A guide to electric vehicle plug types and charging speeds | Plug Life Television Episode 16

[@DogsBAwesome]

All newbie EV owners should be directed to this video. It would have certainly helped Maddie Moate and her partner on their first long trip when they plugged into a type 2 instead of CCS.

[@PlugLifeTelevision]

Funnily enough it was Maddie's first use of a rapid charger that prompted me to add that section to the video!

[@electriccarhome]

Talk about comprehensive and bang up-to-date. A great episode, explaining clearly the differences between all the EV charger plugs and sockets, charging rates, AC v DC, etc. Useful for pros and newcomers alike.

[@dragosdumitrescu5836]

Best video about types of conectors i've seen. Nice work !

[@iainmcintyre9900]

That was Brilliant! Driving EV for 2years and have come to understand most of what you said but this would have been a fantastic crash course when I first started and WILL be a fantastic learning resource for everyone yet to come to EVs. Thank you

[@SteveJulien]

Another brilliant video! Thanks! Tesla have upgrades the type 2 super chargers now to 150kW over the last year. I’ve seen my MS take 143kW briefly at Grantham (never at South Mimms 😂)

[@algrainger]

New ev driver, and you answered the questions others couldnt - thanks!

[@jonathandunn4155]

Great stuff. Probably the clearest explanation I've seen so far of different charging standards/speeds.

[@arrondykes1346]

I just want to say a big thank you, I am looking to move to an EV by the end of the year and I have found your videos really helpful.

[@PlugLifeTelevision]

Glad to hear it! If you're looking to buy a second hand EV, check out Eco Cars. If you're buying new via a dealer and they try to talk you into a petrol, diesel or hybrid instead, walk away - there are EV experts out there who deserve your business more. DSG Morecambe is one such EV expert that springs to mind, but there are plenty dotted around the country.

[@PWStableford]

Excellent as always Euan, sent a link to Facebook for other Leaf owners. Keep up the good work.

[@just4therecord]

Thanks. I watch a few videos about charge points, plug types, etc, this is the best explanation. Thank you again for that

[@jockmoron]

In NZ a commando (I think they're called Menekes 16 amp in the UK?) style plug to type 1 or 2 charger is also worth obtaining. Commando sockets are commonly available in camping and caravan sites, and will supply power at 3.6 kw. Most such sites will allow you to plug in and as they're often in places by the beach or in nice countryside, they can be very convenient for a top up over a day trip away from home or overnight. They're twice as fast as three pin plugs here, which only provide 1.8 kw through the charger. As we live in a low population density country, much of the wilder areas or back country is a long way from any fast charger. In addition type 2 chargers are pretty rare, as NZ's BEV fleet has until recently been mostly second hand Leafs imported from Japan, which aren't supplied with type 2 chargers, so there's been no demand for them. I don't know if they'd be of use in the UK or Europe too? In fact, at home I fitted a commando style plug, it's much cheaper than a type 2 (no free home chargers here nor subsidies for BEVs), and with my 40kWh Leaf I can still fully charge on the 10 hours of cheap overnight power I can obtain here.

[@pdken3081]

Simple! Thank you Mr Life. Up to the usual high standard. Any more in the pipeline (or should I say cable)?

[@PlugLifeTelevision]

Thank you! Yes, plenty more where that came from, especially whilst we're in lockdown.

[@bdeithrick]

Best show on Utube

[@SheepShearerMike]

Am I right thinking that the bottom two pins on a type 2 socket are supposed to do DC up to 50kw, but no one seems to do that (unless you get a converted Leaf from Muxan)? Then on the CCS, they take of the two smaller DC pins and put in the two extra big DC pins for up to 350kw?

[@ruairidhvoigt9654]

Very good video! Thanks for taking the time to educate the people 😁

[@jockmoron]

I know you say stay with the car when fast charging, but is this really necessary? For instance here in NZ the app that comes with the ZNet system tells you when the car is charged. So you can leave the car and go to a nearby cafe or eatery, and return to your car when it's charged. Alternatively, leave your mobile phone number in a prominent place under the windscreen, with a note for the new arrival to phone you if the charger is needed. I keep a note in the cubby hole which I can place on the dashboard. Obviously, you can't stray too far away, but if stopping on a long journey it would be a real nuisance to have to stay with your car over say 3/4 hour, The charging time for the car should also be the charging time for the driver and passengers. I think this should be standard charging etiquette.

