Does a CCS1 to J1772 adapter exist?

[Maquis]

Another consideration is the BMW can only charge at up to 7kw. Not sure if it will automatically downgrade the charge coming from charger. I am betting it won't . So I think it may be safer to add another charger at 40 amp.

The charger is in the car and it determines the charge rate. The EVSE simply tells the car the max available, then switches on the power.

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[Ishkatan]

The real question is what are you trying to solve? If you want to charge at home the simplest thing is to add a J1772 charging station or simply a 240 volt outlet you can use with the charger that came with your car. (BMW did give you a mobile charger...?)

Since you already have FCPS wired you could get an electrician to tap into that line. You may not be able to run both chargers at once but it means minimal cabling and installation costs.

I did not fully follow all the electrical diagrams above, but it seems to me that the FCPS does NOT use the DC plugs for charging. I did not recognize a AC to DC converter in the innards of the FCPS. I think they are there for when the truck is sending current to power the house backup systems, so fi you are not using that feature they don't really have a function. My FCPS charges at "up to 19.2 kWh", and in reality a little less. Isn't that the limit of the J1772 standard? I see NACS Destination chargers at up to 16 kWh which makes me think that range is all AC. BTW, if you install a Tesla charger next to the FCPS you can use a NACS to J1772 adapter (which I have used successfully on the Lightning.)

BTW, I don't use the truck with the FCPS to backup my house. I only use it to charge the truck. I went with the FCPS because: A) it was the more expensive charger but Ford was giving it away for free to 2023 buyers B) it has a 19.2 kWh charge rating which mean that I can recharge faster than some smaller chargers, just in case I do need to do a turn around in a few hours. Frankly, it is overkill now that I have settled into my charging pattern (overnight - friends are teasing me that I am actually planning activities now.)

And it amazes me that BMW did not include a CCS1 plug. You need it if you are on a long road trip, unless that model is plugin hybrid.

 

[Grease Lightning]

Because Ford doesn't currently manufacture vehicle with just a J1772 port.

They do offer a PHEV line up does not except CCS but does have a J1772 port. So yeah they could have designed an adapter. Shoot many of us “know people” that have teslas or other PHEV so it would have been nice to offer to charge them when at the house. Sadly a missed opportunity like their HIS between cost and actually getting it to function from what I read.

 

[Ishkatan]

Shoot many of us “know people” that have teslas or other PHEV so it would have been nice to offer to charge them when at the house.

The home Tesla chargers are L2 equivalent to "Destination chargers" and there are L2 adapters for Tesla to J1772. I got to test the Llacelee (Not QIAO) at a restaurant.

 

[rh192]

The real question is what are you trying to solve? If you want to charge at home the simplest thing is to add a J1772 charging station or simply a 240 volt outlet you can use with the charger that came with your car. (BMW did give you a mobile charger...?)

Since you already have FCPS wired you could get an electrician to tap into that line. You may not be able to run both chargers at once but it means minimal cabling and installation costs.

I did not fully follow all the electrical diagrams above, but it seems to me that the FCPS does NOT use the DC plugs for charging. I did not recognize a AC to DC converter in the innards of the FCPS. I think they are there for when the truck is sending current to power the house backup systems, so fi you are not using that feature they don't really have a function. My FCPS charges at "up to 19.2 kWh", and in reality a little less. Isn't that the limit of the J1772 standard? I see NACS Destination chargers at up to 16 kWh which makes me think that range is all AC. BTW, if you install a Tesla charger next to the FCPS you can use a NACS to J1772 adapter (which I have used successfully on the Lightning.)

BTW, I don't use the truck with the FCPS to backup my house. I only use it to charge the truck. I went with the FCPS because: A) it was the more expensive charger but Ford was giving it away for free to 2023 buyers B) it has a 19.2 kWh charge rating which mean that I can recharge faster than some smaller chargers, just in case I do need to do a turn around in a few hours. Frankly, it is overkill now that I have settled into my charging pattern (overnight - friends are teasing me that I am actually planning activities now.)

And it amazes me that BMW did not include a CCS1 plug. You need it if you are on a long road trip, unless that model is plugin hybrid.

Thanks for the ideas. I am thinking of installing a 240 Plug independently and this will give me more flexibility. BMW did include a portable charger so I could use that or do a wall mount that can use the plug. It is an outdoor install so I will need to figure out how to secure the portable charger and make it convenient. I will be charging every day so convenience is a big factor.

That said I have had occasion where the faster charging rate from the FCSP has come in handy so I don't want to downgrade. I agree most days the slower rate is just fine.

