We Be Driving on Sunshine – CHAdeMO Ain’t No Thang


I’ve developed an intense like for Damien Maguire. It’s not precisely his haircut or fashionable taste in clothes notable as they are. Nor the strong resonance and perfect Irish diction of his speech, which I do enjoy. It is rather a combination of his pathological honesty with, and most of all, that he simply knows no fear. In some sort of accident of birth, he failed to receive a normal fear gene. Which would account for his willingness to test our delicate LiFePo4 cells by shorting the terminals with an open-end wrench – or in County Cork – a SPANNER.

Many believe that an absence of fear is a trait of the young – their sense of invulnerability. I would make the case that it is exactly the opposite. Youth is ruled by fear. And as we grow older, we largely lose it.

I’m not really talking about the fear of heights, speed, car wrecks, or tornados. I’m more in mind of fear of failure and fear of success.

If I could go back to my youth and have a 10 minute conversation with a younger and prettier Jack Rickard, this topic would entirely consume the alloted time.

Young men yearn for success but fear failure. Worse, they measure every obstacle and every opportunity by how much effort it will take, and what the chances of success are. All of this with no clue as to how much effort it really takes, nor what the chances of success really are. And so there are a very many things they simply do not attempt – often things they might otherwise really want to do.

Mark Weisheimer wrapped up his work with Associated Press in support of the Final Four event and spent a couple of days here this week. We’re at about the same age and our kids are at about the same age and I have only a few tens of pounds on him. Most don’t know it but Mark and I actually go back a LONG way. He was an operator of an electronic bulletin board system many years ago and transitioned to become an Internet Service Provider while reading Boardwatch Magazine. He sold his ISP business at exactly the right time at a modest but tidy sum successfully. He also helps to operate a long time family business in Columbus Ohio part time. And as AP has downsized from hundreds of hands-on satellite communications engineer/technicians to a handful, Mark is one of the keepers. Quick and good with a soldering iron and a spec sheet.

But we were comparing notes on the advantages of age. I’m kind of comfortable with being 59. It has all sorts of disadvantages, but the advantages so far seriously outweigh them.

The principle advantage is I kind of know how things are going to come out. When faced with a challege, or an opportunity, my first reaction is that they tend to look the same. The youthful concepts of good and bad, easy and hard, simply don’t work any more. Often hard is good. And often there is little value in the easy. But I kind of know how it’s going to come out. It’s all about being willing to pay the price then. It’s not a matter of whether you can do it. It’s all about how bad do you want it. Because you’re going to have to pay the price – and there is ALWAYS a price.

Unfortunately it is rarely a monetary price. It is more likely measured in tears and toil, sweat and blood and tears. The analogy I use is of a brick wall blocking my way to what is desired. Generally lacking proper tools to the task, I have my head. And we have the wall.

Oh, I know how its going to come out. The wall loses if I don’t quit. It’s a wall. It cannot move. It cannot counterattack. It can’t run away. If I chose to destroy it, it is destroyed at the thought. Head, meet wall. Wall, meet head. But MAN is this going to HURT. If I run headlong straight at it until cranium meets concrete, and I do that enough times in a row, it has to go down eventually. Some requiring more runs than others.

And after you knock down a few, the head gets harder. And you realize that not all brick walls were properly constructed in the first place. And the mystery kind of wanes. It’s just a wall. You’re just a head. Cycle of life.

A small group of us collaboratively spent some time and effort developing a device termed the Gneralized Electric Vehicle Control Unit really to enable one drive train, the Azure Dynamics FORCE drive consisting of a Siemens 1PV5135 motor and their in-house design Digital Motor Controller model 645 – DMOC. It easily took a year with countless man-hours contributed from around the globe.

In the process, we got a little smarter about the Bosche Controller Area Network or CAN used in automobiles to control various devices and functions of the vehicle. When an opportunity to purchase some UQM Powerphase 100 drive trains from the Coda Motors bankruptcy, I picked up a dozen on the off chance that we could replicate the feat. Despite a heinous encrypted CRC security byte DESIGNED to prevent us from doing so, we succeeded and notably did it in about half the time of the Azure Dynamics mission.

Since then we have turned both barrels on a series of OEM parts including the Delphi DC-DC converter used in the Coda, the Chevy Volt DC-DC converter (Accessory Power Module) used on the Chevy Volt, and the Lear Charger, which was done DIFFERENTLY on the Coda and Chevy Volt. Each has fallen in turn, and both our tribal knowledge within the HACK TEAM and confidence that these things can be done has risen proportionally.

