The New Tesla / NACS Charging Connector Explained - The More We Learn, The Less We Know
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- Опубліковано 27 чер 2024
- The more companies we talk to, the less we seem to know about the new NACS charging standard in North America. Let's dive into the rumors, into the cold hard facts, and find out why NACS isn't actually the Tesla charging standard you're thinking about: It's basically CCS version 3.0, ish. Kind of. Sort of.
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Quick note: I didn't dive too deeply into the CHAdeMO adapter since it's not really relevant to NACS, but the Tesla-CHAdeMO adapter isn't a "dumb" adapter like the Tesla-CCS adapter, there's additional logic built into the connector because of the variances in CAN protocol Tesla and CHAdeMO use and because Tesla doesn't provide all the same signaling pins on their connector so the adapter has to convert them and then signal the CHAdeMO station on those signaling pins. There are some analogue sense lines that CHAdeMO uses that Tesla does not.
Also it was more expensive than the CCS adapter. I paid about $500 for it.
Very interesting. As an owner of a 2019 Leaf and a Tesla M3 RWD I have used all the connectors. I have the CCS adapter for the Tesla but have not yet tried it out. Didn't realize Tesla connector based on CHAdeMO. I wonder if it would be somewhat easy then to develop an adapter for the Leaf(NACS to CHAdeMO) so they could use Tesla superchargers? Probably not. But since Nissan also signed up to switch to NACS, an adapter like that would breath new life into the Leaf. Add liquid thermal management to the battery and the ability to charge at Tesla Superchargers, and the Leaf would become a fantastic EV. Probably never happen though.
@@lawrenceasero2207 In theory, yes it should be entirely possible using the guts of the Tesla/CHAdeMO adapter only basically doing the reverse. The processor inside the adapter converts the protocols and the DC just goes straight through. I doubt there's much market however.
Agree. I tried to find how many Leafs are still on the road in the US. Based on how many sold, maybe 175,000? I would buy a NACS to Chademo adapter if it was priced in the $200 range. But alas, Nissan will be replacing the Leaf in a couple of years so I guess there is not much incentive for them to invest in them. I'm sure the Leaf replacement will NOT include CHAdeMO. Ironically, There are more CHAdeMO fast chargers in the Northeast US than ever before. EvGo's new installations still include them and for some strange reason some Hyundai, GM and even Mercedes dealers are installing Chargepoint DC fast chargers with CHAdeMO at their dealerships. I guess the units have them built in? Makes no sense. Thanks for a very interesting and informative video.@@EVBuyersGuide
CCS uses dedicated AC and DC lines utilizing 'Basic Signaling' , while the Tesla connector doesn't. so NACS needs to use a different methodology...
You learn something every day, never knew that Tesla based the DCFC tech on their connector on CHAdeMO but it does explain why they had an adapter for CHAdeMO and not CCS early on.
I have a chademo adaptor... for my 2019 model 3... does this mean that If I get the CCS Adaptor upgrade (which replaces some chipery in the car), my chademo adaptor will stop working?
Tesla and CHAdeMO both used CAN bus protocols , but in different ways. they are not the same!!!
@@petersilva037 CCS upgrade maintains the old Tesla standard because older superchargers don't support CCS and newer superchargers speak both CCS and Tesla's standard.
V1 and V2 only support CAN. But, existing V3 and upcoming V4 support both CAN and the CCS standard. It's not just the the Magic Dock stations, so when the changeover happens, our good ol' Teslas can have exclusive use of the older and plentiful V2 stations if V3 stations are all used up.
Great video! Thanks for digging into this. For these type of videos it might make sense to switch to fixed focus as the camera jumps focus quite a bit.
Not only was this Video extremely informative, it was was very helpful. Thanks Alex!
What a great video! You communicate a bunch of complex information in a clear and concise manner. I had to stop and replay the video many times, and take notes, but I now have a much clearer idea of the subject. Thanks for your time and knowledge.
