Tried out the OEM Tesla CCS1 adapter at a couple Electrify America stations this past weekend. The first one was a 150kW CCS1 charger in Dorchester MA which gave me 30kW @ 70% SoC. The next one was a 350kW CCS1 charger in Providence RI which gave me 100 kW @ 42% SoC. I’ll have to roll in with a lower SoC next time and see how much juice I can get. Not nearly as hassle free as a Supercharger, but great to have another option to use in a pinch on road trips.
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Testing CCS1 adapter on my MYP in New England
- Thread starter PapaJDub
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El joe
Active Member
Mockingbird
Member
Something you should be aware of is that Electrify America uses a few different hardware.
Some 350 kW units are 350 A while other 350 kW units are 500 A.
On a 400 V battery that Tesla uses, the maximum is 140 kW for 350 A units and 200 kW for 500 A units.
Some 350 kW units are 350 A while other 350 kW units are 500 A.
On a 400 V battery that Tesla uses, the maximum is 140 kW for 350 A units and 200 kW for 500 A units.
I ordered here Get your Tesla's CCS1 Adapter From Korea!. 8 days total from ordering to delivery in the US. Total was $323.63 USD.
Oops, I replied but I included a link so I think my message got flagged. I paid $323.63 USD and it was delivered to the US 8 days after I paid.
RTPEV
Active Member
Not directly. Knowledge of the EA hardware and/or comments from those checking in providing additional information are about it.
Mockingbird
Member
No. You need to show up at the location and look at the stickers on the dispense to be sure.
Any of these could be 350A - 500A:
ABB, BTC Power, efacec, Signet v1
These are the only ones that's for sure 500A:
Signet v2
Here are some examples:
350A charger (dispensor):
400A charger (dispensor):
500A charger (dispenser):
Jeremy3292
Active Member
How can you advertise a 350 kW unit if it only can pull 350 amps? A 1000 volt battery architecture is then required to get 350 kW, no?
Perhaps this is why I only got up to 133 kW at my local Electrify America 350 kW advertised CCS station the other day...350 amps and 400 volts. I was hoping to get 150+ and closer to 200.
Because that is the total power the machine can supply. Nothing wrong with advertising that. They shouldn't need to artificially limit what power level they announce because of some deficiencies in the cars that happen to plug into it. If a 1000V type of EV plugs into it, then it can get what is being advertised.
Jeremy3292
Active Member
Are amps more difficult to supply than volts? Seems like amps is always being limited whereas volts goes super high (like 1000). Would make more sense for it to be like 500 amps/500 volts or 600 amps/600 volts, no?
Yes, kind of. I would say more expensive, rather than more difficult. Wire thickness (the actual metal in it) needs to scale up with the current, not the voltage. So more current supply means more actual copper metal that is needed for the cables, and that's not cheap. Voltage can be boosted with transformers in a particular place, but doesn't need thicker wire. Higher voltage doesn't need thicker metal in the wire, but might need thicker plastic insulation around the wires, to prevent from shorts and arcing and things like that, but thicker insulation is pretty cheap.
They're rated for max power. It's been like that all the way from 50kW which were normally 125A, but sometimes 100A. I wish there were more Ampere rating.
kishkaru
Member
That's exactly right, all chargers are rated for max power, unfortunately. They can either hit the current limit first, or power limit first.
For example on the "350 kW" / 500A stations, most are rated for up to 920 V. Does that mean they can output 920V * 500A = 460 kW? No, it would hit the power limit first. If there was a car that in theory needed the full 920V to match its battery pack, the charger could only output 380A max, even though its labeled as "500A". (920V * 380A = 350 kW)
Similarly, a "150 kW" / 350 A charger could only output 163 A max, if it needed the full 920 V from it (920V * 163A = 150 kW).
So I don't know if there's a right or wrong way of labeling chargers, because either way it could be misleading. I guess the best comprise may be to have TWO labels on each charger, one with max power rating @400V, and another @800V. The driver would then have to know whether their car is 400V or 800V class, to get a better understanding of the expected charging speeds. Similar to gas stations where they label the 87 and 91 octane separately.
For example on the "350 kW" / 500A stations, most are rated for up to 920 V. Does that mean they can output 920V * 500A = 460 kW? No, it would hit the power limit first. If there was a car that in theory needed the full 920V to match its battery pack, the charger could only output 380A max, even though its labeled as "500A". (920V * 380A = 350 kW)
Similarly, a "150 kW" / 350 A charger could only output 163 A max, if it needed the full 920 V from it (920V * 163A = 150 kW).
So I don't know if there's a right or wrong way of labeling chargers, because either way it could be misleading. I guess the best comprise may be to have TWO labels on each charger, one with max power rating @400V, and another @800V. The driver would then have to know whether their car is 400V or 800V class, to get a better understanding of the expected charging speeds. Similar to gas stations where they label the 87 and 91 octane separately.
Will the current CCS1 adapter from Korea work with the latest 2022 Model X LR Tesla? Is the charger “supported” in the MX software? I will be largely in very rural areas far from Tesla chargers in very windy and/or cold or both situations.
ambudriver03
Member
it "should".
Caveat being, check your "additional information" tab, to see if your vehicle is CCS enabled, if it is, then all you need is the adapter. Refresh S+X have CCS support I believe.
Also I think you'll be able to get a slightly higher max throughput on the adapter, since S+X have a slightly higher pack voltage as well.
I saw that someone using a 350KW ABB unit at Electrify America was able to get 215kw on the CCS adapter, which is probably from hitting amp limit.
The specs on that unit are 150-920V DC; MAX 350A
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Jeremy3292
Active Member
Amp limit would have to 500 amps, not 350 amps. At my local EA charger the 150 kW station is 350 amps whereas the 350 kW station is 500 amps.
400 volts x 350 amps = 140 kW
400 volts x 500 amps = 200 kW
ambudriver03
Member
Sorry, I was typing the specs from the 150 charger I was at, and not the 350 charger I couldn't charge at (I was using ChaDeMo at the time).
I think the S and X can get closer to 220kw, since their pack voltage is a little higher.
(I could not get the 350kw Signet EvGo Unit to stay connected more than 5 minutes via CCS the other night, tried two different stations).
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