Nissan Promises 1,700 CHAdeMO DC Quick Chargers in U.S. by April Next Year

There’s nothing like a bit of healthy competition to spur a company to up its commitments to its customers, and in the world of plug-in cars nothing says commitment more than a promise of improved public charging provision.

Nissan says it plans to expand CHAdeMO DC quick charging provision in the U.S. to more than 1,700 stations by April 2016

Nissan says it plans to expand CHAdeMO DC quick charging provision in the U.S. to more than 1,700 stations by April 2016

Last Friday, we brought you the news that Volkswagen and BMW, along with charging station provider ChargePoint had announced a new commitment to CCS DC quick charging provision along both the east and west coasts of the U.S., promising 100 CCS-capable DC quick charging stations would be deployed by the end of this year. As well as providing the first CCS quick charging networks for customers, the three firms confirmed that charging stations located along major routes would even support CHAdeMO DC quick charging too, despite it being a rival standard from a rival automaker.

Now rival automaker Nissan has stepped up to the plate with a promised expansion to CHAdeMO DC quick-charging networks across the U.S., promising a total of 1,700 DC quick charging stations by April next year.

Nissan has actively supported rapid charging station installation around the world since its all-electric LEAF hatchback made its market debut in 2010. To date, it has helped install CHAdeMO DC quick charging stations at Nissan LEAF dealers in key market areas, and has even donated many quick charging stations to charging providers around the world. This has made it possible for those who occasionally need to travel longer distances than the LEAF’s official 84-mile EPA range to recharge their car from empty to 80 percent full in around 30 minutes where CHAdeMO charging stations are available.

The CHAdeMO connector is also used on the Mitsubishi i-Miev and Kia Soul EV in the U.S.

The CHAdeMO connector is also used on the Mitsubishi i-Miev and Kia Soul EV in the U.S.

As of the start of this year, Nissan has helped the installation of more than 800 DC quick chargers across the U.S., with the majority of charging station provision placed in areas with high LEAF sales figures like San Francisco, Los Angeles, Washington State, Oregon, Atlanta, Georgia and Dallas.

By April this year, it aims to have increased that by an additional 300 quick chargers, with 1,100 DC quick chargers installed nationwide, and by the start of April 2016, Nissan says it hopes to have helped invest in more than 1,700 quick chargers nationwide.

While the locations of these new charging stations are not yet known, it’s likely that we’ll see an expansion of existing charging networks with high-traffic, doubling up charging provision where demand is high as well as expanding electrified routes into lesser-known areas.

Which connector will you choose? CHAdeMO or CCS?

Which connector will you choose? CHAdeMO or CCS?

Like Friday’s announcement from BMW and VW, Nissan’s latest commitment to rapid charging means that it should be easier than ever before to own a limited-range electric car without resorting to gasoline for longer trips. And as any plug-in owner will tell you, the more charging, the easier it is to live with an electric car.

There seems to be only a few questions left: will your next car be a CHAdeMO-capable car like the LEAF, or a CCS-compatible car like the BMW i3? And which charging network will win?


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  • CDspeed

    This is going to be a messy competition, it’s not like having companies compete to see who will be the biggest, it’s two different plug types. This will only lead to compatibility issues, and confusion for consumers who have yet to buy an electric car. Personally though I hope CCS wins, not because I have a car equipt with a CCS port, but because I don’t like the bulky two plug system that is CHAdeMO. A J1772 port with small addition for rapid charging (CCS) makes a lot more sense. Tesla’s charging standard makes the most sense, except for the fact that it is brand exclusive.

  • D. Harrower

    Which standard will win? Easy. Tesla Superchargers. Small form factor, high power output, stall redundancy, 24/7 availability. Nothing else comes close. Sure, it’s currently only accessible to one brand/vehicle but the patents are open so any automaker willing to swallow its pride and support the standard can easily take advantage of it.nnIt’s great that Nissan is also working to expand its network but will it do anything to work on their reliability/accessibility problems? I’ve heard many stories about DCFC stations being behind locked gates or so clogged with dust that they overheat when anyone tries to use them.