Thanks Alex, as always great video. Love the technical details.
Mistake at 5:45. All Tesla V3 stations already support PLC signalling, not just those with the magic dock.
Great video. In general for Tesla Model 3s and Ys, the current Gen4 charging ECU along with Gen4 charge port hardware are what make them CCS compatible. For the Model 3, Gen4 charge port and Gen4 ECU were not released until Oct 5, 2020. Before Oct 5, 2020, all Model 3s had Gen 3 ECUs with Gen 3 charge ports. All Model Ys were released with Gen4 ECU and Gen4 charge ports. However, in 2021, there were some chip shortages relating to the CCS portion of the ECU so Tesla created a “stripped down” version of the Gen4 ECU without CCS support. Currently, people with older Model 3s can easily make their car CCS enabled by installing a Gen4 ECU and keeping their existing Gen3 charge port hardware and add an in-line wire harness that passively and safely converts the Gen3 charge port signals so that the Gen4 ECU can be compatible. This info on how to make your own harness or where to buy one has been out for 18 months now and works very well. People with Model Ys without CCS support just need to buy the “ fully stuffed” version of the Gen4 and can get Tesla to install it or DIY. Plenty of info on that as well all over the Internet.
Great explanation, best I have heard and seen so far, Well done Alex!!
Older Teslas can EASILY be upgraded. I did it myself DIY.
Everything is easy for UA-cam experts
I think people are overcomplicating this, most likely because they are trying to cling onto the narrative that Tesla's standard "won." The new standard (SAE J3400) is simply CCS communications and protocols ported over this new J3400 plug head (a slightly modified, but interoperable and backward-compatible version of Tesla's original plug head). This will enable the option of accessing some 12,000 Supercharger stalls in North America that are (or can be made) CCS-compatible, so long as the EV's automaker is whitelisted through Tesla. Likewise, any Tesla EVs that have received the Power Line Communications module update will be able to use the new J3400 standard as well as the original Tesla Supercharger standard.
Thanks for this coverage. Here i was all optimistic that this convergence would make things less confusing.
But if anyones read the xkcd about new standards I should've known better 😆. Its USB type-C all over again
Thanks for making it so easy to understand
@EVBuyersGuide I am pretty sure that V3 Superchargers can all speak CCS protocol with little to no modifications. This has been supported in Europe for a long time now. I don't think non-Tesla vehicles will ever be able to use V2 or older Superchargers because those require CAN Supercharger communication. The bigger question is whether or not V3 Superchargers can be modified for 920-1000VDC output. That will really determine whether or not Hyundai/Kia/Genesis, Porsche, and Lucid ever join NACS. There's just not much reason for them to change to NACS anytime soon if they don't have a large number of Superchargers available to use.
Tesla just put up a new magic dock location in Dallas last week. I don’t think they’ve completely given up on it
It's hard to say. It seems like the few MDs that have been installed recently have been part of the original pilot program. I don't know if there's much incentive to roll out more if everyone hops on to NACS however.
They can not abandon that one. Its a contract wit the United States Americain Federales, it does not matter that it does not make sense. Most laws make no sense. There are still no new laws that forbid CCS1 connectors. As long as the US laws have not changed the old contracts are still valid. What i've herad is that Tesla must modify 4500 charge points for CCS1 cars.
Under current legislation, they can't get the NEVI funding without using the magic dock, so that's why they're doing it.
@@wolfgangpreier9160 No that is incorrect. Tesla does not need to modify 4500 charge points for CCS1 cars. The car manufacturers will start supplying adapters which will allow them to access the v3 superchargers.
@@Ergzay Sorry, but you are wrong. Tesla has a contract with the US Federales to modify 4500 charge points across the US for CCS1 use. NACS does not change that contract. It does not matter whether anyone changes their cars systems to NACS or not. It does not even matter if there are no more CCS cars from today on. Tesla has a contract which must be fulfilled first. Such is the law.
Also, I’m glad to see EV buyer guide content. I was worried y’all were going to abandon the channel.
