I just saw a post on Facebook from a well known EV advocate. They ran into a contractor doing upgrades to a Nissan CHAdeMO unit to address the overheating issue. It was implied that they had a contract to do this work to a significant number of installed chargers. In the picture you could clearly see that the old fans and filters had been removed and set aside (ie. discarded) but none of the new parts were visible.
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Update: this contractor may only be working on NRG operated stations in California. However, there are apparently new filters (different design?) available to all operators.
RiverBrick -
Indeed we did not experience this challenge on our trip. We used three different CHAdeMO charging stations, the one you note and the following:
KC Public Library | KCMO, MO | Electric Car Charging Station | PlugShare
Starbucks | Olathe, KS | Electric Car Charging Station | PlugShare
We were able to get 124a and 383v on the high end and 106a and 344v on the low end at each of the locations. As a note, none of the locations we used were Nissan locations. They were either independent (the one in OKC) or were part of the KC Power and light installations.
As for the firmware it was the version just before the new 6.2 that they just pushed on 5/3 (in the US).
Hope this helps!
TruEV
Yet in this thread, you can see someone from Boston running 6.2, yet being able to draw 37.5 kW from a Nissan station. (The same person that posted on plugshare).
http://www.teslamotorsclub.com/showthread.php/46836-CHAdeMO-error-tracking-thread
Are they somehow less restrictive with capping USA-spec vehicles?
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It's probably worth testing, though there's likely something else going on. My six Nissan sessions (all capped) were mostly when it was warm (4x in California) but there was one instance where it was rather cool at night in Missouri. This was at the Nissan dealer in St. Charles (close to then under construction Supercharger.) It's another site where some people get the full 37-40 kW, so I'm starting to wonder if having a Canadian-spec S is a disadvantage at these locations.
Hi all,
I made it back to that Nissan charger tonight.
95 rm remaining, 38%
107a 358v
38kw charge rate
My car is on 2.4.188. My CHAdeMO adapter has not had a firmware update since I purchased it.
Thanks for the update. More evidence is coming in that USA-Spec vehicles do not have this 25 kW restriction. For instance, currently there are three Nissan units along 405 km gap between Superchargers in Hookset, NH and Montreal. Bostonians get 37kW-40kW on them. Montrealers only 25 kW.
My belief is that this limitation is being imposed via a database of known DBT chargers uploaded to the cars, i.e. the limit is controlled by GPS (just like with regular charging - if you configure a current limit the car remembers it in future). I am not sure there is anything in the CHAdeMO signaling that reliably allows the car to determine it's talking to a DBT charger.
It would be fascinating to hear a report from a location where a DBT charger and another brand of charger are located side by side.
In the UK it seems that most DBT chargers only operate at 25kW with the Model S but a few go up to 40kW+. I suspect these are simply omissions from the list of DBT sites that TM have created to manage this issue.
UK owners have been told that DBT are working on improvements to the chargers that will be rolled out across the UK over time.
It would be fascinating to hear a report from a location where a DBT charger and another brand of charger are located side by side.
In the UK it seems that most DBT chargers only operate at 25kW with the Model S but a few go up to 40kW+. I suspect these are simply omissions from the list of DBT sites that TM have created to manage this issue.
UK owners have been told that DBT are working on improvements to the chargers that will be rolled out across the UK over time.
So in 250, 25kW limit removed? I somewhat heard that full power only lasts like 20 minutes continuous, then 25kW limit? When you have chance could you confirm?
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