Lifestyle
Review: Tesla Model S CHAdeMO Adapter
A little over a year ago, I put my name on the waitlist for the Tesla Model S CHAdeMO adapter. At the time I was still unsure whether I would need it, or want it, but thought it would be good to get the option. Tesla wanted a pricey $1,000 for the adapter during that time but I figured that I could always turn it down when my number came up.
Well… Something happened between then and now. Tesla dropped the price and my number was called. So… We said, “what the heck.”
Tesla Model S CHAdeMO Adapter
Tesla does such a great job with the packaging for their accessories:
Tesla’s instructions are elegantly presented in the following pictograph:
Being a technical person, I found these pictographs to be well done and quite easy to follow. Now, I’m unsure whether they’re great for non-technical people, but between this pictograph and the one provided for the Premium Rear Console, I have to tip my hat off to Tesla for providing very easy to follow instructions.
How do I use it?
Be aware that (at least in the United States) there is a waitlist (as of March 23, 2015) when it comes to placing your order for the the CHAdeMO adapter. When your number is called, you have to make the decision whether to order it or not.
So, how do we use the CHAdeMO to Model S Adapter? Well, it depends on which CHAdeMO L3 Charger you’re using. I chose to try the adapter with an Eaton CHAdeMO charger and a Nissan CHAdeMO charger because the two locations that I identified provide quick charging without a fee. Many of the Nissan CHAdeMOs have been converted to a pay system and require an RFID and payment to charge. I have not yet used any of those.
STEP 1 is to attach the CHAdeMO cable from the L3 charger to the Adapter. Make sure to align the notches appropriately, it won’t fit otherwise.
Here is the Eaton CHAdeMO pictured
STEP 2 is to mate the CHAdeMO to the Tesla Model S CHAdeMO adapter.
Here is the Eaton CHAdeMO pictured
Seat the Eaton CHAdeMO to the Adapter and make sure that it is secure. Here is the Nissan CHAdeMO pictured.
Be sure to pull the trigger on the Nissan CHAdeMO to secure the piece to the adapter.
STEP 3 is to plug the Adapter to the Model S.
STEP 4 is to press start on the CHAdeMO Charger to initiate the charge.
It’s the blue START button, I forgot to take a picture of me pressing the button. Go back to the car or go about your business, but put a note on the car if you do leave so that anyone who needs to use the charger can contact you.
Notice the charge speed of CHAdeMO
One of the things that you will notice that is different between the Eaton and the Nissan CHAdeMO station is that the Eaton provides an estimate of how long the charge will take to full. The Nissan one that I have found do not do the same.
From the Nissan CHAdeMO’s display:
STEP 5 – Press the STOP button when charging is complete and detach the Adapter from the charger’s CHAdeMO cable.
Side by side comparison of the Eaton CHAdeMO (left) with Nissan’s CHAdeMO (right).
Taking a look at how the two charging adapters compare with one another:
[I don’t remember if there was a button on the Eaton (left), but some of them do… press that to release. Nissan’s charger (right) requires to you to slide the grey lock away from the handle to unlock.
STEP 6 – Press the black button on “top” of the CHAdeMO cable. Make sure to be ready to catch the Tesla Model S CHAdeMO Adapter.
And finally, STEP 7 requires you to return the cable back to its proper charging station and stow away the Tesla Model S CHAdeMO adapter.
If you’re interested in more pictures of the CHAdeMO to Model S Adapter, here’s my flickr stream.
So, is the adapter worth $1,000? I probably wouldn’t have bought it for that much. However, since they dropped the price to $450, it came down to a price that is less than Henry Sharp’s CAN Adapters for the Roadster.
How useful is it? Well, on a recent trip to San Diego, I found a Nissan dealership (Pacific Nissan in Mission Bay) that allowed me to use their CHAdeMO. This is useful as Tesla has not completed the build out of the Supercharger down to San Diego. The nearest one is the San Juan Capistrano, one that is reported to be very busy.
