Interesting, glad to know it at least works and looks like you were pulling decent speeds too.
Kind of figured the charge cable would be an issue with the long hood.

 

Interesting, glad to know it at least works and looks like you were pulling decent speeds too. Kind of figured the charge cable would be an issue with the long hood.

What adapter is needed to to charge my Lyric at at Tesla Super Charge location, and where do I buy one?

 

Yes, I plan on using one on an upcoming trip, and wanted to make sure it would work physically and electrically.

For charging speed, it wasn't an ideal test as vehicle was at 45% by the time I got to photoing things (pulled up at 41%). But Tesla app showed 131kW at that 45% start, and 115kW at 60%. The car annoyingly only shows things in mi/hr for the charge rate, and that started at 380 mi/hr and ended at 331 mi/hr respectively.

I don't know what efficiency figure they use for that (EPA or current guesometer), but if it is the 312 miles EPA / 102kWh = 3.06 mi / kWh, that translates to the car putting 124kW and 108kW into the pack itself for those 45% and 60% times. Which seems about right given system and charging losses (what the charger delivers doesn't all go as energy into the pack).

Spent 11 minutes there, and took 23kWh from the charger. Tesla rate is $0.49 per kWh for non-Tesla vehicles. But they offer a monthly plan to lower this. Doesn't make sense to do that now until they roll out more locations and longer cords.

Even though 45% SOC wasn't ideal to determine how fast the max peak could be, I imagine you won't see much higher than around the 131kW I got due to the 350A limitation of the Magic Dock and Ultium pack voltage. But now that I know this works, at some point I'll start a charge there at a lower SOC.

This is what the car shows, versus the Tesla app...

Oh, and I did invoke manual pre-conditioning 30 minutes before arriving at the charger. The nav doesn't do this automatically for Tesla SuperChargers at the present time, but you can force battery pre-conditioning in the Charging screen.

 

Is there a trick? I bought an authorized adapter and set Tesla up in the app (it shows as "activated"), yet the tesla chargers won't charge. I've tried three different locations. OnStar was zero help.

 

Thanks for testing this out. I don't know why Tesla made that cable so short.

Any problems getting the charging to to start? I don't have a Tesla, I assume you just do something in the app and it starts working?

Not cheap at $0.50/kWh, but I wouldn't complain too much on a road trip. Okay, I probably would grumble about it, but it's probably worth it if it made it easier and more convenient to find a charger.

 

The cords are short because they were originally designed as a homogenous system. Every port is on the exact same place on every car, and the drivers back in. Works great if everyone followed that design. And there is no app fiddling. The charger reads your VIN, ties it to your account, and authorizes charging.

Objectively, the Lyriq port is in a poor location. Ideally it would be ahead of the front axle. Between the axles guarantees a hassle no matter how long the cord.

 

One of the reasons for the need for longer cables, is the bad placement of charging ports by Cadillac, Porsche and others. Why is the charging port somewhere along the body, left or right side?

Tesla, always left drivers side rear, by the brake lights (except Roadster)
BMW i3, passenger side rear
Mercedes GLE500, right passenger rear.

Frankly, I think these 3 examples are fine. Somewhere near the rear, or the very front of the car. For public charging, pull in forwards or back in as needed.

Driver's side where they are now is a bad design.
The logic about ease of access for the driver, makes sense, if you think of public fueling an ice mobile. Nearly 100% is fueled, away from, home.
But what about home where 90% of charging occurs?

Very front of very back is great for home driveways and garages. Even parking lots at condos. No cables between the cars. Back in or pull in and cable management is easy.

The driver side port like Lyriq and Ford is problem for many garages. Say you have a 2 car garage. Well if you pull into the left most spot head-on, plugging in could be easy with the charger on the left wall. But what if, you park on the right side, and you pulled in or backed in? Where does the charger go? How do you route cabling to each car?

With the traditional 2 or 3 car garage, if you have 2 EV's (many will someday)the driver's left side presents a problem with charger installs and cable routing.

 

One of the reasons for the need for longer cables, is the bad placement of charging ports by Cadillac, Porsche and others. Why is the charging port somewhere along the body, left or right side?

Tesla, always left drivers side rear, by the brake lights (except Roadster)
BMW i3, passenger side rear
Mercedes GLE500, right passenger rear.

Frankly, I think these 3 examples are fine. Somewhere near the rear, or the very front of the car. For public charging, pull in forwards or back in as needed.

Driver's side where they are now is a bad design.
The logic about ease of access for the driver, makes sense, if you think of public fueling an ice mobile. Nearly 100% is fueled, away from, home.
But what about home where 90% of charging occurs?

Very front of very back is great for home driveways and garages. Even parking lots at condos. No cables between the cars. Back in or pull in and cable management is easy.