So I have no real reluctance to shell out a little over $12,000 on TWO Tesla P85 drive trains. It’s not whether. It’s when. And yeah, its probably going to hurt.

In this weeks video, Mark and I attempt to share the PROCESS of winning in reverse engineering a particularly thorny little mother, the Eberspacher coolant heater. I assume a glancing interest in the details of what we did, but seek to illustrate the HOW, the approach, and the desired result.

It’s kind of like dealing with the Jaguar. You don’t have to be able to outrun the Jaguar to survive. You just have to be able to outrun the slowest guy in the village. Similarly, we rarely actually work out ALL the details of every related CAN message on the bus, down to individual fault bits and what fault they are hailing.

In this case, we just want to make hot water. And we want to control in fairly precise fashion just how hot it gets. And the process used was essentially brute force with a blunt stick. A couple of lucky insights.

The real challenge was the hardware as it turns out. And we had just the right guy on the job with Mr. Wiesheimer. We thought it was CAN, but in the capture Kerry Manning provided us, it was an unusual speed – 33.33 kbps. As it turns out, the concept of the GM LAN consists of a high speed differential CAN at 500kbps, a single wire CAN at 33.33kbps, and a low speed 19.2kbps LIN bus. LIN stands for Local Interconnect Network and single wire CAN, as it turns out, is SWCAN.

This doesn’t appear to be too much of a problem. We’ll tie our CANHI to the single wire, our CANLO to frame ground, and make a few changes allowing us to talk at 33.33kbps. Batta boom batta bing.

It more or less worked. We could read CAN from the bus this way. And we could log it. But when we tried to send recorded logs of data traffic to the Eberspacher off the car, it lay there like a stone. Ouch.

Everyone loves Google. But it really is a miracle of our age. Mark found a special chip purporting to do SWCAN. Now why would they need a special chip????

Because SWCAN is kind of special as it turns out. But not overly special. It was available in the same 8 pin footprint as our CAN transcievers. So Mark replaced the CAN1 transceiver with the SWCAN chip.


So we hooked it up and again sent a 10,000 line SWCAN capture to the Eberspacher. A brick wall.

In reading the specification, I noticed a discussion of a special 12v “mode” for the chip. It sounded like they were kicking teh can, so to speak, up to 12volts in some cases, and not in others. It uses 5v normally apparently. So what’s the 12v?

Mssrs Wiesheimer and Kidder huddled on this and decided that the message 0x100 was some sort of universal WAKEUP message for the SWCAN bus and that it needed a special 12v signal level to work. They tied our CAN enable pin 48 to the mode pin on the chip, and batta-boom-batta-bing. That’s all that was needed – he squirted the 10,000 lines at the Ebenspacher and it woke up and started consuming current, somewhat erratically, but it was making hot water.

The rest was actually no thing. We simply threw out commands until it stopped working and then kept the ones that were necessary. Within a few hours we had seven messages and if you took out any one, it would not work.

Note that we haven’t looked AT a single CAN message at this point. Just kind of deleted them wholesale until this was all that was left and it was kicking on the Eberspacher.
We finally noticed one was in there a couple of times, and had a single byte that changed. We tried changing the byte, and suddenly we could command the exact amount of power the heater was using to heat water. We STILL don’t know what the other bytes do, or don’t do. We might puzzle that out at some point, but there were several messages from both the DMOC45 and the UQM Powerphase that we have no clue what they do. But it will already do all we want it to do. So we’re unlikely to spend much more time on it.

In this week’s show, we did include a longish description from Kerry Manning of his efforts with the Chevy Volt battery pack. He reports impressive performance from the LGChem cells. And he gives some insight into how to hunt down a pack at the junkyard. What he described didn’t sound easy. Head, wall. Wall, head.

The star of the show of course is again Damien Maguire. And therein lies a tale. Some months back I picked out a little different wall for me. The problem is, I didn’t really WANT it. It’s a little difficult to put udder balm on your scalp in preparation for a head/wall butting contest when it’s not something you REALLY want. But I heard from so many of you about it that I took it as a personal wall anyway. And that was the topic of fast charging.