[@davidpartington4617]

Another great video, thanks Evan - I’ve only started using the type 1/2 cable lock on my Leaf over recent months after one of your tweets - I’m curious, do ALL other EVs have an automatic cable lock at the car end to retain the cable while charging - as I’m not sure the Type 2 plugs can be retained ?

[@PlugLifeTelevision]

Type 2 plugs are automatically locked by the car, and remain locked when the car is locked. On the Mk1 LEAF, the user has to explicitly tell the car to keep the Type 1 cable locked in place after charging is complete by using the lock switch next to the steering wheel. I'm not sure how other Type 1 EVs work the locking protocol, but I do know that some of their owners padlock the plug in place.

[@davidpartington4617]

@@PlugLifeTelevision Thanks Euan for confirming that other EVs automatically lock the Type 2 at the car end, I haven't experienced that before because the Type 2 on my cable doesn't lock at the charger end (as far as I know)...

[@sagargadre]

Brilliant presentation. Thank you so much!

[@ronnielloyd4676]

Excellent! Really well explained! I've recently bought a 2018 Tesla Model S and wondered whether I should get a Chademo adapter, but I think if I get a CCS adapter, then if I can't get to a Supercharger, the CCS adapter should get me a rapid charge :) Like you, I expect to go months at a time between anything other than home charging. With a range in excess of 300 miles, most journeys are fine to go and get back home.

[@PlugLifeTelevision]

Thanks! I bought the CCS adapter for my Model S too, but found that it had compatibility issues with the oldest rapid chargers, which tend to be out in the sticks. Tesla are still working on a fix for it, so I bought a 2nd hand CHAdeMO adapter since it works with all CHAdeMO chargers, even the oldest ones. The CCS adapter shouldn't have any issues with Ionity, Fastned, InstaVolt (Tritium) or Engenie (eVolt Raption) chargers.

[@mikebrett3002]

Another really useful summary, thank you. Two suggestions please; firstly, could you comment on the apparent mismatch between EV batteries often being described as designed for 1000 "cycles", and the observation that they seem to keep performing well for years and years, implying many more than 1000 [partial] charge/discharge cycles of useful life. Secondly, and this is more of a request, please could you leave some pauses in your videos? I often find I'm only just digesting the full engineering implications of the first point you've made when we are swept along to the next - just two seconds for things to sink in would perhaps help a lot of your non-specialist audience. Many thanks - we appreciate what you're providing.

[@PlugLifeTelevision]

Thanks! EV batteries last much longer than 1,000 "cycles" because they never really do a full cycle - most people plug them in before the reach 20%, let alone 0%. The State of Charge window that a cell is cycled within can make a huge difference to the number of "cycles" that it can provide over its lifetime. This is why the battery management system adds upper and lower SOC buffers that block off the top and bottom few % of capacity: it helps to extend the lifespan of the battery pack vs cycling continuously from the cells' genuine 100% SOC to their genuine 0% SOC. As such, lab testing doesn't always translate well into real-world results. Episode 4 of Plug Life Television covers this in more detail. I'll try to leave some breathers in the next video!

[@Inspirational_Quotes...]

Great Informative video. I have a Zoe Q210 so can I plug into any CCS. Like at Morrisons they have Plugs (3 Kinds) Type 2 1 Station Non-networked CCS/SAE 1 Station Non-networked CHAdeMO 1 Station Non-networked Can I plug in both the type 2 or the CCS ?

