And none of those are open to non-Tesla vehicles. So, nothing changes there.There's only 4 superchargers serving the entire city of Boston with 8/8/8/10.
View attachment 1023883
I guarantee this won't end well.
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And none of those are open to non-Tesla vehicles. So, nothing changes there.There's only 4 superchargers serving the entire city of Boston with 8/8/8/10.
View attachment 1023883
I guarantee this won't end well.
Here's Ford that says explicitly that V2 are not compatible with non-Tesla EVs and will not be updated to make them compatible.I had not heard that.V2 SCs are not enabled for CCS1 charging.
Another tidbit -- it says that Fords will be able to use plug & charge at Superchargers, as well as at EA. That sounds like it means the Tesla SC are able to speak the native plug-&-charge protocol that Fords and other cars use, though it could mean that Ford has upgraded firmware in their cars to be able to talk the supercharger's own Tesla auth protocol that Teslas use.Here's Ford that says explicitly that V2 are not compatible with non-Tesla EVs and will not be updated to make them compatible.
https://www.ford.com/support/how-to...lic-charging/how-to-find-tesla-superchargers/
Also although it was assumed V3s already had native support of CCS, apparently that was not fully true. Tesla in the last couple of months apparently retrofitted new control boards to V3s in preparation of supporting NACS/CCS vehicles.
Will Tesla Buildup Superchargers to Accommodate Anticipated Demand from Ford, GM, Rivian, and whoever else, Adopting NACS circa 2024/2025?
From what I have seen most people don't like using Plug&Charge because it seems that you always pay the highest rate that way. (You can't use your Tesla Supercharger or EA Pass+ subscription to get the lower prices. And some CPO charge less even if you don't subscribe if you use their app, instead of Plug&Charge or a physical credit card.The former case gives me hope that Tesla will put new firmware into our cars to speak plug & charge with CCS chargers when we use our CCS adapters. It's annoying that those drivers get a better experience at those chargers than we do, though of course our experience is always a bit worse due to the need to use an adapter.
Note that page with the infographic is talking solely about the fact that the Fast Charging Adapter is not compatible with Destination Chargers. This is because the AC pins are not populated on the adapter (it's not safe to do so for a dumb adapter; you don't want AC on the DC pins when charging at a Destination Charger, nor vice versa). It says nothing about future policies for Destination Chargers or other adapters that might be compatible with AC charging.Makes sense, in that the V2 chargers have older hardware that might not be adaptable to speak CCS, even if the firmware can be upgraded.
A bigger disappointment on the destination chargers. In particular when there are readily available aftermarket adapters which can let J1772 cars use Tesla AC chargers already, which means it would not be too hard to provide them to Ford drivers, either free or at a reasonable price. (The existing adapters are made in small volumes and not official.) While you can't upgrade the firmware in Tesla Wall Connectors so easily, Tesla's AC protocols and J1772 are already not so different.
The reason it's bad is that it delays the day when people putting Level 2 AC chargers in public locations and hotels switch to just using NACS at all stalls. Right now, if you are putting in such a station, you will lean to putting in J1772 because all cars, Teslas and others, can charge from that, but Tesla drivers need the extra step of using their adapter (with the additional pain of doing commands on the app to unlock it.) While new cars starting next year will have NACS on them, they will now need the adapter, and it will be many years before Level 2 stations default to NACS.
A shame.
Note that even with no CCS cars at V2 chargers, a system to allocate users to stalls would still be very useful for Tesla drivers at a V2 station which is >50% full, to let you know which stall will charge you the fastest.
Right. Annoyingly the way CCS is designed it's probably not practical to make an adapter that could work for both. I mean you could put the two Tesla main power pins to both sets of pins in the CCS adapter but you would put voltages on pins that while in theory should be disconnected, probably aren't a good idea. So maybe they will give/sell a NACS to J1772 adapter, and I hope that is indeed their plan, allowing people to just declare J1772 and CCS obsolete and not to be used for future stations after a while. (Some owners of older J1772 cars might have to buy an adapter, but there are enough Tesla destination chargers out there already it's worth having one.)Note that page with the infographic is talking solely about the fact that the Fast Charging Adapter is not compatible with Destination Chargers. This is because the AC pins are not populated on the adapter (it's not safe to do so for a dumb adapter; you don't want AC on the DC pins when charging at a Destination Charger, nor vice versa). It says nothing about future policies for Destination Chargers or other adapters that might be compatible with AC charging.
Seems like there can still be full utilization even with some needing to shift over half a stall to the right.
Many superchargers have space to the right either as a non-charging spot or even crosshatched area.
V3 Superchargers have liquid cooled cables, so any extension cable would have to be extra thick and heavy to carry the same current without overheating.Can’t they make an adaptor that also has a length of cord as an extension? Cars with problematic port placement could get these instead of just a short adaptor.
The Tesla/CCS adapter for Teslas has temperature sensors in it, and I will presume the magic dock adapter and the customer owned adapter have such sensors, so I think a cable could also have them.V3 Superchargers have liquid cooled cables, so any extension cable would have to be extra thick and heavy to carry the same current without overheating.
And I’m guessing it would also probably require temperature sensors at one or both ends to throttle the current in case of overheating at the connectors, like supercharger connectors do. Not sure how that would/could work.
Source for this claim? How does that temp sensor communicate with the vehicle/charger? There are some third party adapters that claim to have temperature protection, but AFAIK Tesla makes no such claims (the port and cable itself has temp sensors of course).The Tesla/CCS adapter for Teslas has temperature sensors in it, and I will presume the magic dock adapter and the customer owned adapter have such sensors, so I think a cable could also have them.
It doesn't communicate with the vehicle. If it overheats it breaks the connection on the pilot line, which causes both the vehicle and charging station to immediately stop charging.Source for this claim? How does that temp sensor communicate with the vehicle/charger?