Not at all! We have some exciting news on that front soon!
Great info. Thanks Alex. This sheds so much light. I remember a recent video either from Monroe or Out of Spec where I believe a ford or Stellantis rep mentioned that Tesla will be manufacturing the adapters.
I took that to mean that even though Ford will provide an adapter or MB will provide an adapter and so on, Tesla would have made them all.
I think it is a safe bet to say that a charging network like EA will simply add the J-3400 connector to their charging stations and keep the CCS signalling. The old Tesla standard has not been released as an open standard, so you would need to get into a, probably expensive, licensing agreement with Tesla to make it work.
And for people who would point to the open patents pledge, I recommend to read up as to why that does not work, why it was a PR stunt and what the difference is between a communication standard and a patent.
Oh, interesting! And rather disturbing. I wonder how many years it is going to take this to be resolved. As a networking firmware developer, I understand the issues with loose standards and developer interpretation. 🙁
Most of the speculation from others in the space I have seen is that V3 Superchargers can speak both protocols and should work with NACS vehicles, but V2 are Tesla CAN only so won’t work. It would be nice if Tesla or one of the other car makers would provide an answer. We should know when the adapters come out next year and people start trying them. If some V3 work and some don’t depending on hardware revision it’s going to be a mess.
On one hand a couple more years with some uncertainty won't be good for adoption rate, on the other it will be better to move the plug over to being a real honest to goodness standard.
At 9:39 I'm not sure why you're thinking this. All the V1 and V2 superchargers will never support PLC signalling, so unless Tesla would stupidly shut out old super chargers from being used by new vehicles, they will always support CANbus signalling.
Alex, thank you for the update..... But the connection is an integral part of how the protocols function.... IE "form follows function"....
The Tesla connector has less dedicated circuits, so even when using the same protocol as CCS, it has to be utilized in a different manner.....
Any chance for upgrade kits for existing home EVSEs? Upgrading a CCS vehicle seems unlikely but a new plug or new cable for an EVSE would be nice.
you need to set your camera to fixed focus. the wall doesnt need to be in focus....
Alex! Love all your content. Fix the audio on your partners podcast microphone. When i'm in loud environments, can't hear him! Particularly on airplanes.... Cheers.. wp.
Alex - regarding future Tesla vehicles possibly removing CAN communication support, there is one not so well known thing about how all that works. Tesla does not only use CAN to talk to the SuperChargers, but they also use it to talk to their Level 2 AC charging equipment. The mobile charge cord and wall connector also speak Tesla CAN (single wire, modulated on the J1772 pilot line). The car speaks to the charger and can read it's serial number, and even which pigtail plug type is being used (mobile connector). This is done for detailed diagnostic logging - something Tesla does better than most OEMs. I do not know if the bran new Tesla Universal Wall connector works the same way, but would suspect it does. It is the CAN communication that fouls up communication with the eGMP cars using Tesla level 2 equipment (via TeslaTap). Tesla AC charging equipment will speak J1772 in addition to CAN, but something about that fallback has caused problems with eGMP cars with at least older software that didn't tolerate not just strictly J1772 - having to plug/un-plug/plug, or power cycle the car to get it to AC charge.
So anyway, because of the CAN comms with the Tesla AC equipment, I would not expect Tesla to remove CAN from future vehicles.
CAN has severe bandwidth limitations. You're not supposed to go over 70% bus load or lower priority message will essentially not be broadcast for a long time. As you move up in speed up to 2MB/s with CAN FD the Physical layer requirements begin to get expensive with shielded cable and shorter bus and branch lengths. It makes more sense to use something like T1(formerly Broad-R) which is a 2 wire bus, no shielding necessary, but has Full Duplex 100mbps bandwidth. It does require a costly T1 Ethernet Switch, or carefully planned computer modules with T1 connections for an ad-hoc configuration. They would likely connect T1(Broad-R) as major trunks between major modules of the car that have high bandwidth requirements. But retain a slower 500k CAN bus to sensors. Perhaps retain a single 500K bus as a fallback redundancy to slow and stop the car in case of T1 failure as a safety measure.