I do believe same as You the DC part of the FCSP is only for the back up solution.

 

[Steely]

I've done this and it works:

I got a 25 foot j1772 extension cable. It's got the standard plug for the car at one end and the other end is the opposite gender.

On the extension cord I notched the plastic so the FCSP connector clicks in the j1772 side. The DC pins are exposed but unused for charging as stated previously in the thread.

I use this to charge my PHEV at 3.3kW. Seems much safer than the wall plug which would get hot and need to run for 18 hours. I don't use it like this outdoors.

I've also used this combination with a Tesla j1772 adapter at the end of it to charge a Model 3. It worked but the FCSP wouldn't start properly unless we slowly ramped the amperage up from the Tesla...that would be another nice feature to have on our Lightnings.

 

[chl]

The real head scratcher is why did Ford / Siemens design it this way? And why would they not allow for it to dumb down, and even include a simple adapter, to charge vehicles with a J1772 port?

Yes, the only answer is nobody thought of that probably because like so many company automatons they (Ford and Siemens design engineers) live in a bubble designing things they themselves are not going to even use probably and without focus group of EV users input.

See that all the time with software, don't we.

A more nefarious reason would be they don't want buyers of the Lightning w/FCSP to keep any other EV they have.

I can (slowly) charge my other EV (2012 Nissan Leaf) with the Mobile Power Cord at 30A plugged into a 240V 40A circuit I put in for my GE WattStation back in 2011. I took the WattStation down to make room for the FCSP which I bought on eBay for about $600.

I don't use the 80A charging capacity because I have a SR battery in my current Lightning with a limit of 48A. And using it with the Home Integration System from SunRun seems like a lot of money for not much juice and apparently a lot of headaches as reported from some who have it.

But having the 80A capacity for a future vehicle with an ER battery seems like a good plan.

 

[chl]

The FCSP, having a CCS connector implemented, even though it only uses the DC pins for return power, only accepts the CCS handshake and does not fail-over or degrade to a “J1772 mode” or dumb mode. There’s actually a pretty good discussion on this from someone who modified a few adapters and attempted to get the FCSP working with their older Tesla as well as a Chevy Volt. I believe it was at the tesla motors club forums. FCSP has no issues plugging into any car with a CCS port.

You’re right that if he wants to use the 80A ability of the FCSP there are not too many options. Best options are probably the Gen-2 Tesla wall charger, which can still be purchased from their business sales for $550. They do offer it with a J1772 connector as well, but it’s almost never in stock since they started offering the Universal Charger. And there’s the Grizzl-e that supports 80A — currently available on Amazon for $699. Ford also has the Ford Charger Pro capable of 80A, but not only is the name confusing AF when they also offer the Charge Station Pro and the Pro Charger, it’s also tricky to buy — only available to commercial fleet customers at this time and I think its $800.

Interesting, thanks for the info.

I saw a price of $2499 for the 80A Ford Pro charging station for commercial fleets - crazy price:
https://www.fordpro.com/en-us/products/product-details/FPC-AC0080ZC/

The grizzl-e had some bad reviews - about 50/50 good and bad reviews on Amazon. But it is too inexpensive to actually be quality I suppose. The next lowest proce I saw was over $1,000.

The requirement by the FCSP for a CCS handshake is a problem. If that CCS handshaking is required by the FCSP then no dumb adapter (without CCS simulation) or modified J1772 extension is going to work either since the EV will not provide the CCS signal.

I suppose the CCS signal is required when doing V2H backup powering and that is why it is required by the FCSP even though the FCSP can't do DC fast charging.

Maybe a call to Siemens could reveal a work around?

But if it's in the firmware, that'd be a job for a Siemens programmer or a similarly qualified individual.

 

[Maquis]

Interesting, thanks for the info.

I saw a price of $2499 for the 80A Ford Pro charging station for commercial fleets - crazy price:
https://www.fordpro.com/en-us/products/product-details/FPC-AC0080ZC/

The grizzl-e had some bad reviews - about 50/50 good and bad reviews on Amazon. But it is too inexpensive to actually be quality I suppose. The next lowest proce I saw was over $1,000.

The requirement by the FCSP for a CCS handshake is a problem. If that CCS handshaking is required by the FCSP then no dumb adapter (without CCS simulation) or modified J1772 extension is going to work either since the EV will not provide the CCS signal.

I suppose the CCS signal is required when doing V2H backup powering and that is why it is required by the FCSP even though the FCSP can't do DC fast charging.

Maybe a call to Siemens could reveal a work around?

But if it's in the firmware, that'd be a job for a Siemens programmer or a similarly qualified individual.

