Yeah, I agree. That is the reality. It's a bit short sighted on the mfg part but, you're right there is nothing forcing them to do the right thing. I'm not bitchin to hard considering I got a somewhat reasonable deal the car itself.
I found your Ebay listing (256769845574). Great that it doesn't have a reserve, but I wish it had a buy it now and a make an offer option IMHO...I traded in my 2020 LEAF SV+ on the last day of 2024 for a 2024 Ariya Engage. I just put up the A2Z CCS1 to CHAdeMO adapter on eBay. A quick search should bring it up. It's the only one selling for "Not" stupid money. Just in case anyone is interested in a like new, barely used adapter for their LEAF. BTW, very easy to monitor battery temps with the LeafSpy app. When the battery is hot, you'll be lucky to get 20kW charging power. When cool to normal temp I saw 78kW on my 62kWh rated battery.
Question foe the board. Given the amperage and volt threshold in the adapters, why doesn't the Leaf charge close to it's 100KW peak (vs the 80KW peak seen in the wild on Chademo). The special chademo at the headquarters in TN has shown the Leaf can do 100, what's stopping the adapters.from getting there. 250amps x 400volts = 100KW theoretical.
A DC charger operates at the voltage of the car battery, not at the charger's maximum. The charger takes instructions from the car (10 times per second, for CHAdeMO) on the desired voltage and the maximum current the car's willing to accept -- and limits the current if it has to. A LEAF battery at 50% charge is around 365 volts, so a charger limited to 200 amps cannot charge that battery at that state of charge at any more than 73 kW. To get more power in, you'd need a charger (and car) rated for more than 200 amps.250amps x 400volts = 100KW theoretical.
Is there any chance you can list the sources (links?) to the information you provided above? I'd like to read up on the technical aspects of charging.A DC charger operates at the voltage of the car battery, not at the charger's maximum. The charger takes instructions from the car (10 times per second, for CHAdeMO) on the desired voltage and the maximum current the car's willing to accept -- and limits the current if it has to. A LEAF battery at 50% charge is around 365 volts, so a charger limited to 200 amps cannot charge that battery at that state of charge at any more than 73 kW. To get more power in, you'd need a charger (and car) rated for more than 200 amps.
My similar e-NV200 with an old-style 40 kWh battery charges at a steady 125 A from reasonably capable DC chargers in ideal temperatures, until it gets to about 60%. That means the charging power increases gradually up to there (from about 40 kW to 47 kW) before dropping as the battery management electronics starts telling the DC charger to slow down. With that 125 A current limit, it cannot do any better.
On another topic raised in this thread -- the CCS to NACS adapters were much simpler to design and cheaper to make than CHAdeMO to either. As far as I can tell, the NACS protocol for car and DC rapid charger to communicate is very like the CCS equivalent. It doesn't have the diffculty of using a CCS charger with a CHAdeMO car that both the car and the charger require the other to switch on first.
My bookmark for the details of the CHAdeMO protocol is https://github.com/Isaac96/CHAdeMOSoftware and most of the rest of my references would be from the LEAF circuit diagrams linked elsewhere in this forum. The circuits make it clear that the Chad connector terminals run to the battery pack's cell stacks with only mechanical contactors and fuses; there are no current or voltage controlling components in the car. The software shows the lowest-level details of the car and charger's 10-times-per-second data exchanges.Is there any chance you can list the sources (links?) to the information you provided above? I'd like to read up on the technical aspects of charging.
What Nissan provides, at least for my nearly-LEAF, is very limited. Present state of charge, and some of the recent trip energy consumption history. The smartcar.com API is limited to whatever Nissan offer, usefully re-packaged so that it's consistent across every make and model supported. But if Nissan, to take one example, doesn't transmit odometer data from the car to its own servers, or doesn't reveal those data over its own API, smartcar.com cannot return it.It appears there might be an already established API from https://smartcar.com/brand/nissan-leaf that will have the hooks to fetch what Nissan already provides, and I don't believe it would be necessary to tap into the can-bus.