@@GROGU123 Everything you said it correct, but not applicable here. Cars have multiple CAN buses, and the Tesla charging CAN bus is dedicated to only communication between the charge port controller and the car. Perfect for exchanging the limited information that Tesla does over this interface. PLC is quite complex in comparison.
PLC can replace CAN in all applications, so it's not a done deal per se
@@EVBuyersGuide Right, but all if new Tesla vehicles only had PLC and not CAN, they would not be able to get the charger info from older Mobile and Wall adapters. Would need new versions of those if Tesla still wanted that level of diagnostics - as they have with all the existing CAN based Tesla chargers.
Love the thumbnail.
From what I hear only gen 3 superchargers and above will support the NACS standard. That is why its only 12500 charging ports available to the legacy vehicles.
Didn't Ford and GM explicitly promise access to the supercharger network for (some set of?) current EV owners?
Use the correct naming. The USA is using CCS1, not CCS2
I think it’s fair to say buying a car from a company who’s going to switch to NACS from now- until 2025 calendar year is understanding your DC fast charge capability will be inferior vs if you waited
That's why I'm buying a car from a company that's sticking with CCS.
Ford CEO has stated they will have adapters to allow any of their CCS vehicles to use NACS superchargers. He even said Ford will provide these adapters to all Ford CCS EV owners for free.
I don't think we have any evidence for that right now.
@@georgepelton5645and adapters… we know they will break
Can you make a collared version of those shirts?
I'm not sure, I'll check
NACS was tested at 900 amps before they ran into cable limitations. That’s why we say it can support up to a MW of power at 1000V X 900+A. CCS on the other hand is only half a MW at 1000V X 500A.
1MW is still more than 1000V/900A, that's still just 9/10ths. If we want to make that kind of analogy, the CCS connector was validated at 1,350V/1000A but that's not a standard, it's not in production, and it's not even in the proposed timeline. With NACS all that's in the proposed timeline is roughly 600kW (1000v/600A) which is realistically already somewhere between a wholelot and a crapload. It would be difficult with the current tech to support much beyond 400-500kw for any real length of time. Battery cooling at the sustained 200kW range is already difficult and the 350kW peaks we see on some are mainly due to the size of the battery. If RAM really does give us a 250kwh+ battery, it is possible it could peak at 500 and sustain 300-400kw, but would be hard to do. The reason the "megawatt" label is confusing here is that Tesla does actually have a megawatt connector that people confuse with NACS sometimes, it's the semi connector. Elon didn't help when he said the Cybertruck would support "megawatt" charging, when in reality it looks like the target is actually 600kw peak with some unknown charge curve. The funny thing to me is that 600kW is super impressive, but billing it as 1MW and not delivering is kind of silly.
EV charging in North America is more confusing and uncertain than ever.
I think the cheaper per car cost claims are based on having two less conductors... there are two beefy cables that go to the inverter, and two other wires that go to the battery in CCS cars, whereas in NACS, one pair of wires connects to both. Less copper.
This doesn't make any sense. At some point the connector has to split off to two different locations, as such, it really saves nothing.
@@sprockkets they split off at the far end. so betwen the plug and the inverter/batter, there are only two wires instead of four, and those wires are beefy.
I have an Ioniq5 so till there is sufficient voltage its unlikely my car will be supported at least til V4. That said, assuming all manufacturers must adhere to the nameplate ratings on SC units they will get limited to 86kW on V2 and 175kW on V3 (not 150 and 250kW). This to needs to be confirmed but very highly likely. This is a huge issue for vehicles that expect to exceed this.
for tesla build before 2021 that does not contain the chip to support CCS protocol, tesla offer a retrofit about $400 dollars to support the new CCS standard.
