LEAF Number 1000 to Norwegian customer
Ishavskraft has made a plan for upgrading all infrastructure for EVs to a harmonized standard of 400 volt TN system. 2/3 of the Norwegian grid is based on 230V IT system, similar to the Albanian grid and different from the rest of Europe......Oliver Paturet from Nissan Europe defined the Norwegian EV market at “The most important” for Nissan ... around 3% of the total car sale in Norway is EVs with Nissan Leaf as market leader...
Introducing Fast Chargers in Norway
saltony - Quick charging...Installing a fast charger
To install a fast charger a high power connection line is required. Most chargers require a 400 V three-phase connection with a high current capacity (63 A or more). At most locations this means it is required to make a new connection to the local transformer station. These stations are dispersed in the power grid and can be found where high voltage power lines need to be transformed down to usable voltage levels in industrial, commercial and residential use. Typically, these stations in Norway provide 400 V three-phase and 230 V single-phase voltages to customers, though 400 V is more common in new installations. If there is not enough capacity at such a station, an additional investment (in the range of several hundred thousand NOK) in the transformer needs to be made to install a fast charger. Generally, this makes it infeasible to install a fast charger today. Further, some sort of concrete foundation needs to be made, and usually a shelter to protect the charger from snow, rain, and dirt is wanted. If customers are required to pay for charging, a payment solution can also amount to around NOK 50 000. All in all, this usually amounts to a total investment cost of NOK 400 000 to 600 000 (€ 50-75 000), even when no further power grid investments are necessary. With one charger per 200 vehicles, this would mean an investment cost of about NOK 3000 per vehicle...
...Note: Because of the 230V IT Nett in Norway its often needed a transformer in front of such an installation...
Plus, given a bulk of initial Model S sales will be in the US, designing something closer to J1772 probably is the most cost effective route (won't be left with extra pins there are unused in the US), although it is unfortunate that it means no 3-phase support with the current connector. The European Model S probably will have a different connector (same way the "Combo" plug is specified).
Anyways, the reason why Tesla didn't choose CHAdeMO is definitely not because Tesla's design was first. It's a bunch of other reasons (probably the same reasons why non-Japanese automakers have avoided CHAdeMO and have only expressed interest in it if the charging network was already established).
Because there are tons of crazy people in this world...
Sufficiently advanced magic is indistinguishable from a rigged demonstration.
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