In the first place, if the only tool in your belt is a hammer, all problems start to look like nails. I LOVE electric cars and indeed I never do get over it. And I’m totally committed to the TOTAL changeover to magnetic drive for personal transportation WORLDWIDE. Accept no substitutes and nothing less. But if I have to go more than about 200 miles, I DO own eight aircraft still. And I AM type rated in all of them. If I want the roar of power, a Lear24D is the weapon of choice. And if I DID for some godforsaken reason want to drive across country, I have an ICE Cadillac ESV that is really quite comfortable on long trips.

But it is one of the remaining objections to the electric car – you can’t drive it intercity. Worse, OEM cars have become available, notably the Tesla Model S that CAN drive cross country. Nissan Leaf being somewhat less capable, it DOES have a CHAdeMO fast charge function and apparently at least some Leaf owners find that to be a necessary option.
And the thought that OEM cars CAN fast charge but that this is somehow beyond the reach of DIY vehicles is just not acceptable. It’s kind of a slap in the face challenge – you can’t do it.

I beg your pardon? CAN’T do it? Says who and says you. Uhm. (spits on sidewalk). Just how big a boy are ya?

So we brought in plugs and inlets, I actually mounted one on the as yet unfinished THING PART DUH. And we have been working for months with Paulo Almeida on a hardware device to basically control a CHAdeMO charge cycle. The irony is, the closest CHAdeMO charge station is 120 miles away. We don’t have such a thing in Cape Girardeau. We don’t REALLY have public J1772 charge stations except for EVTV. When we get it done, it does me no good at all. But we have every intention of having a CHAdeMO kit online in the next couple of months.

That does not appear to be the case with Damien Maguire and his Land Yacht. Ireland has apparently been crop dusted from the air with CHAdeMO charge stations sprinkled every 4 miles across the land. Project “Inter-urban Electric Drive” is deployed all around Ireland. Thanks to CHAdeMO fast charge point, Irish drivers enjoy stress-free inter-urban drives across the country. Today, 48 stations of the fast charge are already available in major urban locations. Convinced of the efficiency of the fast chargers, Ireland plans to install sixty more chargers.


To put this in perspective, Ireland sports a land mass of some 32,595 square statute miles with 108 CHAdeMO fast charge stations. The state of Missouri, on the other hand is more than TWICE as large at 69,709 square miles. We have 11 CHAdeMO charge stations. Six in St. Louis and five in Kansas City. Those almost entirely at Nissan Dealerships.

Damien will be able to drive anywhere and everywhere his heart desires across the emerald isle. I can’t reach the closest one here without a flatbed truck.

Ergo the REAL reason for his trip to Cape Girardeau – he just had to have one of those JLD505 boards in his hands. He had already ordered a Yazaki inlet from us months ago. As soon as he arrived back home, he decided ONE broken JLD505 wasn’t enough and requested another. He wired the entire thing up in a week. I would urge all brick walls within hailing distance of Wexford to take cover in the nearest basement, low spot, or community shelter. This man has a bald head and he knows how to use it.

He also sports an EVTV HACK TEAM shirt. Collin was kind of busy. I can’t even get the JLD505 to work with Mac OSX and Paulo is busy on the hardware for that and for the CANDue with SWCAN design. But Damien was having none of it. He’s go to the charge station and capture some data and send it back insisting he was just moments away. Collin kind of dropped what he was doing and made a few trial changes to the code. Paulo and I kibbitzed from the sidelines.

He made ELEVEN trips to the charge station since we filmed today’s show. And this morning announced triumphantly that he had charged the Land Yacht successfully twice at 60 amperes. Check the attached video he sent and see what you think. But it looks to me like he actually did wet his pants.

The interesting thing to me was the speed and effort. One week ago, there was not a single line of CHAdeMO code. We DID have the spec so there was little “reverse engineering” to be done realistically. And we’ve all worked with each other enough in the past that there wasn’t a lot of chit chat or posturing for position that you see in these things. It was all pretty focused and pretty straightforward. I sent him a revised CANDueLogger file so he could log more easily. And Collin did a number of changes to both the program and the CAN library, which the previously existing one for the Atmel AVR328P was pretty lame. Paulo noted several variations from the spec – like the byte we have to send claiming WHICH spec.

As of today, to our knowledge this represents the first DIY Electric Vehicle to successfully charge from a CHAdeMO fast charge station. The Leaf owner who had to wait on the Land Yacht was a little shocked I understand.

It is far from over. We need to do more and specifically I’m advocating a built in data logging function to let end users EASILY log the CAN transaction and entire session. Inevitably we will run into variants among charge station manufacturers and if we enable those encountering this to quickly send us a usefully detailed log of the session, we should be able to turn around software fixes and updates quickly as well.