CCS handshake is not required. See post 36.

 

[chl]

CCS handshake is not required. See post 36.

Well that is what I originally thought should be the case.
But @Monkey said otherwise in post 24.
Oh well...

 

[chl]

CCS handshake is not required. See post 36.

Well that is what I originally thought should be the case. But @Monkey said otherwise

Technically the same signaling, but there is a different handshake for CCS and many (most?) non-CCS vehicles don’t support the “yes, I have CCS support” handshake. The FCSP, having a CCS connector implemented, even though it only uses the DC pins for return power, only accepts the CCS handshake and does not fail-over or degrade to a “J1772 mode” or dumb mode. There’s actually a pretty good discussion on this from someone who modified a few adapters and attempted to get the FCSP working with their older Tesla as well as a Chevy Volt. I believe it was at the tesla motors club forums. FCSP has no issues plugging into any car with a CCS port.

And I have myself took a dremel to a spare Tesla J1772 adapter to fit the FCSP in an attempt to charge someone’s early Model 3. It would charge my Model Y, but not his older 3 that also doesn’t work with Tesla’s CCS to NACS adapter — the car does not support CCS handshake and such. Someone else here on these forums did the same and had the same luck and posted about it about the time I tried it. My friend with the model 3 ended up getting the Tesla Universal Charger as he was only hooked up to charge at 48A anyway. …And then traded off the Model 3 for an Ioniq 5 anyway. Any older Tesla that is not compatible with the CCS to NACS DC adapter is actually not compatible with the FCSP, even though the car charges just fine from a normal J1772 charger.

You’re right that if he wants to use the 80A ability of the FCSP there are not too many options. Best options are probably the Gen-2 Tesla wall charger, which can still be purchased from their business sales for $550. They do offer it with a J1772 connector as well, but it’s almost never in stock since they started offering the Universal Charger. And there’s the Grizzl-e that supports 80A — currently available on Amazon for $699. Ford also has the Ford Charger Pro capable of 80A, but not only is the name confusing AF when they also offer the Charge Station Pro and the Pro Charger, it’s also tricky to buy — only available to commercial fleet customers at this time and I think its $800.

CCS handshake is not required. See post 36.

 

[chl]

I've done this and it works:

I got a 25 foot j1772 extension cable. It's got the standard plug for the car at one end and the other end is the opposite gender.

On the extension cord I notched the plastic so the FCSP connector clicks in the j1772 side. The DC pins are exposed but unused for charging as stated previously in the thread.

I use this to charge my PHEV at 3.3kW. Seems much safer than the wall plug which would get hot and need to run for 18 hours. I don't use it like this outdoors.

I've also used this combination with a Tesla j1772 adapter at the end of it to charge a Model 3. It worked but the FCSP wouldn't start properly unless we slowly ramped the amperage up from the Tesla...that would be another nice feature to have on our Lightnings.

A few months ago (Jan 2024) I suggested that exact thing ought to work - but I didn't try it myself.
Is this where you modified the extension cable to make it fit:

It looked to me that maybe just removing that bit of plastic at the bottom would do the trick.
Glad it worked.
What 25 ft J1772 cable did you buy and where - link?

 

[Steely]

A few months ago (Jan 2024) I suggested that exact thing ought to work - but I didn't try it myself.
Is this where you modified the extension cable to make it fit:

It looked to me that maybe just removing that bit of plastic at the bottom would do the trick.
Glad it worked.
What 25 ft J1772 cable did you buy and where - link?

Yep just cut off that part you highlighted so the CCS connection didn't interfere. No modifications to anything electrical.

It looks like I ordered a 20ft cable from Lectron last year in September. Not sure if it is still available. The unit I got is branded Duosida though.

 

[chl]

Yep just cut off that part you highlighted so the CCS connection didn't interfere. No modifications to anything electrical.

It looks like I ordered a 20ft cable from Lectron last year in September. Not sure if it is still available. The unit I got is branded Duosida though.

I saw some extension and replacement J1772 cables on Amazon, and elsewhere.
Price varied based on length and current rating of course.
For my old 2012 Leaf (if it has the 3.3kW charger on-board) the max charging amps is under 15A at 240V so I wouldn't need a heavy duty extension cable and it could be short too.

 

[tls]

Post 36 is wrong. Post 24 explains why. If you modify the plug, or an adapter, to make it physically connect to your other EV, it may work or it may not, depending whether the vehicle you're trying to charge implements the required signaling - which is not needed in cars that have only Level 2 charging support, not CCS DC.

With full EVs, excepting early Teslas that had no CCS support, it will likely work. With PHEVs, it may not.

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