[@PlugLifeTelevision]

Thanks! Unless I'm mistaken, the Q210 was produced between 2013 and 2017. This means that it is one of the Mk1 Zoes with either a 22 or 40 kWh battery pack, and, crucially, only ever came equipped with a Type 2 charge port. Therefore, it can only use Type 2 and not CCS. New Zoes with 50 kWh batteries have the option to be specced with CCS, which I'd highly recommend. They also have a 22 kW onboard charger, so can charge at 22 kW via Type 2, but they can charge at 50 kW on CCS, so that's twice as quick. For these Zoes, CCS would be your first choice on a rapid charger, but you can use the Type 2 cable if CCS is unavailable (and if the rapid charger can charge on CCS/CHAdeMO and Type 2 simultaneously).

[@Inspirational_Quotes...]

@@PlugLifeTelevision Thanks for replying so quickly. I meant in case of an emergency charge, would I be able to plug into a CCS just to get some charge. Not really expecting a rapid charge but just enough to get home.

[@PlugLifeTelevision]

@@Inspirational_Quotes... If your Zoe only has a Type 2 socket on it, then you won't be able to plug a CCS plug into it. CCS has two additional pins underneath the D-shaped Type 2 part of the plug. Additionally, CCS delivers DC current via those big pins, whilst Type 2 delivers AC current through pins that are not present on the D-shaped part of a CCS plug (see the illustrations in the video to see which pins are present on Type 2 but aren't on CCS - these are the ones that an older Zoe needs to charge). Older Zoes can only accept AC current. On the plus side, if there is a nearby destination charge point that is capable of providing 22 kW, the Zoe will make full use of that, whereas most other EVs are limited to 7 kW on the same charge point.

[@Inspirational_Quotes...]

@@PlugLifeTelevision Thanks for your time and expertise. That clears that up.

[@seven4seven]

Great video, exactly what I needed and more. Helpful to know which cars to consider or avoid, and what to look for when choosing the vehicle.

[@mikeyonwin8195]

If I want to know anything "EV battery-wise", I refer to your You Tube channel. Thank you Euan.

[@clayton4115]

excellent video, thanks !!!

[@cristiant4030]

Wonder why 2015 leaf owners manual is not recomending the trickle charger unless emergency need for re charge!!

[@shinares777]

Am new to EV and am wondering if AC or DC have any effect on battery health at all? Ive googled around people say AC is better for battery health than rapid DC?

[@PlugLifeTelevision]

Technically if you charge your EV at a lower power (AC) then the battery will be under less stress (lower C-rate, less heat dissipation, less degradation) than it would be if charging at a higher power (DC). Modern EV batteries with the latest cell chemistries and good thermal management systems have proven themselves to be quite resilient to being rapid charged on regular basis, so if you need to rapid charge, don't be afraid to do so. However, AC charging is technically recommended from a battery health freak perspective. Plus, AC charging often works out faster from the end user's perspective - plug in, walk away, get on with whatever you planned to do that day/night anyway, and come back to a fully charged car, vs staying with your car while it DC rapid charges.

[@dcvariousvids8082]

Excellent recap! Thank you.

[@colinphillipson4830]

Initially the MK1 LEAF Visia model did not come as standard with DC CHAdeMO but was a £500 upgrade option. Then eventually after about a year they made it standard in the Visia. Checking the charge ports on the Visia is a must just to confirm what it has. Not all EVs came with a 3 pin EVSE. Initially Nissan supplied the 3 pin EVSE only and you had to purchase your T1-T2 cable. Then when you upgraded to the 6.6kW charger you got a T1-T2 32A cable only, in lieu of the EVSE (a £500 cost). Eventually after lots of complaints they increased the 6.6kW upgrade from £850 to £1150. The £300 increase was their EVSE cost price, so both cables were then supplied when you ordered the 6.6 kW charger upgrade. Overall a very good graphical and verbal explanation but newbies will probably be overwhelmed and need to watch it many times.

[@lescasino2262]

i have smart for two 22kw onboard charger will it charge on a 43 kw 22kw or not at all

[@PlugLifeTelevision]

Hi Les. An EV's charging power is limited by the lesser of the maximum power output of the charger and the car's onboard charger, so your Smart ForTwo will charge at 22 kW via Type 2 on a 43 kW Type 2 rapid charger. Any EV with a Type 2 socket can use any Type 2 charge point, although as highlighted in the video, it is poor form to block a 43 kW rapid charger with a vehicle that can't draw at least 22 kW via AC - these EVs should use a Type 2 destination charge point instead of a rapid charger. Since your Smart can charge at 22 kW, it is technically rapid charging, so there are no etiquette concerns about you using a tethered 43 kW AC rapid charger - as long as you move your car as soon as you have finished charging!