But we have already run out of memory on the little 328P. So we kind of have to redesign the hardware around a new more capable chip, and have THOSE produced – hopefully more quickly than the 12 weeks the first outfit, HESCON Electronics took to mangle these boards so badly. Our enclosure and CINCH connector are a little under a cloud as we all found it a bit difficult to make up a wiring harness with this system, and I had a $645 dedicated crimping tool from Modice no less.

I would say that it is nice to be 59 because its nice to know how these things will come out. But oddly, I really don’t. You see I’ve had a lifetime of doing it on my own and indeed, I have to confess that during nearly all of that time, whatever I was focused on I was surrounded mostly by naysayers who said it couldnt’ be done, it shouldn’t be done, it was probably illegal, why was I wasting time with all that and a more or less continous litany that I’m little, I’m ugly, and my mother dresses me funny.

This pass is very different. I have both a wife and a daughter who truly love driving electric cars and are totally onboard with the mission. And somehow, a truly International, global team of extremely talented bright guys, who despite jobs and families and myriad demands on their time seem to be able to single mindedly and in unity focus on a task for hours or days, communicating easily and instantly via Internet, to such a point that I can’t get the IDE loaded and successfully compile a program before they already have the thing I set out to do DONE and are publishing celebratory videos and chomping down on victory cups of tea (cha) or – well it varies, but you get the idea.

Paulo is already assembling a battery pack and test setup to haul around to various CHAdeMO stations in Portugal. Damien has to change his Depends and he actually can’t get RID of electricity from his pack fast enough to suit. No point in going to a fast charge station with a full pack. Collin is already planning to rework the whole thing a better way. And I’m mostly trying to stay out of their way. But like the Eberspacher – it’s essentially a done deal. Light cleanup work.

Where does all this lead? I guess I’m the one who is supposed to have a plan. Byron Izbenhard has suggested a HACK TEAM weekend and we are looking at something in June – more to brainstorm where to go with this. I have a pair of Tesla drive trains but for that matter, I have a Tesla charger and charging inlet – along with a live beast.

As long as the powers that be in Ireland are able to fund the deployment of CHAdeMO stations, all the world is right and indeed the CHAdeMO Association now claims over 5000 stations worldwide. I rather think there is a little problem from my own backwater hinterland view. You see despite all of Tesla’s supercharger stations, there is a big black gaping hole in their map from Little Rock to Memphis up through Cape Girardeau to St Louis and over to Nashville. They have never even installed a supercharger at their St. Louis service center yet.

And I guess I kind of see some dark clouds on the fast charge front. What if someone DOES do an aluminum graphite cell and suddenly it is pretty easy to put 100kWh pack in a vehicle. As noted, the utilities can make 3 phase power very expensive to install. They can ALSO make it very expensive to use, particularly if you use it with HIGH PEAKS and low average use. They have special rate structures to penalize people who use a LOT of power briefly but then don’t use enough over time to make the investment in peak load factoring viable. This is not entirely corporate greed and ignorance. It has an underlying problem with grids that is just absolutely real and also absolute.

Paulo has actually drafted one of the graduate students at the Engineering Institute where he works to assist with the passive component design (capacitors and inductors) for a high power DC-DC converter. I sent him a Christmas basket of the very latest, in fact just now available SiC MOSFET switching components. The concept is a 150kW – 500v 300 ampere DC switch that will convert from a lower voltage to a higher OR from a higher voltage to a lower, with some efficiency. Not a “stack” of ordinary AC chargers which is what most CHAdeMO stations and the Tesla supercharger network uses – but a true big boy switching power supply that operates from the left hand or the right. A bit of CAN goodness and sugar on top and this could be a fast charge station. But instead of feeding it 3 phase, I was thinking sunlight. A large box of batteries and an array of our very efficient 21% solar panels. You could essentially “trickle charge” this mother bank using off peak using ordinary common 240vac at night, and by sunlight during the day. ANd it can put out as much power as you want – 300 amps if you can take it. And the battery bank could do three at a time for that matter.

These could be installed anywhere – including deeply rural dual carriageway America. No expensive grid installation or peak charges. With sufficient batteries and panels, it is even feasible to operate WITHOUT a grid connection of any kind.

We be driving on sunshine…..


