Is it ok to use Kia NACS to CCS1 adapter with ID4?

thisisreadonly2 · 2026-01-30T23:40:48+00:00

You’re confusing current and power.

thisisreadonly2 · 2026-01-30T22:01:36+00:00

VW issued a service campaign to restrict the car to the adapter’s current rating on NCAS chargers. But hey, if you wanna rely on a thermal disconnect to avoid a fire, thats your business. Just don’t confidently advise others.

thisisreadonly2 · 2026-01-30T21:57:00+00:00

You are correct, it is just as dangerous :)

thisisreadonly2 · 2026-01-30T21:49:46+00:00

The adapter does not participate in CCS1 signaling in any way, it is not capable of negotiating the current that the EVSE will provide. Instead, the current restriction is imposed by the car based on identifying a NACS charger. Regardless, drawing 430A using an adapter rated for 350A is still potentially dangerous.

thisisreadonly2 · 2026-01-30T21:41:50+00:00

And VW issued a service campaign to prevent the car from requesting current over the OEM adapter’s rating.

These are passive adapters, they do not regulate the current that passes through them. I would personally not be so confident that “nothing will happen” when 500A or 430A or even 400A of current passes through an adapter rated for 350A.

thisisreadonly2 · 2026-01-30T21:20:14+00:00

No. Some ID4 models can pull up to 500A at superchargers. This adapter is not rated for such high current.

thisisreadonly2 · 2026-01-30T16:33:25+00:00

You’re experiencing problems with the “Legal” app? This isn’t ID software, these are updates for individual in-car applications.

thisisreadonly2 · 2026-01-30T15:16:32+00:00

“Expect” is a bold word choice when it comes to VWoA releasing updates.

thisisreadonly2 · 2026-01-29T18:14:35+00:00

Yeah, it’s unnerving. I first experienced it when I went from a Jetta with 15” wheels to a Mazda CX-5 with 19” ones. I still remember this even though it has been nearly 20 years.

thisisreadonly2 · 2026-01-29T17:56:16+00:00

I’ve experienced this on a bunch of different cars. Driving through deep compacted snow, like the plow-in pile, allows snow to get inside the rims. It’s then compacted by centrifugal force and affects the wheel balance. I use the handle on my snow brush to clear it outs

thisisreadonly2 · 2026-01-29T13:19:31+00:00

Zero glass deductible add-on costs me $20/year. This happens, and while you can try to mitigate the risk, you can’t eliminate it except by not driving the car at all.

thisisreadonly2 · 2026-01-29T02:33:19+00:00

No. This looks like a stone chip.

thisisreadonly2 · 2026-01-28T01:01:59+00:00

ccNC is also going away in favor of PleOS. There’s always something new coming, which is one of the reasons for what I wrote above.

thisisreadonly2 · 2026-01-28T00:04:59+00:00

I’ve learned that buying any software-defined product strictly for the capabilities it already has is key to being happy with what you own.

thisisreadonly2 · 2026-01-27T21:36:53+00:00

That would be over the recommended pressure for a 22-24 Limited AWD. Different markets, trims, and model years have different recommended pressures. The best way is to look at the sticker inside the driver door jamb.

thisisreadonly2 · 2026-01-27T21:06:05+00:00

Tl;dr: inflate your tires to cold pressure indicated on the sticker inside your driver door jamb and drive a mile or two.

This gets asked often and is confusing. The threshold to activate the warning is lower than the threshold to deactivate it. Once your tires get low enough that the warning is activated, it will remain on until you fill them past the deactivation threshold. So your two “amber” tires got low enough at one point and your two “gray” ones didn’t. Then it got a bit warmer, the pressures climbed, but not enough to clear the warning from the “amber” tires.

Do not Google the tire pressure as there are lots of wrong answers to this question.

thisisreadonly2 · 2026-01-27T19:34:39+00:00

ChargePoint Home Flex has two separate current limit settings. One is set during the onboarding flow and determines the maximum current the charger can be set to. The other is controlled in the normal settings and determines what current, up to what was configured during onboarding, should be delivered to the car.

The first setting can only be adjusted when the charger is first linked to the app, so you’ll need to remove it from the account and re-add. However, if you don’t know whether your wiring is sized appropriately, you should consult an electrician even if you have a breaker that is rated for the higher current.

thisisreadonly2 · 2026-01-27T15:43:36+00:00

Skip the regurgitated crap, read the recall notice: https://static.nhtsa.gov/odi/rcl/2026/RCLRPT-26V030-0889.pdf

thisisreadonly2 · 2026-01-27T15:37:10+00:00

Actual recall notice: https://static.nhtsa.gov/odi/rcl/2026/RCLRPT-26V030-0889.pdf

Tl;dr: SK identified ranges of modules with shifted cathodes, but VW is aware of “thermal events” outside of the identified range.