[@plumberhosegood8296]

Great vid. The only thing that I'd add is that if you have a 7kw car on an 11kw charger, it'll only charge at 3.6kw. But of an anomaly that I didn't realise until recently. I believe the car will only be using one of the 16amp 3 phases. Hence 11kw ÷ 3 is 3.6kw (ish) . I may have that wrong.

[@PlugLifeTelevision]

Good point and entirely correct. 11 kW 3-phase is equivalent to 3.5 kW single phase, so if you only have a single-phase onboard charger, you'll only be able to draw one phase, i.e. 3.5 kW.

[@Jay-ib7qg]

Absolutely amazing, cannot thank you enough.

[@sallerc]

Great video, thanks!

[@JayMichael999]

Thanks, man!

[@balshazer]

Superb overview. Very sad to see the CCS overtaking the CHAdeMO. Had 2 Nissans and hope that installers don't follow the Ionity model with 'CCS only' installations.

[@PlugLifeTelevision]

I've got to say I agree with you. Not only does the CHAdeMO format already support vehicle-to-grid and higher charging speeds than CCS, but it's foolproof: it's physically impossible to plug a destination charging plug into a CHAdeMO socket by mistake, unlike CCS. If we could start EVs over again, I'd make the following a regulatory requirement for all plug-in vehicles: Single-phase onboard charger: Type 1 3-phase onboard charger: Type 2 Rapid charging: CHAdeMO That way PHEVs would be physically unable to plug into rapid chargers, whilst Type 2 would allow 3-phase onboard chargers to continue to be supported.

[@DoomsYann]

Well idk about other countrys but in Belgium the most public chargers are 11kW (3phase 16A). 7kw chargers are mostly home chargers. And i have a Q90 ZE40 Zoé but I don't quick charge that often. But I have encountered a Smart standing at the AC- rapid charger when I needed it and it was frustrating to see,...

[@PlugLifeTelevision]

The most common power rating of public destination charge points does seem to vary from country to country. In Scotland, most Type 2 posts seem to be 22kW 3-phase unless there are local power supply constraints, in which case they tend to be 7kW single-phase. Apparently the difference in cost between a fully installed 7kW and 22kW post is minimal.

[@mattwalker6133]

What happens if someone is charging on AC (PHEV) and you hit the stop and use the DC?

[@PlugLifeTelevision]

Good question. I've not tried that, but I would imagine that because you've selected CHAdeMO or CCS after the charger has been reset, then the charger would successfully supply DC and ignore the PHEV on AC. Most rapid chargers can supply a charge on AC and DC simultaneously though, and also you shouldn't press the emergency stop button unless there's an actual emergency because it can be bad for the charger's electronics.

[@petecoventry6858]

I use a Tesla Destination charger all the time - I just buy a coffee and fill up as these are 22kW ones :)

[@petecoventry6858]

Just for anyone who is coming here now - The Zoe is now CCS as well 50kW

[@cryptearth]

wached about to the 9:30 mark - BUT: please - as you talking quite a lot about UK-specific stuff: may add some [UK] tag in front of the title I clicked cause it was the first video when searching for EV plug types - although I live in the EU (yea, germany is still part of it - and ONE day there will be the US of E) this video is very specific on UK/scottland - and I think a video title should reflect that so one knows what a video is about before clicking on it

[@PlugLifeTelevision]

Type 2 and CCS are the charging standards throughout Europe, and Type 1 and CHAdeMO are used on LEAFs and e-NV200s across Europe too. Tesla's bespoke adapted Type 2 supercharger standard is also used across Europe on the Model S and X. The only real difference is between the UK and European domestic plugs, but wherever a UK 3-pin plug is discussed in the video, just use Schuko.