26 thoughts on “We Be Driving on Sunshine – CHAdeMO Ain’t No Thang”

  1. Tesla loves to silently update some things, while Elon is dropping one liners for the tweeters. About a month ago–in a usual insomniac fashion– I noticed the “2016” Supercharger map at http://www.teslamotors.com/supercharger had a little dot mounted very close to the Cape of Girardeaus from the naked eye. They may have heard your direct invites to the area, but never directly responded. Knowing how they keep timelines it probably won’t show up until the end of 2017, but oh well, by then they will be obsolete and needing an upgrade…

  2. Good luck with your CHAdeMO quick charge project! We’ve are finishing up our development of JdeMO, the DC quick charging system for the Toyota RAV4 EV, Tesla Roadster and Mercedes B-Class ED.

    We know he trials and tribulations that you’re going through. If there’s anything we can do to help your development, don’t be bashful to ask!!!

    First and foremost, we are EV advocates working to move the transportation to the next level.

    Tony Williams
    R&D Manager
    Quick Charge Power LLC
    TonyWilliams (((@))) QuickChargePower.com
    Twitter: QCPower
    1-858-245-8217 mobile
    1-844-387-2787 ext 701

    1. Aww nuts. We kind of nursed the idea that perhaps we had been the first people to hack a chademo port onto a vehicle. Seems like you beat us by a couple of months. I always wondered if someone had done so – it is such a natural thing to want to do. It’s cool that you’ve succeeded. I believe that soon we’ll have stable chademo charging working as well. I think the biggest obstacle to chademo right now is really the lack of EVSEs. There are two chademo chargers in Michigan where I live. They aren’t near me.

      1. I appreciate I am a bit late o the party here, but why not just *buy* a CHAdeMO charger to play with (and provide your community with a useful resource)? You can get a 20kW version form china for about $9k these days (the company below sells a modular system rather like Tesla’s SuperCharger – 10kW per module – 20 to 80kW per cabinet). I assume you have 3 phase power at the ‘verks’… What’s stopping you? If your DIYCDM works with this one, it should work with any of them.
        paul@setec-power.com (let him know I sent you).


  3. After several years of battery testing I had my first explosion last week: and it wasn’t in a lithium battery.One of the small PP3 9 volt Nimh batteries you can use for powering Arduinos disassembled itself with extreme prejudice whilst being recharged.

      1. It depends. I remember cutting my fingers when opening one of those oneway 9v batteries. If the battery takes care of itself that is much easier, except for the mess. But I guess the NiMH was not meant to disassemble in the first place.

        I remember charging those little bastards with asymetric ac. Lead acid liked it. NiCd became almost like new. But in the long run stalagmites and stalactites would stab the diaphragm to death. Right now I dont feel like charging lithium with asymetric ac.

  4. Good show this week and I liked the new EVtv font colors at the opening.

    Congratulations again to all involved in getting CHAdeMO working! I am in Columbus, Oh, so depending on where they put the CHAdeMo charge station, it may be a good option to add to my build.

    Also, good luck with Tesla, they don’t seem to have a great track record when it come to winning lawsuits, so if history is any indicator, you should be Driving on Sunshine in that endeavor also.

    1. Randy,

      There is an operational 50Kw Chademo at OSU’s Center for Automotive Research on Kinnear Rd.
      There are “supposed to be” several installed by cities, including Creekside at Gahanna and at Bexley Municipal offices.

  5. Jack:
    You’re a hero in my book for raising the issue against Tesla.
    I’m pleased to find out that at least one state forces the car makers to make some of their repair information available to the aftermarket auto repair shops. It’s too bad it’s not in U.S. Law. And, it’s too sad, the Can Bus codes are not included by Law.

    I wonder if the small business auto repair guys understand the consequences of this policy will drive them out of business? It is a blatant move by the automakers to capture all the repair business under the guise of limiting their liability. I especially object to Tesla deciding if I can drive my car by controlling activation of the computers. How many people realize Tesla has that level of control over their rights?

    When I see what your group of talented hardware/software hackers go through to reverse engineer Can Bus messages, I think what a time consuming process that could be accomplished in minutes instead of days if they only had the codes. In my mind the rights to the codes should come with buying the car. But, what do I know? All the new generation EEs seem to accept the idea as SOP.

