While I agree on this "if" (at least to a large degree), I otherwise think Tesla's connector is a significant improvement in terms of facilitating customer acceptance outside the enthusiast/early-adaptor group. We'll be living with these technologies for a long time, and just as Nissan and GM decided not to use the Roadster connector, I think it is the right decision for Tesla to their superior all-in-one connector.
Tesla never released the Roadster connector, it was never standardized. So nobody was able to use it
As a Roadster owner you couldn't even get your hands on one unless you bought a whole new charging cord.
Foremost, for electric cars with a range of the Model S, it is absolutely the right thing, outside home/office charging, to focus on DC fast charging below 1 hour. You appear to mention this only in passing, and that is where in my opinion you are missing the point.
We are really going to keep disagreeing on this point ;-) (See my comments below on the next quote)
- With 10 kW, theModel S Level 2 charging is still 3x the Leaf, and 1.5x the Ford Focus and future Leaf. Level 2 stations currently installed have mostly 7 kW only.
- I cannot say anything about whether every EV should have 19.2 kW charging since I don't know the cost factor and other implications it would have. However there isn't an existing 19 KW network of significant coverage, and while I respect the community efforts being made, they don't seem to be something Tesla could rely on for future mass-market cars.
Let me shed some light on my situation, as a
European. I drive a lot, long distances through different countries. I'm convinced it is possible with a Model S without DC charging (although I really like 50/90kW charging!). When I'm driving around I usually have various stops of multiple hours.
DC charging won't be needed, but higher power L2 will. I don't want to make this a "3-phase discussion" again, so I'll try to stay away from that. But simple fact is, we'll be limited to 16A single-phase in MOST of the times when the Model S will be sent to Europe the way it was presented.
I take the ferry to the UK quite often, onboard the ferry they offer 3x16A (11kW) or 3x32A (22kW) charging. The trip is about 5 ~ 7 hours (depends on the line I take), so with 11kW I could reach a high SoC. I won't be fully depleted when I get there.
When I'm in the UK I'll arrive at my hotel and charge there again, but that hotel could easily be about 400km from the ferry. A overnight charge with higher power (~10kW) would get me filled up for the next day.
Sure, I could visit a fast charging station with 90kW the next day and not charge at the hotel. But I would be wasting 45 min there while my car could have charged overnight. What's the point for the fast charger there?
The next day I play my tournament and drive back to the ferry and charge on the ferry again. This way I did a +/- 1000km trip in about 36 hours without using a fast charger, only using Level 2 charging at the points where I was for a few hours.
- Level 2 connector: I'd prefer using Tesla's connector at home and for the UMC, and don't mind an adapter for the few cases where I might use one elsewhere (currently can't think of any, knowing my previous ICE driving habits). I would in fact have had no use for external Level 2 charging, other than overnight, in my whole life. This may be easily be different for Leaf and Volt owners with their much smaller ranges.
Here it really depends on what your intentions you have with the Model S.
I live on a "
remote" location, so whenever I need to go somewhere I'm looking at a at least 300km round-trip. Possible with the Model S, but also when I'm driving at 130 ~ 140km/h with A/C or heater on? Could be though
- using 50 kW CHAdeMO: good point, although in the US none exists yet, and Tesla so far does not have much catch up to do. ANother question is if Nissan is fine with Tesla cars using CHAdeMo chargers (they might have conditions not seen favorable by Tesla). However, with Tesla building a 90 kW network, I consider this of secondary importance. Personally, I would welcome Nissan or other car companies using the Tesla connector for future 90 kW capable cars, though, and them building a joint network of 90 kW. AGain, given the capability of the Model S, a 50 kW network does not seem all that interesting for Model S owners.
Here we are seeing the difference between Europe and the US again. In Europe the CHAdeMo chargers are "popping" out of the ground. I want to be able to use them, even at 50kW. 50kW is better than 0kW, isn't it?
I won't be arriving fully depleted at these stations and I probably do not need to leave with a 100% SoC all the time. I might just only need 25kWh to get to my destination. That would mean a 30 min charge at 50kW, fine with me! With the WiFi access point probably being available in the Model S I could kill some time by working my way through my INBOX or spamming at this forum.
Tesla should not be dictating how or where we charge the car. The world is divers, so many different parts of the world where various conditions ask for other charging habits/methods. The car should not limit you in that, it should support the driver/owner in the best way to get the maximum out of the car.
I just want to get rid of my ICE!