I’m not sure how often I will need to use the adapter, but at $450, it was at a price point that is intriguing. The product is well-built, well documented, and works. Charging adapters are priceless when you need them in an emergency. There’s nothing more embarrassing than running out of charge.
It’s a very useful adapter for folks that have access to many CHAdeMO stations and want the extra insurance of being able to access these charging locations. It’s a critical adapter for those that have limited access to superchargers and need access to travel to areas not covered by superchargers but are covered by CHAdeMO
Elon may think that the recently announced 6.2 firmware will end range anxiety, but I find the ability to charge at any rate is comforting. Even 110V at 3 miles per hour could work, in a pinch. But 130+ miles an hour over CHAdeMO is a bit better than 3 miles per hour.
This post was originally published on Dennis’ blog.
Elon Musk
The FCC just said ‘No’ to SpaceX for now
SpaceX is fighting the FCC for spectrum that could put satellites inside every smartphone.
SpaceX was dealt a new setback on April 23, 2006 by the Federal Communications Commission (FCC) after the U.S. government agency dismissed the company’s petition to access a Mobile Satellite Service spectrum that would allow direct-to-device (D2D) capabilities.
The FCC regulates communications by radio, television, wire, and cable, which also includes regulating D2D technology that lets your existing smartphone connect directly to a satellite orbiting Earth, the same way it would connect to a cell tower.
Elon Musk’s SpaceX has been building toward this through its Starlink Mobile service, formerly called Direct-to-Cell, in partnership with T-Mobile. The service officially launched on July 23, 2025, starting with messaging and expanding to broadband data in October of that year.
T-Mobile Starlink Pricing Announced – Early Adopters Get Exclusive Discount
It’s worth noting that SpaceX is not alone in this race. AT&T and Verizon have their own satellite texting deals with AST SpaceMobile, while Verizon separately offers free satellite texting through Skylo on newer phones.
The regulatory foundation for all of this dates to March 14, 2024, when the FCC adopted the world’s first framework for what it called Supplemental Coverage from Space, allowing satellite operators to lease spectrum from terrestrial carriers and fill gaps in their coverage. On November 26, 2024, the FCC granted SpaceX the first-ever authorization under that framework, approving its partnership with T-Mobile to provide service in specific frequency bands. SpaceX then went further, completing a roughly $17 billion acquisition of wireless spectrum from EchoStar, which gave it the ability to negotiate with global carriers more independently.
Starlink’s EchoStar spectrum deal could bring 5G coverage anywhere
This recent ruling by the FCC blocked SpaceX from going further, protecting incumbent spectrum holders like Globalstar and Iridium. But the market momentum is already in motion. As Teslarati reported, SpaceX is targeting peak speeds of 150 Mbps per user for its next generation Direct-to-Cell service, compared to roughly 4 Mbps today, which would bring satellite connectivity close to standard carrier performance.
With a reported IPO targeting a $1.75 trillion valuation on the horizon, each spectrum fight, carrier deal, and regulatory win or loss now carries weight beyond just connectivity. SpaceX is quietly becoming the infrastructure layer underneath the phones of millions of people, and the FCC’s next move will help determine how much further that reach extends.
FCC Satellite Rule Makings can be found here.
Elon Musk
Elon Musk talks Tesla Roadster’s future
Elon Musk confirmed the Roadster as Tesla’s last manually driven car, with a debut coming soon.
During Tesla’s Q1 2026 earnings call on April 22, Elon Musk made a brief but notable comment about the long-awaited next generation Roadster while describing Tesla’s future vehicle lineup. “Long term, the only manually driven car will be the new Tesla Roadster,” he said. “Speaking of which, we may be able to debut that in a month or so. It requires a lot of testing and validation before we can actually have a demo and not have something go wrong with the demo.”
That single statement is the entire Roadster update from yesterday’s call, and while it represents another timeline shift, it comes as no surprise with Tesla heads-down-at-work on the mass rollout of its Robotaxi service across US cities, and the industrial scale production of the humanoid Optimus.