Excellent video and thank goodness somebody finally divorced the Tesla NACS published standard from access to all Superchargers in North America. One is a physical standard, and the other is physical access to charging. The agreements these manufacturers have, and what exact access Elon will give is yet to be seen. Adapters have been forbidden on EA unless made by OEM’s. Currently that only affects Tesla owners using non-Tesla made adapters that aren’t liquid cooled and can damage EA’s equipment. Tesla makes only one DC FAST CHARGING ADAPTER. They lock their DC and AC Adapters to their equipment for good reason. The lawyers now have footing and the chips will now begin to fall. Adapters will most certainly be a pain point in the next decade which exactly why current smart charging providers and ones coming soon have all announced two plugs and attorney’s will insist on better notifications of banned adapters except from OEM’s. These are the very evident proofs that the wild west is having a toll on equipment regardless of what color the charger is, and who made it. 20:01
Adapters are allowed from OEMs
''Adapters' have been 'forbidden' on EA'. Incorrect....
For example, the Tesla-CHAdeMO Adapter has been on the market for years. And it hasn't been forbidden at EA....
I'm sorry to confuse you, but at least you're correct about me being correct ;)
Have a nice day....
Tesla and CHAdeMO both used CAN bus protocols , but in different ways. they are not the same!!!
They are still not offering the upgrade for CCS for Model 3 and Model Y.
Not true
@@sgibb6802 Cite your sources
Despite what the T Stans say I think the true confusion of charging in your country is yet to come. Like you said, half the T fleet won’t be able to charge at EA et al unless they pay for some upgrade. The other car manufacturers are committed to a standard that currently doesn’t exist and models for those won’t be made for a while. So you’re going to have this mess of plug and comms standards and probably cables that aren’t long enough. It’s a recipe for disappointment. So glad in Australia we have CCS2 on all T cars and other vehicles except Leaf. Can’t understand why standardising is so hard in the USA.
It may look like confusion from your outside perspective, but at the end of the day all this churning will result in North America having the smallest and easiest to use plug of any region. Optimisation through evolution will produce a better long term solution rather than just following what the Germans wanted.
As for Australia, the size of your economy means you have little choice but to follow a larger region. Your history means following European standards just as your commonwealth peer Canada has to follow US standards. At least the Menekes based CCS-2 plug is more reliable than the horrible CCS-1 frankenplug.
Given how governments are mandating cleaner cars to combat climate change I am, very reluctantly, coming to the conclusion that an EV charging standard needs to be codified into law as well. While there are many gasoline brands out there, no ICE car owner has to worry that Brand X gasoline won't work in their car, or that the gas nozzle won't fit into their vehicle for fueling. This is all due to standards set by law. Letting the free market sort this out will take some time - even this new NACS standard has not yet been adapted by many large car manufacturers and so, while new EV models continue to roll out, I grow concerned that we will hear more and more stories about folks being stranded somewhere as their car ran out of juice with no place to charge them. We are trying to solve a very important problem here with climate change and we can't keep fuddling around with acronyms and standards while Rome (and everywhere else) burns.
(No, Tesla won't switch to PLC natively in the foreseeable future: that would require retrofitting their older cars that don't talk PLC and they won't want to pay for it.. My understanding is that adding magic-dock is a physical adapter change only[0], and the V3 hardware is all able to speak PLC, and it just has to be enabled. No, not all the superchargers will support PLC: the V2 ones likely won't[1]. I will bet real money that EA/Blink/etc will just support NACS: licensing info/licensing availability/Elon can be crazy and no one wants to deal with that. I frankly think we'll have to wait for V4 chargers to support 800V cars, and that rollout has been QUITE slow.
I think ford's approach of using the DC source for V2G will be the long term solution for V2G, but V2L-approaches may prefer AC out. Trying to get that much power through an inverter on the car will be problematic and it'll be easier to go DC.)
[0] based off of installer techs saying it's quick
[1] no relevant source
I’m a little bummed about the v2x situation. I’d really like to see a universal system so I can island my solar system during a hurricane or something.
