And roughly half of those cars will have CCS 2 or GB/T, and the people who receive those cars will be happy to have a nice standard port that works at most stations....
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The Tesla connector is just so much better designed then CCS… I would much rather have had that be the standard. Not sure why we should be forced to embrace something worse.
That or add extra CCS stalls as they have done in some other stations already.
It's a passive device, how would they know if you are using your own, purchased from a 3rd party or borrowed from a friend?
To be a standard, there has to be a regulatory body that maintains the standard.
I think the idea was just to waive the rent fee if your history has a CCS adapter order in it. If you bought a third party adapter then you are SOL on that front, same if you borrowed one.
If it was done on the charger side, there can be a lock box that the rental fee would unlock to give access to adapter, but that would require too much coordination between Tesla and the charging network, so I don't think that will happen. Those that bring their own would be unaffected.
This take is so exhausting. The Tesla connector is thermally limited at the contacts because it is too small for liquid cooling to reach the edge, unlike CCS, which can actively cool to the edge and safely handle higher amperage’s without throttling. Tesla is shoving more amps through, but with less margin for error and safety.
They switched with the Model 3 in Europe, and it made perfect sense (in the old threads before the charge port standard was known for Model 3, I was one of the people that thought Tesla would switch to CCS throughout). Do note however, Tesla used a Type 2 connector in Europe, it was never a fully proprietary connector as in the US, so a switch in physical terms only meant adding two pins on the connector and a new ECU, it wouldn't have affected any of the existing AC accessories.
I tried to buy it from South Korea, Tesla requires a South Korean VIN number on their purchase page. They will only sell 1 per car.
The biggest complaint for CCS, and CCS1 specifically, isn't actually the pin design. It's the whole bulkiness of the connector and the top latch system, which is prone to wear and failure. On AC side, J1772 is similar. Type 2 and CCS2 used in Europe does not get the same complaints and is much more similar to Tesla's Proprietary Connector (TPC) used in the US.
Not true at all from observing other cases in other countries when switching away from TPC. I posted a thread on this about the switch in Taiwan. There was zero concern raised at all about other manufacture's cars possibly using Tesla stations. This is because Tesla's access control at superchargers has nothing to do with the connector. You can see this in spades in Europe, where Tesla uses CCS2, but other manufacturers can't charge at superchargers regardless (unless it's stations under some government program where it's part of the terms).
Does Tesla really? Tesla offers the widest selection of charge adapters, bar none. Not only do they have a huge selection of AC charging adapters for Nema sockets, they remain the sole manufacturer cross compatible between CCS and CHAdeMO. If you own a car with either of those standards, you are SOL if you want to charge on a charger that uses a different one (discussed in depth above, especially as it relates to CHAdeMO, which is reaching a dead end).
CHAdeMO adapter was out-of-stock 99.99% of the time and limited to 50 kW.
plausible deniability
The CHAdeMO adapter wasn't created until Tesla wanted to enter the Japan market. You can't sell an EV in Japan without CHAdeMO support. North America only got CHAdeMO support because the Japanese Tesla cars use the same charge port.
CCS1 sucks and nobody should be using it. The entire thing looks and feels like a horrible kludge. Actually that's true of CCS2 to a big extent too, but at least CCS2 has a good excuse for keeping the AC pins and the DC pins separate: it supports 3 phase charging, and 3 phase charging requires, well, 3 pins for 3 phases (plus a neutral). Tesla's OBCs apparently support 3 phase charging on cars that have CCS2 connectors on them. CCS1 on the other hand keeps the 2 AC pins in the upper section and the 2 DC pins in the lower section for no good reason. Those two sets of pins just take up extra space because they are never, ever used at the same time.
Right. First of all, if Tesla put adapters at every CCS station, there would be very little desire to pay for one for yourself. If you bought one, Tesla could even offer to buy it back from you to put at some station, since they will earn that cost back in rental fees. However, you could elect to buy one and if you did, no need for rental fees for you. (You could in fact buy a "virtual" one, but the physical one could work at the inevitable CCS stations that refuse to provide the adapter or are too new.) It would be hard to loan the adapter, though a simple trick would be to put an RFID in the adapter. Tap it on your door pillar and no rental fee for you. Or is there a reader in the charge port? Tap it there.
While I do agree CCS2 and Type 2 being superior, I don't quite agree it would make sense to switch in the US. There is too much infrastructure already using CCS1 and J1772, and the major addition of three phase support has limited use in the US. Most likely what will happen is the latch system gets redesigned a bit (while still being within the standard) to try to address some of the issues. I remember CHAdeMO having similar issues, with the initial handle/latch designs being quite clunky and then later designs improved.
