And it's now NACS, not TPC anymore.
Tesla is not a standards organisation, therefore it cannot unilaterally decree something as a “standard”.
Get back to me when SAE has finished its work.
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And it's now NACS, not TPC anymore.
Tesla is not a standards organisation, therefore it cannot unilaterally decree something as a “standard”.
Get back to me when SAE has finished its work.
There was a whole lot that had happened before you came on the EV scene, about which you apparently are unaware.And to be clear I do wish that Type2 and CCS type 2 could have been everywhere. But Elon is elon, and he probably could have made that happen, but knowing the particulars of how he is he probably wanted to save money on the plastic used for the connectors and ports, haha.
It was a very dirty battle but Tesla was not wrong. Neither was Musk.
Conspiracies only apply in the USA.
In most of the rest of the world, Tesla initially used a modified Type 2 connector because the Tesla Proprietary Connector doesn’t support 3-phase AC charging, which made it a non-starter in most of the rest of the world.
Tesla now uses CCS2 exclusively in all of those markets, including Australia, and we are very thankful for that. We can plug into any DC charger anywhere in the country without an adaptor.
But Elon is elon, and he probably could have made that happen, but knowing the particulars of how he is he probably wanted to save money on the plastic used for the connectors and ports, haha.
Tesla is not a standards organisation, therefore it cannot unilaterally decree something as a “standard”.
Get back to me when SAE has finished its work.
There was a whole lot that had happened before you came on the EV scene, about which you apparently are unaware.
When Tesla started delivering the Model S, the CCS standard organization (SAE) was dragging their feet, delaying to ratify it. Additionally, the draft of the standard at the time was limited at 50 KW and unable to go higher.
It wasn't either a Standard, nor was what there was on a path to be any good.
The SAE had already changed from the J-1772 draft making compatibility issues for Tesla's deployed Roadsters trying to charge at 70 KW with a simple mechanical adapter so Tesla knew that the Standards committee could only agree on one thing - block Tesla.
Tesla really had little chance but to make their own charging equipment or have EVs that sucked as badly as the compliance cars that the rest of the auto industry was dumping out in hopes that EVs would die again.
After the Model S was beating everything on wheels, Porsche pushed to enable faster charging in the final CCS standard so their Taycan could have a chance to be competitive against what Tesla was putting on the road despite all of the standards roadblocks they had been pushing.
Remember also that Tesla's original plan for the Model S was to adopt the signaling from the draft CCS standard so that the CCS adapter would be a simple mechanical one like the J-1772 one but CCS pulled the rug out on them by changing it to be non-compatible with what Tesla had deployed. Tesla just put their heads down and proceeded until recently when they were able to come up for air and build dual-protocols into their cars.
It was a very dirty battle but Tesla was not wrong. Neither was Musk.
As far as connectors: One can easily use a NACS connector with one leg of a 3-phase circuit. Most of the public ones in the US work that way. They may imbalance the 3-phase but they work.
European EVs were irrelevant until after Tesla was growing strong. As I mentioned before, they were smugly belching sulphur from their diesel microcars that cheated emissions tests and were breaking tall people's backs and necks. Many of us in the US were actually trying to solve the issues of the world.There are regions in Europe where you cannot put more than a certain amount on 1 phase (16A from what I can see), so NACS on AC charging would not get very far there (plus more 3 phase being available in general).