ring that they will ship for free to all existing clients once it's ready and will give with the adapter. They say the pins on their adapter are "shorter" so it should unplug quickly if you press the ccs handle button and pull but I don't quite understand that part. Until the lock ring exists, recommended to press the button and wait a few seconds (hear the car unlock its charge port) before pulling.

When I asked why they didn't copy the Tesla design I was told it was intellectual property, which probably means there's a copyright on it. I'm surprised as Tesla did say in the past they were opening up their patents for others to use. Maybe that has changed. Anyway, there's a reason behind it...

I presume the A2Z team probably lurks around here so if I've said anything wrong, they should be able to correct.
I think what they are saying is the data pins are shorter than the main contacter pins so if you pull it out while it’s charging the data pins separate first which immediately tells the charge process to stop.

Not an expert though.
 
Regarding the adapter lock coming for the A2Z adapter, it looks like someone has already modeled one. Seems like it would also be compatible with the EVHub, Harumio, or others with a similar design.
CCS_model.jpg

 
Continuing the debate on the "locking pin." As understood, the value of this mechanism is:
  1. At a station with a broken CCS connector this can prevent the plug being pulled while operating which can create a dangerous arc. However, in a properly working CCS charger, releasing the latch of the plug will halt charging before you disconnect it, so there will be no arc.
  2. Strangers can't press that latch and end your session and remove the cord on you (for example, to "steal" your connector and plug themselves in before you are are done.)
But at the same time, does this not mean that for you to end your session, you must now end the session on your screen or in your app? You can't use the nice supercharger UI of just pressing a button on the plug and removing it to end your session I presume. Or can you do so if your phone is near your car? When I use the J1772 adapter I find that to reliably get it out I need to end the session on the car or in the app to release the pin.

This might mean that you might prefer not to have the locking pin, if it makes the UI simpler, though a station with a broken latch could present an issues. If the clip is broken off entirely, though, it seems it would be a risk on both types of adapters.
 
Continuing the debate on the "locking pin." As understood, the value of this mechanism is:
  1. At a station with a broken CCS connector this can prevent the plug being pulled while operating which can create a dangerous arc. However, in a properly working CCS charger, releasing the latch of the plug will halt charging before you disconnect it, so there will be no arc.
  2. Strangers can't press that latch and end your session and remove the cord on you (for example, to "steal" your connector and plug themselves in before you are are done.)
But at the same time, does this not mean that for you to end your session, you must now end the session on your screen or in your app? You can't use the nice supercharger UI of just pressing a button on the plug and removing it to end your session I presume. Or can you do so if your phone is near your car? When I use the J1772 adapter I find that to reliably get it out I need to end the session on the car or in the app to release the pin.

This might mean that you might prefer not to have the locking pin, if it makes the UI simpler, though a station with a broken latch could present an issues. If the clip is broken off entirely, though, it seems it would be a risk on both types of adapters.
The car will scold you if you use the button on the CCS handle to disconnect. You are apparently supposed to terminate from the car or phone UI and then disconnect the handle.
 
The car will scold you if you use the button on the CCS handle to disconnect. You are apparently supposed to terminate from the car or phone UI and then disconnect the handle.
I can take a scolding. But I do want an easy experience. Having to go to the car UI or the phone UI is a pain. I have encourage Tesla to put certain functions on easily reachable buttons. In particular, when my car is parked, the door is open and there is no weight in the driver's seat, then I want to be able to do things with the easy reach buttons (windshield, door open, left thumb wheel roll and click and even right thumb wheel.) The things I want to be available on these buttons include
  • Frunk open
  • Stop charging / Charge port unlock
  • Start charging
  • Custom function like Dog Mode, Sentry on/off, change seat profile to easy entry etc.
But the first two in particular. When the door is open, door-open doesn't do anything, but make it double click if you have to. Tired of having to lean far into the car and go through menus!

However, even better, I would like to have a plug and play experience with the adapter. If my phone is detected as present enough to unlock the car, then also let me easily unlock and remove the adapter. Or put an NFC button on the adapter like the Tesla charger has.
 
Seriously ??? The button is right there in front of your nose. :)

If you want plug and play then stick with the Tesla Superchargers. CCS will never be as easy to use as a Tesla station.
Sorry, how is, "get phone from pocket, unlock it, find Tesla app, invoke it, got to "Controls" and click "unlock charge port" right under my nose? Rather than "open door, double click door open button."