    • It’s kind of frustrating when people say that, especially when not everyone can afford Tesla 🙂

    • CHAdeMO and Tesla charging points are complementary for Tesla owners. Often CHAdeMO exists where Tesla Superchargers has yet to be deployed. neg: Roanoke Virginia downtown: http://api.plugshare.com/view/location/57622nThis is not an unique example, many many examples of S’s using CHAdeMO, even before the adaptor is publically available.nnThe underlying question is why does nothing else come close to offering a similar customer experience as Tesla at charging stations? The quick answer is most charging network operators don’t see PEV drivers as their primary customer. These operators are viewing the host site, or auto manufacture as their primary customer. (just a fact of their chosen business model)nnIn terms of a ‘charging standard’ there is much more to a ‘standard’ than the connector/plug. The protocol between a vehicle and an EV for both Tesla and CHAdeMO is fairly similar. The major differences are the deployment and business models between Tesla and other charging service operators. Most charging service operators are focused on hosts as customers and revenue from hardware sales and deployments. The PEV owner as a cstomer is secondary to most charging service providers. With higher margins and short term revenue on Level2, this tends to be their gateway; unless someone else foots the bill for a DC charging point.nnNissan has a history of not being interested in service businesses. It has auto dealer provide sales and service for its products. It seems Nissan want to outsource charging services to a dedicated partner. Unfortunately Nissan doesn’t have many good choices so far. neg: One of the better charging services partner is Ecotricity (UK) that has been deploying multiple DC charging points per station. Other charging service providers, like ChargePoint the host a few DC locations, but only focus on deploying AC Level2 points.nnThere’s actually some advantage in Tesla owner with larger capacity packs making use of CHAdeMO charging points. Besides an increased number of sessions per day, Tesla owners will visit remote points more often than points along popular routes (assuming SC’s will be on the popular routes). All of this help to justify more CHAdeMO locations. nnA similar situation exists for charging stations that offer both CHAdeMO and CCS charging points. Increased numbers of PEV drivers using the station means the critical mass for sustainability can be reached sooner.

  • leptoquark

    That’s great, it’s fascinating to see the effect the Supercharger network is having. I just wish Nissan would switch to the triggerless Yazaki connector that just plugs straight into the port, no two-handed operation, no button pushing followed by handle operation. Not that I can’t do it, I’ve learned how, I’m just concerned that the public is going to look at the triggered connector, which must weigh something like 5-6 lbs, nevermind the approx three-inch diameter cable and think “Are you kidding”? nnRule number one is that the connector must be capable of one-handed operation. Yazaki does make CHAdeMO connectors that do that, and it’s the one big advantage I see with CCS. Push it in, pull it out, just like an appliance cord.

    • The yazaki connector and cable is much more manageable. However people still manage to goof up the insertion of the connector, get an error and drive off. If CCS is as easy to connect as regular J1772 drivers may prefer cars with that connector.nnTime will tell.

  • BrianKeez

    Availabilty will win the day. Nissan knows it. It’s great that NRG/EVGo installs CCS but I would select a CHAdeMO spec vehicle based on the availability of stations.

  • Looking at BMW / VW routes in Plugshare, it is evident the east-coast route is just about complete if using CHAdeMO. A couple more DCFC would provide consistent spacing along the whole route. The west-coast has a couple large gaps in California as it has almost no electrified highways; unlike Oregon, Washington, and BC (Canada).nnEast-coast: 450 miles electrified n1. 220 miles: ~5 DCFC: Boston, MA u2014 New York, NY n2. 230 miles: ~5 DCFC: New York, NY u2014 Washington, DC nnWest-coast: 620 miles electrified u2026 1490** miles if CA addedn4. 320 miles: ~14 DCFC: Vancouver, BC u2014 Portland, ORn4. 640** miles: ~13 DCFC: Portland, OR u2014 San Francisco, CA u2026 300 OR miles + 340** CA milesn5. 410** miles: ~9 DCFC: San Francisco, CA u2014 Los Angles, CA n6. 120** miles: ~3 DCFC: Los Angles, CA u2014 San Diego, CA

  • BenBrownEA

    I honestly don’t know how to evaluate best strategy. I wouldn’t mind some wisdom from others.nnn Should we invest in travel networks, like being able to go down the highway over distances like the super charger networks or should we invest in pockets/regions of use? Perhaps over time the regions will connect. For the moment Michigan is almost out of the loop with only 2 DCQC-ers. [Can you say: oil lobby?] And one of those chargers is only available during business hours and never on holidays… nnnTo cover costs regions may encourage critical mass helping to justify lower cost to consumers. Still major highway corridors may also have its own benefits even if travel costs might justifiably be higher. (I am not sure of the unique benefits – does anyone?) On the other hand, staging quick chargers on the highway at restaurants, may provide its own funding, whereas at city centers a quick charge may not lead to sufficient sales to justify its placement.nnnThis is all a mystery to me… I just pray the west coast, the east coast and Georgia aren’t the only places that get quick chargers…

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