The driver side port like Lyriq and Ford is problem for many garages. Say you have a 2 car garage. Well if you pull into the left most spot head-on, plugging in could be easy with the charger on the left wall. But what if, you park on the right side, and you pulled in or backed in? Where does the charger go? How do you route cabling to each car?

With the traditional 2 or 3 car garage, if you have 2 EV's (many will someday)the driver's left side presents a problem with charger installs and cable routing.

I have an ELR and a Volt in the Garage and a single dual EVSE. The EVSE is on the back wall between the two cars and the cable reaches the driver side of both cars non issue.

 

Just get one of these ($299 on Amazon) - garage problem solved:

 

I have one already. Just need an EV. 🤷🏻‍♂️

 

Thanks for putting together all this info. I too turned in my Model 3 for the Lyriq and have the Tesla app already set up. I thought there was going to to be an adapter plug with cable that you could purchase to use on any Tesla Supercharger. Any truth to that? It would instantly make all of the Superchargers available to us. Without widely available fast DC charging my Lyriq will probably stay in the garage for my 3500 mile summer trip.

 

I drove my new LYRIQ home from my out-of-state dealer 1,888 miles home. I had zero problems finding fast DC chargers - mainly Electrify America 350 Kwh chargers.

 

I have the EV (LYRIQ). I need the EV Hover.

 

This is my 20.00 solution. Dog 25 yard cable some Velcro straps and eye bolts to attach the cable as a track. Over on the mache forums there are some other great ideas and setups. Search “how do you roll” in Ford MachE forums. The way mine works Is the 220 11kwh is on the the cable track to reach each car also there is a 110 cable hanging at each car if solar is slow and want to charge slower
works like a champ. When I was looking the Hoover was 600.00 bucks hence why came up with this setup.

 

This is my 20.00 solution. Dog 25 yard cable some Velcro straps and eye bolts to attach the cable as a track. Over on the mache forums there are some other great ideas and setups. Search “how do you roll” in Ford MachE forums. The way mine works Is the 220 11kwh is on the the cable track to reach each car also there is a 110 cable hanging at each car if solar is slow and want to charge slower
works like a champ. When I was looking the Hoover was 600.00 bucks hence why came up with this setup.
View attachment 639663
View attachment 639662

Your photo illustrates my point perfectly. Had the CCS port been all the way in front or all the way in rear, cable management would be so much easier.

 

V4 Super Charger Cable Length:

 

V4 Super Charger Cable Length:

That added cord length will help greatly. Honestly just a couple feet adder would fix the issue for Lyriq, but will still block two stalls.

At present with V3 and the Lyriq, direct perpendicular pull-in isn't really feasible without precise vehicle positioning (think extra person to get out and help), stress on the cord, and blocking the adjacent stall. No one-pedal driving for this maneuver, while trying not to smash the grill against the post. Parking brake also recommended before shifting to park, to avoid any roll.

Left-most stall with parallel pull-in is the best right now - if that stall is free and can be driven up to along the curb. Right most stall with perpendicular pull-in is also possible, depending on how they have those protection polls installed. With the right-most stall, can also maybe pull in at a 20-30 degree angle that way to clear the post, let left tire touch the curb, and get a bit more cord length than using a middle spot. I will try that sometime, but there was a lone Tesla in that right-most spot when I did my testing.

This is also good for parallel pull in, but not many of the SuperChargers are setup like this - let-alone those fitted with Magic Docks...

 

Related, Alex just posted this. Different car (and different SuperCharger site), but shows the pull-in at an angle approach for the right stall that I couldn't try (Tesla was there).

I don't think the left stall parallel would be an option at his site, since that is at the edge of the parking lot. And he shows the problem with the middle stalls - which it is really much worse with the Lyriq and it's long nose. You occupy two spots, and even then can barely get the cord to reach. And the success with that also depends on the placement SuperCharger protection posts - which didn't seem to be at this site.

With the Lyriq, I didn't have anywhere near the connection issues that he had. Mine started charging right away within seconds - and first go.

Anyway, an informative video from Alex as always...

 

In Europe this is charging standard and therefore most of the problems are solved. In the USA, we generally dislike government intervention so it is a bit of a mess with charge port types and locations.

Overall, the fault lies with Tesla. They said anyone could have had their charging system free of IP constraints but that was never true, until NACS. Before NACS the Tesla free IP had really big strings attached so every manufacturer stayed away. Then Tesla did NACS and finally Ford realized its a pretty good system.

Ford is adapting, Tesla is adding a bit longer cords so its the early adopters like many of us that will live with pain at times. And spending $ on adapters as needed.

 

Ford is adapting, Tesla is adding a bit longer cords so its the early adopters like many of us that will live with pain at times. And spending $ on adapters as needed.

Presently there is no adapter that can be bought, so no pain for consumers there. And as shown by this thread, you can charge at a Tesla SuperCharger with a Lyriq - with no adapter cost, and only physical limitations / challenges.

