Both Ford and GM have only recently announced their intentions to install the Tesla NACS port in future vehicles. This might be the beginning of a far more effective charging infrastructure for electric vehicles in the United States, especially if both companies work together. It’s possible that things will appear even more precarious before they begin to improve.

Ironically, the transition to NACS will result in both GM and Ford abandoning a standard that they were instrumental in developing.

The CCS regular was initiated in 2011 by a collaborative effort between automakers from the United States and Germany, and it was eventually taken over as a responsibility of CharIn, which is comprised of automakers, suppliers, and other stakeholders. The CCS1, also known as the SAE Combo 1 version of the quick-charging standard for the United States, was first installed in a production car by GM in 2014. That vehicle was the 2014 Chevrolet Spark EV. In addition, the BMW i3 was one of the very first vehicles offered for sale in the United States that was equipped with the charging standard.

[Photo by Tom Moloughney] A 2014 BMW i3 REx charging at a high pace at a Chargepoint web page in June of 2016.

By the time that considerable quantities of CCS speedy-chargers have been remaining implemented in 2015, CHAdeMO speedy-chargers and Tesla Superchargers had currently turn out to be substantially extra extensively offered on the West Coast of the United States. Because Tesla was seen as a proprietary standard, several automakers wavered between CHAdeMO and CCS before deciding to go with CCS in the end. CHAdeMO was the loser in this battle. For example, Volvo began using CCS in 2016, while Hyundai and Kia committed to using CCS in 2018, immediately after experimenting with a combination of CCS and DC Fast Charging with its electric vehicles up until that point.

Nissan said in July of 2020 that it was prepared to move away from the CHAdeMO quick-charging standard it had been using with its Ariya crossover SUV and make the transition to the CCS-format DC quickly-charging standard instead.

This, along with the apparent superiority of CCS’s complicated functionality, which, for example, enables the Porsche Taycan to charge at 800 volts and 350 kilowatts, gave CCS the impression of being the technology of the long term. The transition of Tesla to CCS in Europe also contributed to it.

Tesla Supercharger

In spite of this, in the United States in 2023, there will continue to be three fast-charging benchmarks for electric vehicles: CHAdeMO, CCS, and Tesla (also known as NACS, or the North American Charging Method). And as NACS progresses towards its V4 version, it may soon be able to charge individuals 800V automobiles that were initially meant for CCS at their maximum price.

There are just two new vehicles on the market that come equipped with a CHAdeMO quick-charge connector, and those are the Nissan Leaf and the Mitsubishi Outlander Plug-In Hybrid.

It is quite improbable that there will be a new electric vehicle equipped with a CHAdeMO connection after the middle of the next decade, which is approximately when manufacture of the current Leaf is anticipated to end. Beginning in 2026, there is a good chance that a successor will be produced.

But between CCS and NACS, it still leaves two competing standards for electrical vehicle quick-charging for the foreseeable future. This is how they assess it presently across a variety of ports in the United States.

CHAdeMO vs. CCS vs. Tesla (NACS) – Comparison by the United States Choice Fuels Knowledge Middle, 6/16/2023

Ford and GM have shifted to a new standard that requires significantly fewer charging stations than the existing one because it is considered to be obsolete.

According to the most recent data from the Department of Electricity, there are a lot more rapid-charging stations giving the CCS connector than there are supplying the Tesla connector. There are 5,235 rapid-charging stations providing the CCS connector, while there are only 1,803 providing the Tesla connector.

In a more technical sense, the DOE depicts it more as ports as opposed to connectors; these ports reflect the number of motor vehicles that can be billed simultaneously.

Having said that, there are significantly more ports for Tesla and NACS in the United States than there are for CHAdeMO and CCS combined.

Over the course of a number of years and at a number of different times, Green Automobile Reviews has scrutinised the compatibility of each and every standard. CHAdeMO had around a two-year head start on CCS when it came to the number of stations, but CCS had not yet caught up to CHAdeMO. In 2019, CHAdeMO continued to be the clear victor over CCS despite the fact that it occurred two decades earlier. However, in the calendar year prior to that, in 2019, CHAdMO was the victor in terms of availability by stations, despite the fact that it was beginning to lag behind by outlet.

Hood River, Oregon, July 2020: Electrifying the United States’ hardware with CCS and CHAdeMO

The CHAdeMO connector provides almost as many connectors as are available in total. It is used to keep Nissan Leafs and a couple of other secondhand electric vehicles charged up while they are travelling. And although if the vast majority of CHAdeMO connectors do not really charge at more than 50 kw (a small selection of them charge at 125 kw), there are also a lot more stations supplying them than there are giving Tesla connectors.

In the past week, there has been a groundswell of charging gear companies and charging networks embracing the NACS standard on many different levels. It’s also possible that Stellantis will swiftly join us. This past week, it sent the following statement to Reuters: “At this time, we continue on to evaluate the NACS normal and seem ahead to talking about more in the foreseeable future,”