Thank you for that tangential reference
Where is BMW in this mix?
From MotorTrend article "The Great NACS Migration: Who is Switching to Tesla's Charging Port?"
BMW Group
We reached out to the BMW Group-which includes Alpina, Mini, and Rolls Royce-and asked if it had plans on joining the NACS migration. A representative responded with the following statement:
"The comprehensive expansion of charging infrastructure is one of the critical keys to widespread EV adoption. We are actively monitoring the ongoing discussions and developments and will take the right steps in due course to ensure a seamless EV journey for our customers." Not yet!
I suspect that BMW is going to wait a year and announce. That's the rumor I've heard inside BMW
Alex, What are you going to tell us next - the more things change, the less they remain the same? 🤔😉
Sounds like a good problem to have unlike my Hydrogen powered Toyota Mirai 😅
Tesla is still not offering the charge port upgrade for Model 3 or Y. They promised it last year but it's been crickets since then.
It seems to depend on where you are. Some folks have not had an issue getting the gen4 ecu/port and some have. You may need to look around and see what others in your area have been able to do.
@@EVBuyersGuide It's not available for the 3 or Y, just the S and X
@@joshuarosen465 It is available for the 3, I know several friends that have been able to get the service center to do it. All you need is a Gen4 ECU and a cable. The kit has a Tesla part number as well, The part number (1652004-00-A) is listed for both the Model 3 and Model Y, while there is a second part number (1652005-00-A) listed just for the Model 3.
@@EVBuyersGuide For Model 3 specifically, there are 3 different situations. Cars made before mid-2020 had Gen3 Charge Port ECU and need an upgraded ECU to speak PLC. There is no existing ECU for this application. Cars made after mid-2020 have Gen4 Charge Port ECU. This has been made with CAN-only or CAN+PLC. The center screen can tell you if your car has CCS support or not. If your car has a Gen4 ECU that does not have CCS support, you can just buy a new Gen4 ECU and put it in yourself, go into Service Mode and deploy the firmware to the ECU. Easy Peasy. The part information is available in the Tesla Parts Catalog. There is a hack for the cars with the Gen3 ECU, but it's a hack and Tesla really has to make a new board for this application that properly supports all the temperature sensors in the original Model 3 Charge Port. My 2018 Model 3 is in this situation, so I will patiently wait for Tesla to provide a CCS upgrade for my car. Then I will be able to use any NACS or CCS charger in the future.
Ozempic? Looking slim! Good job.
I banned cookies from the office. 😅
My guess as to the why/what about the protocol in the future, based on watching extremely closely for over a decade, is that Tesla is letting the SAE and CharIn and the standardizing bodies make those decisions.
What the rest of the auto industry does NOT want is to look like they’re just doing Tesla’s effort, it’s now a standard that is based on what independent experts say is best, not what ‘crazy Elon thought up one night’.
Also, there’s already independent manufacturers that have announced they’re starting the work to license the tech and get the factory ready based on result of CharIn go ahead.
I doubt Ford, let alone gm, want to help lower Tesla’s costs making their chargers/connectors so Tesla is graciously taking a backseat and not making any decisions unilaterally.
Elon has posted about doing this even though it is not really benefiting Tesla in any way in order to help speed the transition to sustainable transport. That fact should inform all ideas about what might be going on behind the scenes.
I enjoyed the episode. Didn’t know the history.
Seems like we are still a long way away from everything with all manufacturers being universal. I mean, Apple is finally going to USB-C. Just like the gas pump, nozzle, and fuel filler on the vehicle, electric charging needs to be the same across the board from the charger manufacturers to vehicle manufacturers, and to the V2L options. For EVs to be widely adopted, it needs to be easy and completely dummy proof. People shouldn't need to worry about all the differences between cars, chargers, plugs, and when they buy a new car they now need a different home charger, etc.
