There is no avoiding plug-in hybrid electric vehicles (PHEVs) if your shop specializes in European nameplates. Most major European brands have offered at least one PHEV in the United States since the late 2010s, and hundreds of thousands of these vehicles are now on American roads.
Some have probably already been in your shop without attracting much attention. They may have come in for an oil change, brake service, tires or an alignment. However, as these vehicles accumulate mileage, shops will increasingly encounter problems involving their internal-combustion engines, high-voltage systems and electric propulsion components.
Before purchasing insulated tools and personal protective equipment, or preparing the shop for high-voltage repairs, consider investing in charging equipment. A charging station—technically called electric vehicle supply equipment, or EVSE—is an important service-support tool. It allows the shop to confirm that a vehicle will accept a charge while the technician monitors charging data, module communication and diagnostic trouble codes with a scan tool.
Charging equipment can also improve customer satisfaction. A Level 2 station can replenish a high-voltage battery while the vehicle is being serviced, provide the state of charge required for certain diagnostic procedures and help prevent the shop from returning a PHEV to its owner with little or no electric range.
Choosing charging equipment can be confusing, so here are answers to some of the most common questions.
What Connector Should the Charging Station Have?
For the European PHEVs already on the road in North America, the connector you are most likely to encounter is SAE J1772. This five-contact connector is used for Level 1 and Level 2 AC charging. four contacts carry AC power, one provides the equipment ground, and the remaining two handle control-pilot and proximity functions between the vehicle and the EVSE.
Some vehicles use the Combined Charging System, commonly called CCS1 or Combo 1. It retains the J1772 portion of the inlet for AC charging but adds two larger contacts below it for DC fast charging. However, many PHEVs support only AC charging and do not have the additional DC contacts.
The North American connector market is now changing. SAE J3400, based on the connector originally developed by Tesla and commonly known as NACS, is being adopted by a growing number of automakers. It can support both AC and DC charging through the same connector using a adapter.
For a shop concentrating on the existing European PHEV population, a Level 2 EVSE with a J1772 connector remains the most broadly useful choice. As J3400-equipped vehicles enter the market, an approved adapter or dual-connector charging station may expand compatibility.
Do not assume that an adapter will automatically allow a PHEV to use a Tesla Supercharger or another DC fast-charging station. The vehicle must support DC charging, and the connector, adapter, communication protocols and charging network must all be compatible. Always follow the vehicle and adapter manufacturers’ instructions.
Is It AC or DC?
The difference between AC and DC charging is largely a matter of where the electrical conversion takes place.
Level 1 and Level 2 EVSE supply AC power to the vehicle. An onboard charger converts that AC power into the DC power needed by the high-voltage battery. The charging rate is limited by the output of the EVSE, the capacity of the electrical circuit and the maximum input accepted by the vehicle’s onboard charger.
A DC fast charger performs the conversion outside the vehicle and sends DC power directly to the high-voltage battery through a dedicated charging circuit. This allows much higher charging rates, but the equipment and electrical installation are considerably more expensive.
Most PHEVs have relatively small high-voltage batteries and do not support DC fast charging. For a shop servicing PHEVs, Level 2 AC charging will generally provide the best combination of compatibility, charging speed and installation cost.
Why Not Use the Portable Charging Cord That Comes With the Vehicle?
Some PHEVs were originally supplied with a portable 120-volt charging cord, although this equipment is not included with every vehicle. When present, it can be useful in an emergency, but it is not an ideal primary charging solution for a repair shop.
A Level 1 cord can take approximately five or six hours to charge a typical PHEV, although the actual time depends on battery capacity, state of charge, temperature and the vehicle’s onboard charger. A battery-electric vehicle may require considerably longer.
A Level 2 EVSE uses a 208- or 240-volt power source and can often charge a PHEV in one or two hours. This faster turnaround makes it more practical for completing diagnostic routines, confirming charging-system operation and restoring electric range before returning the vehicle to the customer.
A commercial or networked EVSE may also provide useful session information, such as charging time, energy delivered and equipment fault messages. However, the EVSE is not a substitute for a scan tool, service information or vehicle-specific testing. It can confirm whether charging begins and continues, but diagnosing the cause of a charging failure still requires checking the vehicle and the external power source.
Where Should You Place the Charging Station?
The best location depends on how the shop intends to use the equipment.
A publicly accessible charging station in the parking lot may attract customers and create an opportunity to recover charging costs. Networked commercial stations can support payment processing, monitor energy use and provide remote status information. Before installing one, investigate local utility rates, permitting requirements, payment rules and network fees.
Public equipment must also be protected against vehicle impacts, vandalism, weather and cable theft. Lighting, cameras, bollards and cable-management systems may be necessary.
A station intended primarily for technicians should be placed in or near the service area but protected from general public access. A wall-mounted Level 2 unit is sufficient for most PHEV service work. Choose a charging cable long enough to reach vehicles parked in different orientations because charge-port locations are not standardized. They may be found on a front fender, rear quarter panel, grille or bumper area.
The charging space should also allow the cable to reach the vehicle without crossing a walkway or creating a trip hazard.
What Electrical Service Is Required?
Level 2 EVSE commonly operates on 208- or 240-volt power. Available units range from relatively low-current portable equipment to 80-amp commercial stations. The vehicle will draw only the amount of current its onboard charger can accept, but the electrical circuit must be sized for the maximum continuous load of the EVSE.
Have a licensed electrical contractor perform a load calculation before purchasing equipment. The contractor can determine whether the existing service panel has enough capacity and install the required dedicated branch circuit, wiring, disconnects and overcurrent protection.
Some Level 2 units use a NEMA plug, while others are hardwired. Do not assume that an existing receptacle used for a tire changer, balancer or other shop equipment can also support an EVSE. The receptacle, wiring, breaker and circuit loading must all meet the EVSE manufacturer’s specifications and applicable electrical codes.
DC fast-charging equipment has much greater electrical requirements. Many installations use 480-volt three-phase power, although requirements vary with the equipment’s output. Installing DC fast charging may require a new electrical service, switchgear, utility upgrades and demand-charge planning. For most independent shops concentrating on PHEVs, that investment will be difficult to justify.
PHEVs present service opportunities that European specialists cannot ignore. Those opportunities extend beyond high-voltage repairs to include tires, brakes, suspension work, cooling-system service, engine maintenance and diagnostics.
A Level 2 charging station will not make a shop fully prepared for high-voltage repairs by itself. Technician training, vehicle-specific service information, insulated equipment, appropriate PPE and an emergency-response plan are still essential. However, charging equipment is a practical first step that can help a shop begin servicing these vehicles more effectively—and return them to customers ready to use their electric range.
