DougWantsALeaf
Well-known member
Excellent, keep the data points coming. You are inspiring me to try the new EVGo stations (they replaced 1 old chademo/ccs station with 4 new chargers (2 of which can charge chademo and ccs at the same time).
My understanding is that CHAdeMO connectors are limited to 200A, and actually only the Sumitomo plugs (blue in color) have this rating. 200A at 400V is 80kW. These chargers could possibly send 100kW if a vehicle's battery is at 500V, but that's unlikely in practice.knightmb said:while the stations say "100 kW" on the screen, they are actually limited to 80 kW during charging. Seems the 100 kW was a marketing typo :lol: and the 80 kW that I get while using them really is the absolute max they can push out.
As above, I suspect it will be the same, unless you add 100V of cells to your Leaf's battery. But maybe they have 250A plugs, and your Leaf's charge port can somehow manage 250A safely as well. Visually, the pins look about as beefy as the pins on other vehicles' CCS ports, but I guess there's more to it than appearances.I got a message that some new ChargePoint CHAdeMO in the northern part of Nashville are suppose to be true 100 kW CHAdeMO...
The original ChaDeMo works at 500V with 125A max (500 x 125 = 62.5 kW max), the ones at Nissan HQ do run at 400V, but they don't have the 250A connectors, only the 200A, so both the ChaDeMo and CCS are capped at 80 kW according to the company that maintains them. The Chargepoint ChaDeMo, if the company that own's the QC is telling me the correct specs, are suppose to have the 250A connectors. It seems someone did charge there driving a Hummer EV recently and claims they got the full 100 kW during their QC session, so I'm curious to see if the ChaDeMo will perform as well or be capped at 50 kW instead.coulomb said:My understanding is that CHAdeMO connectors are limited to 200A, and actually only the Sumitomo plugs (blue in color) have this rating. 200A at 400V is 80kW. These chargers could possibly send 100kW if a vehicle's battery is at 500V, but that's unlikely in practice.knightmb said:while the stations say "100 kW" on the screen, they are actually limited to 80 kW during charging. Seems the 100 kW was a marketing typo :lol: and the 80 kW that I get while using them really is the absolute max they can push out.
As above, I suspect it will be the same, unless you add 100V of cells to your Leaf's battery. But maybe they have 250A plugs, and your Leaf's charge port can somehow manage 250A safely as well. Visually, the pins look about as beefy as the pins on other vehicles' CCS ports, but I guess there's more to it than appearances.I got a message that some new ChargePoint CHAdeMO in the northern part of Nashville are suppose to be true 100 kW CHAdeMO...
Edit: the original CHAdeMO spec was 125A max. How things change.
Yeah, at the Nissan HQ. If you look at it from space with google maps, it's easier to visualize. They have a front "public" parking lot where (2) Dual ChaDeMo/CCS QC stations are located, then (2) More of the same in the Contractors Lot beside that. Then they have a massive L2 charging lot under a massive solar panel installation. Those areas require an employee ID to get to, including the one I was "testing".Incredible. Thank you for the screen shot. So this station is in Tennesee?
I would like to go from Cleveland to Cincinnati but i have a 2015 12 bars and 86.5% SOH. My research tells me it's probably not a good idea.I recently made a 1700 mile trip in my 2022 LEAF, and I fast charged several times. I have no hard data, but I can share my experience. I fast charged at EA, EVgo, and Chargepoint. EA was at Sheetz along the PA Turnpike, Walmart elsewhere. EVgo was in large strip malls. Chargepoint was at auto dealers. Both going and coming, I charged at EA/Sheetz at Bedford PA and Carlisle PA. Each site had multiple CCS and a single Chademo. The pack tended to heat up most during these EA charges, never into the red, but elevated, and it tended to remain there on the freeway. I stopped at Washington PA at Budd Baer/Chargepoint both ways. This site had a single charger with CCS and Chademo. This somehow seemed to charge quickly without heating the pack too much. I stopped overnight at St. Clairsville both ways and used the Clipper Creek L2 at the hotel. I fast charged at Columbus on the west side of town going and on the east side of town coming back at EVgo. The EVgo sites multiple of CCS, Chademo, and Tesla plugs. I was able to charge just fine. On the way out, I wanted to charge at EA in a Walmart parking lot northeast of Dayton, but the single Chademo charger was down, so I went to a car dealership next to the airport which had a single Chargepoint station with CCS and Chademo. This worked fine. I charged at an EA at a Walmart in Beech Grove (Indianapolis area) both going and coming, which worked fine. For the time I was in Lafayette IN, I used the L2 charger at the hotel. On the way back, I spent a few days visiting my sister in Cincinnati, and I used an old Nissan-branded cable from my 2012 LEAF modified for 240V many years ago by EVSEupgrade plugged into her dryer outlet. She, my brother-in-law, and his cousin got to ride in and drive the LEAF quite a bit while I was there; everyone thought it was very easy to drive.
The most important points: Never did I have range anxiety; it never got below 20%. The charging stops were typically 15-25 minutes, and because of where the chargers were located, there was usually something to do other than just sit there. Breaking the drive up with these charging breaks was actually quite pleasant. It did require some planning, mostly since there are still a lot of gaps in the charging networks between cities. But, having made that trip, I would be comfortable driving the LEAF most places east of the Mississippi...
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