I'm sure it's one big reason why there's been a drop off in EV sales. Everyone who wasn't in the early adopter crowd that already has their EV will want to wait for all this change over to be settled. I'm in that crowd, plus I feel I would prefer a phev next anyways.
Please turn off auto-focus on the camera 🙏
Full ev's is the same as fusion... It will never happen😂
Why in the name of god can’t we all charge the same… so sick of this money grubbing companies trying to rule everything!
Another mistake at 7:57. The "tesla charging standard" is not even open... I'm not sure why you're talking about charger manufacturers supporting it. No one is going to support that other than Tesla because they have no ability to. That's already known.
I think Munro is right about NACS being cheaper for car manufacturers. The picture you showed of bulky Model 3/Y charging port inlet is mostly empty plastic. It is larger than needed (for North America) because housing has to fit CCS2 in Europe and 2 side-by-side ports in China. (Plenty of pictures on ebay of parts). And don't forget all Tesla port covers are motorized, while few CCS ones are.
CCS1 has to have separate wiring for AC and DC so that's already more cost in material and labor. On top of that as Munro showed, Tesla is able to use same rigid aluminum bus bar for ac.& dc from inlet that is cheaper and easier to install. Also cheaper for handle side since NACS doesn't have moving parts like CCS1. That means Tesla has to have locking mechanism on car side, but all CCS2 cars have locking mechanisms and I'm not sure if it's a standard, but CCS1 cars do also (or should because of the high voltages involved).
I think your talking about a difference w/o a distinction (that's backwards on purpose). All this talk about signaling protocols and deep programing is totally irrelevant to the rank a file of car buyers. All anyone needs to know if my model year from manufacturer X can charge at Y location. No body cares if GM is going to use the same signaling protocol as OG Tesla supercharger or the "new" protocol from when they open it up to other EVs. All they need to know is if it is going to work at this particular charger with or without and adapter. People only care about the physical plug and connector. They see that the NACs physical connector is smaller and easier to handle, period.
Just demonstrates further that Tesla blew it by not adopting CCS originally, or at least a long time ago. And that Europe has gone the right path with mandating CCS.
Depends....for whatever reason CCS1 just doesn't work as well as CC2 regarding the connector and the latch.
Really the issues regarding charging are more based on the equipment and not the connector itself.
Quite the opposite. NACS adoption clearly demonstrates Tesla went the right way on the physical connector. You could argue they should have gone with PLC instead of CHAdeMO CAN protocols, but PLC wasn’t available at the time. CHAdeMO CAN was the only available standard.
As for CCS-2, the main reason the Menekes plug was mandated in Europe was because Germany requires 3 phase power in homes. It will always be clunky compared to the new North American plug.
@@chriso5774 It's only because they make the best setup for chargers and their network is widespread. Kempower makes good stuff too and will be setting up a factoring in the US soon.
But make no mistake - no one would ever bother with it if they didn't open it up for real this time.
I'm just waiting until 2025 so that I don't have to use an adapter or change the charging cable on the home charger
Tesla currently offers a universal wall connector that has both NACS and J1772, I wouldn't be surprised if there are more on the way. -Travis
Can someone give me a TLDR
NACS does not equal Current Tesla Supercharger. Mostly an issue for older Teslas that may want to charge at non-tesla DCFC that will support NACS. And other musings... (mostly pointless, as we know Tesla super chargers in EU already support the communications protocol as it was mandated, so really makes no sense the US spec chargers can't as well).
@@todkapuz u da best
Perfect opportunity for Tesla to rid the old free Supercharger cars.
Quit referring to CCS protocols.
CCS is only to he connector not a protocol.
Communication standards for DC fast charging are the DIN standards which CVS used.
Every EV will work with every charger or it will be a class action lawsuit as the vehicles on sale are being sold now knowingly useless to their owners. Period. This includes nissan and the leaf. If they don’t want tons of lawsuits on the news they need every ev to use all the charging networks. And if EA wants to stay in business they better get their shit together as well.
How'd that work out for cell phones with various charging plugs again?