The fact that Musk specifically framed the Roadster as the last manually driven Tesla is significant on its own. As the rest of the lineup moves toward full autonomy, the Roadster becomes something rare in the Tesla-sphere by keeping the driver in control. Driving enthusiasts who buy a $200,000 supercar are not doing so to be passengers. They want the physical connection to the road, the feel of acceleration under their own input, and the experience of controlling something with that level of performance. FSD, however capable it becomes, removes that entirely. The Roadster signals that Tesla understands this distinction and is building a car specifically for the people who consider driving itself the point.
Tesla isn’t joking about building Optimus at an industrial scale: Here we go
The specs for the Roadster Musk has teased over the years are genuinely unlike anything in production. The base model targets 0 to 60 mph in 1.9 seconds, a top speed above 250 mph, and up to 620 miles of range from a 200 kWh battery. The optional SpaceX package takes it further, rumored to add roughly ten cold gas thrusters operating at 10,000 psi, borrowed directly from Falcon 9 rocket technology. With thrusters, Musk has claimed 0 to 60 mph in as little as 1.1 seconds. In a 2021 Joe Rogan interview he went further, stating “I want it to hover. We got to figure out how to make it hover without killing people.” Tesla filed a patent for ground effect technology in August 2025, suggesting the hover concept has not been abandoned. The starting price remains $200,000, with the Founders Series requiring a $250,000 full deposit. Some reservation holders placed those deposits in 2017 and are approaching a full decade of waiting.
With production now targeted for 2027 or 2028 at the earliest, the Roadster remains Tesla’s most audacious promise and its longest-running delay. But if what Musk is testing lives up to even half of what he has described, the demo alone should be worth waiting for.
Elon Musk says the Tesla Roadster unveiling could be done “maybe in a month or so.”
He said it should be an extraordinary unveiling event. pic.twitter.com/6V9P7zmvEm
— TESLARATI (@Teslarati) April 22, 2026
Elon Musk
Tesla isn’t joking about building Optimus at an industrial scale: Here we go
Tesla’s Optimus factory in Texas targets 10 million robots yearly, with 5.2 million square feet under construction.
Tesla’s Q1 2026 Update Letter, released today, confirms that first generation Optimus production lines are now well underway at its Fremont, California factory, with a pilot line targeting one million robots per year to start. Of bigger note is a shared aerial image of a large piece of land adjacent to Gigafactory Texas, that Tesla has prominently labeled “Optimus factory site preparation.”
Permit documents show Tesla is seeking to add over 5.2 million square feet of new building space to the Giga Texas North Campus by the end of 2026, at an estimated construction investment of $5 billion to $10 billion. The longer term production target for that facility is 10 million Optimus units per year. Giga Texas already sits on 2,500 acres with over 10 million square feet of existing factory floor, and the North Campus expansion is being built to support multiple projects, including the dedicated Optimus factory, the Terafab chip fabrication facility (a joint Tesla/SpaceX/xAI venture), a Cybercab test track, road infrastructure, and supporting facilities.
Credit: TESLA
Texas makes strategic sense beyond the existing infrastructure. The state’s tax structure, lower labor costs relative to California, and the proximity to Tesla’s AI training cluster Cortex 1 and 2, both located at Giga Texas and now totaling over 230,000 H100 equivalent GPUs, means the Optimus software stack and the factory producing the hardware will share the same campus. Tesla’s Q1 report also confirmed completion of the AI5 chip tape out in April, the inference processor designed specifically to power Optimus units in the field.
As Teslarati reported, the Texas facility is intended to house Optimus V4 production at full scale. Musk told the World Economic Forum in January that Tesla plans to sell Optimus to the public by end of 2027 at a price between $20,000 and $30,000, stating, “I think everyone on earth is going to have one and want one.” He has previously pegged long term demand for general purpose humanoid robots at over 20 billion units globally, citing both consumer and industrial use cases.
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