[@tosorpa]

Update necessary at min 6.30: all Tesla S and X can charge at 150kW (not only 120) both on CCS and Special Type 2 SuC.

[@blainerussell1737]

Type.1 (SAE J1772) Yazaki connector can support up to 19.2 kW

[@wobby1516]

👌🙏

[@__oK__]

You forgot Focus Electric.

[@Z-add]

Please kill the background music. When you were in college did the professor put on background music during the lecture.

[@davidwhitehouse3243]

charging network is rediculously complicated unless you buy a new tesla, all non tesla cars are only practical if you charge at home & never go further than 100 miles from home, if you are looking to drive across europe to french alps or lake garda then tesla is the only 1 you can do it in as there like 10 different charging providers here in uk all with 10 different sets of rules when it comes to charging, then in france there are 10 completely different charging companies again with another 10 different sets of rules, but tesla have 100kwh superchargers everywhere across europe, making tesla the only ev thats capable of long distance travel from home.its not the cars now a days thats making ev car ownership difficult its the charging networks.

[@PlugLifeTelevision]

Tesla isn't the only brand with a Europe-wide high power charging network. Ionity, a consortium that includes many German and Korean car manufacturers, is building a Europe-wide high power charging network that is accessible to any car with CCS. Back in the UK, all new rapid chargers from the likes of InstaVolt, Osprey and Gridserve have contactless payment as standard. Therefore, charging a non-Tesla away from home isn't scary, as evidenced by many non-Tesla EVs that clock up serious motorway mileage every day.

[@franciscocerutimahn]

ICE Cars say: HOLD MY BEER...

[@TheGokki]

This is way too complicated. Industry needs to get on and make a USB-C-style single format connector. ICE vehicles don't have this problem, you just plug in and fill. The customer shouldn't care about all this.

[@PlugLifeTelevision]

XKCD really hit the nail on the head with this issue. The last thing we need is another standard: we just need to pick one for destination charging, one for rapid charging and stick to it. These standards will be Type 2 and CCS in Europe. Incidentally, the reason that Tesla developed their proprietary supercharger format is because no other DC rapid charging format that supported >100 kW existed at the time (2012/13). In the US, where Type 2 doesn't exist, the supercharger format is completely different again, and no other plug type will physically fit in it. However, Tesla were very clever in Europe, where Type 2 does exist, because they saw that they could adapt an existing format to fit their rapid charging requirements whilst keeping it compatible with AC destination charging. Now that CCS is widespread, Tesla have promptly adopted it on the Model 3 and offered an adapter for the S and X. xkcd.com/927/

[@samuelprice538]

I would say that no rapid should allow any vehicle to charge at less than 22kw. This would stop all the phevs and make it more obvious for the Maddies out there that they made a mistake.

[@PlugLifeTelevision]

@@samuelprice538 Agreed, although there has been backlash against this from some CCS EV drivers because they want to be able to use the Type 2 cable to slow charge via their single-phase onboard charger if the CCS plug on the rapid charger is out of order (I'd argue that they wouldn't be able to do this on DC-only rapid chargers anyway, e.g. InstaVolt and Ionity). It also doesn't help matters that Ecotricity still haven't fitted CCS plugs to all of their rapid chargers, seven years after the first CCS EV was launched in the UK.

[@jur4x]

@@PlugLifeTelevision Speaking of EH. Could the requirement to fit bank card terminal to newly installed chargers be the reason why mr Vince is so reluctant to replace old units with newer ones and finely fix the issue with CCS availability? He was really in favour of people being stuck with his app, remember, including not making charger occupancy status available to 3rd party apps.

[@PlugLifeTelevision]

@@jur4x you could be onto something there. Ecotricity have also been talking about installing 350kW chargers for years, but nothing's come of it. Their trial of 50kW Siemens rapids to replace their most unreliable DBTs has not gone smoothly; if they'd listened to advice from Scottish EV drivers who knew about Siemens' poor aftermarket support for their units on the ChargePlace Scotland network, the situation could easily have been avoided.