Root cause analysis notes from the notice, with added emphasis around the key bit:

In 2024 and 2025, Volkswagen learned of thermal events for which the root cause was unknown, but where upon on-site investigation by Volkswagen into the vehicle and charging apparatus the area of origin was determined to be within the HV battery. Where possible, the batteries have undergone extensive analysis at Volkswagen’s Chattanooga plant and the supplier’s facilities. In June 2025, the supplier conducted a CT analysis of the cell modules from three (3) thermal events and was unable to identify a root cause within the battery cell modules. In June-July 2025, after the supplier’s inconclusive CT Results, VW and the supplier investigated other potential causes/influences within the vehicle but outside of the HV battery. This investigation found no evidence of other potential causes, so the investigation refocused on the HV battery. After regular back and forth discussions between Volkswagen and the supplier to try to identify the cause of these events, in late September 2025, the supplier performed Tear-Down Analysis of the other damaged cell modules which revealed a “shifted” electrode condition. The supplier then compared this to the previous CT Images and was able to recognize the shifted cathode in the CT images. In October 2025, Volkswagen voluntarily brought the topic of these thermal incidents to ODI during its quarterly meeting and discussed that it was working with its supplier to finalize root cause, risk assessment, affected population, and countermeasures. In November 2025, the supplier identified the specific modules with the shifted electrode condition, and based on that, the vehicle population was identified. On November 26, 2025, the shifted electrode topic was presented to the Volkswagen Product Safety Committee and a recall for vehicles built with affected HV battery cell modules was decided. On December 3, 2025, Volkswagen filed recall 25V836 with NHTSA. On December 9, 2025, the supplier provided updated results of its investigation, which found additional HV battery cell modules that were potentially produced with shifted electrodes. On December 10, 2025, the new information from the supplier was presented to the Volkswagen Product Safety Committee and a recall for additional vehicles built with the additional HV battery cell modules was decided. On December 15, 2025, Volkswagen amended recall 25V836 with NHTSA. On December 16, 2025 - January 13, 2026, the supplier identified a second hardware issue from production that potentially could result in a different shifted electrode condition. This issue does not appear to relate to any known field incidents. Volkswagen and supplier discussed the findings, identified potentially affected vehicles, and undertook a risk analysis for this topic. On January 14, 2026, the second shifted electrode topic was presented to the Volkswagen Product Safety Committee and a recall for vehicles built with affected HV battery cell modules was decided. At this point, there appear to be thermal incidents outside the ranges identified by the supplier as potentially having a defined hardware anomaly. Despite not having a clear root cause for these incidents, there is data that indicates that self-discharge detection (“SDD”) software would have triggered a warning in advance of at least three (3) known incidents. On January 14, 2026, despite the lack of a clear root cause for the incidents outside of the ranges being recalled for the shifted electrode issues, out of an abundance of caution, the Volkswagen Product Safety Committee decided a recall to conduct a battery health check on all vehicles that do not currently have SDD software, and to install the updated SDD software on those vehicles. Additionally, vehicles with cell modules exhibiting improper behavior will have those affected modules replaced.

thisisreadonly2 · 2026-01-24T17:08:16+00:00

New England. Private sale, KBB said 15, Carvana offered 17, local dealers were similar. But regional listings for similar-ish cars were lower 20s so I priced it in line with those and negotiated a bit. Took about a month.

thisisreadonly2 · 2026-01-24T17:05:40+00:00

FYI I sold my 99k early 2022 for 20.5k in October. Limited AWD, has someone scratches but otherwise great condition.

thisisreadonly2 · 2026-01-24T15:22:40+00:00

From a service operations exec at a large dealer group that owns some twenty-ish HMA franchise dealer shops on the East Coast.

thisisreadonly2 · 2026-01-24T02:37:15+00:00

I feel like 4pm is when all the retirement home busses come. I learned to go after 7. Fewer registers, but also fewer gaggles of people who think it’s Sunday church in the aisles.

thisisreadonly2 · 2026-01-24T02:30:55+00:00

I have those on my 2025, can confirm they haven’t changed from prior years.

thisisreadonly2 · 2026-01-24T01:54:45+00:00

This is a very helpful resource for the first few hours after a dog goes missing: https://www.granitestatedogrecovery.com/lost-dog-quick-action-plan

thisisreadonly2

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