Tesla Supercharger vs Electrify America With CCS1 Adapter: Which Charges Faster? 

The "E.A." initials: what do they stand for in the UK? "Electrify Anglia?"

There are V4 SuperChargers on the way... Who knows when.

Did you get a discount because it was missing features?

@@stephenholland5930 No, presumably because this is not something that Tesla represented that my car would have when I ordered it.

Charging power is in kW. Battery capacity is in kWh. Consumption in the UK is in miles/kWh.

That's not correct. They actually are chargers. They are DC fast chargers and they bypass the AC onboard charger and directly charge the battery. You are thinking about level 1 and level 2 AC charging. Those devices just supply power to the onboard charger which then sends the power to the battery. The chargers in this video are actually charging the vehicle by themselves.

I'm that owner. Hi. :)

@@ryanhuber8629 Sweet! Thanks for posting your experiences!

@@ryanhuber8629 any concerns that Tesla may be doing this to preserve the battery (eg sneakily having more battery but not charging into it and then cycling cells like modern ssd storage does)? I've done the rough math on my M3 awd and it seems I don't have "access" to roughly 3 kwh

Send the bill to Elon.

Don't dismiss the pain of extra travel time, worse w/ Tesla S-chargers, but all EV charging, especially located w/o or closed facilities.

@@old-n-gettinolder true, the infrastructure is shoddy at best. Again, strictly as an observer…currently not my problem. But by the time it is, I reckon it will be much better.

Also, sub'ed

Jonathan - have you seen the charging stations being deployed in the UK? Lots of covered chargers in one location, plus a lounge! They’re called Gridserve. Likely US versions - or similar - coming as EV sales pick up.

The orbitals were scratching my rims. The company has since made an adjustment to the covers and they no longer scratch the outer rim of the wheel. I took them off to prevent them from scratching the rim even worse (once I realized it).

Yeah, but it only charges at a higher rate than the CCS1 adapter for like 5 minutes, so that's not long enough to really have that much loss

@@StateOfChargeWithTomMoloughney You would be surprised. (sorry long response but I think it's worth it) The reason the charge curve on the V3 dips below the CCS1 after hitting it's peak is because of thermal throttling. That heat is from charging losses. While a notable amount of loss is from capacitive and inductive losses at high charge speeds most of the loss will be resistive. Resistive loss is exponentially proportional to the charging current squared. You mention in your video that the CCS1 connector is rated 400A. But to hit that power level it appears to be allowing ~500A. Tesla V3 superchargers are pushing ~650A to hit 250KW. The resistive losses at 650A are roughly 69% higher than 500A and that's assuming that resistance stays equal (which it doesn't). At the higher amperage resistance would also increase due to the thermal coefficient of the materials used increasing the difference in losses even more. So in reality I would hypothesize that the resistive losses might actually be closer to 75% higher at 650A than 500A due to increased internal resistance. Now you also mention 5mins. This number is more significant that you know. I work in product development for a company that makes electrical heating appliances. 5 minutes is the rule of thumb for devices to heat soak under high current initial loads (and is often used in certification standards). This if often used for both in-rush (inductive) and start-up (resistive) current effects. I suspect that the Tesla Model 3 internal components are not actually sized to handle 650A. But can exceed amperage for about 5 minutes before components start to heat soak. This same effect I also believe is present on the Mustang Mach-E which also sees a charging spike to 150KW for about 5 minutes before falling off. I personally believe that the Model 3 charge rate is more for marketing purposes so that Tesla can allow it's customers to advocate a 250KW peak charge rate while if they decreased the peak charging current they could likely find a more optimal average balance.

Good point

We'll find out soon

@@StateOfChargeWithTomMoloughney Excited to see it.

Meh, the Tesla SC are often crowded with all the Tesla’s sold. Just be satisfied that you have a better assembled car, and move on. Not worth the effort IMHO.

@@thegreeneyej Most of the Tesla SC in the Midwest US are empty (or close to empty) most of the time. Also, in rural areas (where DCFC is almost non-existent) there are available Tesla SC stations just waiting to be used. It is time to open them up. Tesla would be crazy to give up that additional revenue.

I'm doing the new test this week

You can set the navigation to route you to a supercharger, even if it's not close by and then just ignore the route and drive to the EA station

I charge at EA 2x per week for the last 2 years. Never left a station without charging

Simple. Set the navigation to route you to a Supercharger, but ignore that and drive to an EA charger

Tesla did offer a kit for European Model S/X in order to be able to charge from a CCS2 station. As it uses the same protocol it should work also in the states, but I don’t think that Tesla will sell it to you. The price, if I remember correctly, was about 150€/$.

There is no Official retrofit kit through Tesla at the Moment. But supposedly one on the way at some point. There is a DIY workaround though thanks to someone on TMC doing the leg work. It requires updating to the Gen 4 Charge port ECU $ 140.00 and a small harness adapter available on EBAY $84. CCS1 to Tesla adapter is $307ish from S.Korea. Lastly it requires reinstalling the current software or waiting for Tesla to push the next Software update. This is required for the New ECU to be recognized otherwise the car won’t charge. I am going through this process now on my 2018 M3p. I have all the parts, just waiting for the Software to update. You must install the ECU just before the software install for it to be recognized.

@@dennisschlieckau8723 Thanks for the info. Sounds way over my head though.

Tesla isn't officially selling them in the US yet so you need to buy one from a reseller. They do sell them in Korea, so people are buying them and importing them for resale here.

Yeah, just set your navigation to a Supercharger but drive to the EA stations instead

@@StateOfChargeWithTomMoloughney Thanks for reply! I did do that when I could, but in Northern California I went to a EA charger that was not near a Supercharger. I did turn on defrost, and I seemed to get decent speeds. Don't know if that was a fluke or not.

I pay $0.31 per kWh on the EA station and $0.36 per kWh on Superchargers.

Regen is a process where a cars kinetic energy is turned into electric energy which is pushed back into the battery - effectively adding power to be used later. This process uses the drive motor as a brake, vs heating up the vehicle brakes, and that heat radiating away (lost energy). No wear on any parts, so no maintenance required. Does this answer your question?

You set the destination in the nav for a Tesla Supercharger but you don't follow the directions and instead drive to the EA station. Works every time.