    1. Thank you Lad. I kind of invert the logic myself. In devining the inner workings of the human universe, I try to put myself REALLY in the other guys position. I actually sit down and mentally go through the process of pretending I’m on the other end of whose ox got gored. The fascinating thing about CAN is I just don’t get it. If the CAN definition database of an entire vehicle were made FREELY available, either by us or by the automaker, what possible negative impact could that have on the automaker? What do they seek to protect – beyond the obvious right to repair issue and protecting dealer repair profits?

      Indeed, if they GAVE me the source code for their ECU and transmission controllers as well as the CAN message database, what is the impact to them? I might make the same car???? I might use the informaton to make a competing car? ALl the competing cars already have EcU’s and CAN. I might what? Know more about MY car which they made? Even if it’s know about THEIR car, which I only bought. What’s the impact here?

      For our purposes it is developing alternate uses for salvage car parts, and indeed new parts purchased from the dealers. They don’t want that? Why?

      There is a HUGE history of people repairing, but far beyond that, modifying their factory cars. It’s a GOOD thing for automakers. It leads to people becoming automotive enthusiasts. To collecting cars. To a kind of wierd car worship. If they were entirely SUCCESSFUL in totally ending third party repair and DIY repair and modification, they reduce the car to a piece of furniture. Just an object we use but don’t think about and don’t care about. It would actually decrease the market for cars and certainly decrease the strange obsession with always having a new car.

      The only scenario I can work out is dramatically increased profits if somehow they could convert cars to the state of television receivers. Not repairable at all. If it breaks, you automatically buy a new one. Cars would be only repairable by dealers and really only feasible to repair during the warranty period. Then you buy a new one.

      If that is NOT the objective, then the whole CAN secrecy and technology secrecy trade secret thing just doesn’t work for me. What are they protecting? I vaguely understand the concept of IP. I just don’t understand it with regards to cars. Henry Ford developed a process for casting V8 engine blocks in one piece that gave him a huge advantage over other automakers. I get something like that – almost always involving an assembly or production process as IP. But CAN codes? To operate the various devices in the car? What? Why is that a thing to want?

      In all likelihood I’m in too deep. It probably is just that 34% increase in repair bills the dealers enjoy. But why are the manufacturers so into it? They tend to shut the dealers out of deep knowledge of teh cars.

      Lets say for example that no one EVER modified an ECU or changed the software in it, never “chipped” a car, never accessed anything in the software or systems ever. What? What’s the gain? What’s the advantage?

      At this point, I cannot rely on the automakers to act rationally in their OWN interests, much less mine.

      But worse, it ignores history entirely. All manner of improvements and innovations typically COME from the aftermarket and individuals. Only after they develop a popular market for the add-ons do they get picked up by the automakers. Richard had a pretty good business on hard tonneau shells for small Chevy S10 pickups for several years. GM finally picked up on it and began offering them as an option and kind of killed his business overnight. Microsoft kind of killed software development the same way. Anything innovated outside that became hugely popular and of general nature was simply duplicated and added to the operating system – entirely gutting the market for that add-on.

      What is the comparative “value” of an iphone if you eliminated 500,000 third party applications from the market? I feel like we are in a huge battle, but I can’t find the underlying cause that touched it off or what its about. I know what WE lose if we surrender. I don’t really get what they WIN if we surrender. Anybody care to lend a bro a clue?

  6. Jack, a LEAF owner friend of mine has been working on building a CHAdeMO Portable Charger (Suitcase? or Trunk!) that can plug into one or two (or more) J1772 Public Chargers – to give his 2011 LEAF access to CHAdeMO where there aren’t any!

    E Motor Works (emotorworks.com) has the Charging Station side of this coming together well – http://www.emotorwerks.com/products/online-store/category/listing/17-dc-charging-systems – and – https://www.youtube.com/watch?v=SIlZ_1FTJrw

    The CHAdeMO Plug they sell – http://www.emotorwerks.com/products/online-store/product/show/111-new-chademo-tm-compatible-cable-plug-for-emotorwerks-dc-chargers – is 3D Printed by my LEAF owning friend – Joel Clemens – http://evlife.ca/users/joel-clemens – and – https://www.linkedin.com/in/joelclemens

    He also built an EV Truck – Ford Ranger – without a Garage – later sold to another local person who still uses it, and has exhibited it at EV Fest in the past. http://www.evalbum.com/2451

    If he is not on-board with the CHAdeMO Project at EVTV – he could be a good addition to the team, as he was the first person I heard about speaking of using ‘Packet Sniffer’s (I think was the term) to study CHAdeMO Data!

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