I would say the only inconvenience right now is the odds of finding an open pull sideways spot on the left, or a pull diagonal spot on the right. Those spots might be taken, or not possible to pull into - so need to do a bit more research beforehand. But regarding availability, Tesla SuperCharger sites have more stalls (and working stalls) than most other charging sites with 2 or 4 plugs, so really not much different. And currently EV adoption is still very low compared to ICE, so many SuperCharger sites that aren't in high traffic areas are wide open.

I think it is great that the Lyriq now has this as option for places to charge at. GM needs to put this in the app and car, and auto-precondition. Now just need more Magic Dock locations, and V4 stations with the longer cords. Will they retrofit V3 stations - not sure. How fast and if they do this at all may depend where Ford puts the NACS charge port on their upcoming vehicles.

 

This would be an excellent spot for Magic Docks. Design is pull in past charger. Slightly less drive in and plug would reach most cars. Texarkana, Texas

 

View attachment 639771
This would be an excellent spot for Magic Docks. Design is pull in past charger. Slightly less drive in and plug would reach most cars. Texarkana, Texas

Totally agree - these are perfect. In my area, there aren't any like this - not sure how prevalent in the network overall.

Only issue is you can take up two spots since pulled forward (with left front chargeport) you'd be using the cord from the stall normally supporting the pulled backward Telsa (with left rear chargeport). Which could cause a domino effect with all the other spots depending on the number of front charge port vehicles there. In which case Tesla's would need to pull through and poke into that other parking lot.

 

I think we’ve gone as far as we can on this. Time and the market place will choose a winner.

 

Anyone make a Tesla adapter that includes an extension cord built in?

 

No. Doesn't exist for high power DC fast charging.

 

There IS an extension cord available but I don't expect it's rated for a supercharger.

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There IS an extension cord available but I don't expect it's rated for a supercharger.

From the link you posted...

 

Tesla will be highly motivated to retrofit their network with longer cables.

The whole reason they announced all these partnerships/port changes with the other manufacturers was to solidify their grip on that particular part of the market. But every manufacturer is putting the charge port in different places, which is going to cause inconvenience for those drivers and obstructions for everyone else as people try to finesse their cars into (barely) the correct angle.

If they don't get it sorted out well before the other makers actually start building cars in useful quantity, Tesla's going to be dealing with a riot of their own customers as well as everyone else's.

 

Good video showing a Lyriq at a Tesla V4 SuperCharger station (Columbia SC). With the added length of the V4 charger cords (3 feet), this is much easier than the V3 stations. There aren't many V4 stations yet, but for those that do exist, they all have the Magic Docks. I have not really seen V3 stations being switched to V4 yet - seems they just add new V4 locations. And even those still use V3 electrical - just the pedestals are V4.

Anyway, a good overview if you encounter a V4 station with your Lyriq...

 

I bought the adapter and set everything up in the app, but it doesn't charge. I tried OnStar but they were zero help. Any suggestions?

 

You need a Tesla account linked via the same email address to your MyCadillac account which is tied to your credit card in order to charge at Tesla V3 and V4 chargers.

 

As I mentioned in the thread you started, older Tesla chargers won’t work with our car. See that post.

 

Use the Tesla app. The GM app is worthless and costs more.

 

I have charged my Lyriq twice at a Tesla Supercharger and it has been far and away my best experience charging away from home. It’s faster and cheaper than all the others. It is the only way I will charge away from home.

 

I also have had good experiences with the Tesla superchargers. On our trip to Michigan in December we charged there several times and the only issue was getting close enough for the short cable. The front camera helped with that. The v3 chargers had split parking spots so I always used the one on the right with no issue

 

"For charging speed, it wasn't an ideal test as vehicle was at 45% by the time I got to photoing things (pulled up at 41%). But Tesla app showed 131kW at that 45% start, and 115kW at 60%. The car annoyingly only shows things in mi/hr for the charge rate, and that started at 380 mi/hr and ended at 331 mi/hr respectively." Per @hightechguy.

On my Lyriq I use the touring mode display format with the big circular dial. I believe the small KW indicator at the 8 o'clock position of the centre speedometer shows the KW being delivered. I did notice that the number that the Tesla App says and the number the car says is a bit off with the car being perhaps 5 kW less than what the Tesla app says.

 

The car only displays that screen when on. If off when charging you don't see the kWh number. The number differers because the charger shows what it is sending, the car shows what is going to the batteries. The difference is losses due to AC and other things. Mine is usually only 1 kWh or so.

 

Ya...That makes sense. I usually leave the car running while I charge which likely is the reason why the delta is larger than 1 kW. If I turn off the car then it resets the energy stats which I want to survive the charging session.

 

I have a thread with photos of a 1,400 mile road trip that was charged almost exclusively at Tesla Superchargers. I can agree with @MaxNewtons a lot of the locations required creative parking as you can see, but fortunately none of it was disruptive.