Except, VW's bread and butter is still gas cars. They're not incentivized to herald EVs at all; if anything, they'd prefer it to go as slowly as possible so they can continue to make money off their gas fleet.
I consider any manufacturer that isn't making moves in that direction to be demonstrating an unserious attitude toward EVs. CCS is a total shambles in the United States and its headwind should cast doubt on any advertised optimism from manufacturers using CCS.
In this case while I prefer NACS myself, I'm worried that convincing a dozen manufacturers to switch standards is going to take much longer than just adding a second CCS connector to (many) Superchargers. Otherwise we could lose years to this, and still wind up with CCS everywhere.
This is very likely to happen considering that the EU wants to ban registrations of ICE powered cars in the same year.
I've charged a Tesla at EA a few times with a CCS adapter without issues.
Also, EVGo never seems to work.
First CCS cable I plugged in was broken or something because it would keep erroring out before charging. This is after 1+ min of using their app to connect to it each time (3 tries). Switched cables and it happened again on the first try. Tried again and it says it errored out again but starts charging. Obviously that is concerning but after 5+ mins of trying to get it started, I gave in. When I get back, my phone says it’s done and a $10 charge but the charger says $16. Check the app after and it says I was charged $16. Why is there such a significant discrepancy?
It’s such a backwards experience after using a supercharger where you just plug in and walk away.
I used to own an ID.4 (which was a great car in my opinion, but I recently moved from Dallas to Detroit and, ironically, was able to go car-free in Detroit).
I made a round trip from Dallas to Denver without any Electrify America charger issues in 2021 (no waiting times either).
I also made a round trip from Dallas to Detroit in September 2022 and I only encountered one (1) slow charger where I had to move my vehicle to the next available charger (I had to wait at an already full charging station for about 30 minutes at one (1) stop also).
I was pretty surprised by both trips in terms of the lack of hassles.
Today, I have zero reservations about driving any EV over long distances.
I was worried on my first Dallas to Denver leg, but after the trip was successful, my charging/range anxiety is gone for good.
Perhaps my experience would be different elsewhere in the US, but for the Midwest, my experience had been good.
Just my two cents…
I'm about as pro-EV as it gets and solar/wind.
Charging away from major interstates in the Midwest is very very very iffy if you aren't in a Tesla, and if you ARE in a Tesla it can get iffy if your destination doesn't have a home charger.
For US people, a 500 mile car really is where the sweet spot of convenience is becausee:
1) you're not going to charge it all the way up (unless you have LFP chemistry), so knock 5% off of it
2) you're battery will lose 10-20% range over the lifetime of the car, so we'll take off 10%
3) Winter can knock another 10-20% off of range
4) and of course since you need to plan ahead to the limited stations, you can assume you'll not want to get to the "vapors" and assume 10% is less.
5) fast charging is only to 80% anyway.
Suddenly, your 500 mile car is really a 300 mile effective range.
We really need some sort of range extending trailer or similar simple scheme.
I'm really disappointed there isn't any 50-100 mile all-electric range PHEVs ono the market. This is perfect for electrifying all my short and medium range trips, but makes the long distance a seamless experience until charging stations are up to snuff.
If the hydrogen lobby (not that I like them) had any sense they would have pushed fuel cells + 100 mile battery as an effective compact PHEV format (since IIRC fuel cells can use gasoline), that would have developed the fuel cell economies of scale, but since hydrogen and BEVs are mortal enemies, not likely to happen. I also had hopes that the "inside out rotary" patent from a few years ago or Mazda engineers would cook up a very compact rotary recharging engine, but alas that never came to be.
Toyota was the company best poised to do this format of car (arguably should have been working towards this since the Prius was introduced in 1997), but they were so ossified and fat from being at the top of the automotive industry for 40 years they sat on their hands as the entire BEV revolution passed them by. We'll see now that Toyoda is retiring...
As for range-extending trailers, Tesla cofounder J.B. Straubel had it right. The last time I linked to his "pusher trailer" on HN the response was surprisingly close-minded. I believe the reasoning was (paraphrased) "I don't believe it because I don't trust the builder that it works because I don't believe it."[1]
[0] https://idaoffice.org/posts/rebirth-of-opposed-piston-engine...
On a short road trip you can drive for 5 hours without stopping because you recover at your destination, but on a long one it's so much nicer to stop regularly.
Adding the complexity of a range extender for trips in the 3 - 5 hour range just seems silly.
My mind will only change when I see new generation EA DCFC post & charger that's designed for scale, high stall reliability, and a mean-time between service to rival that of Tesla's supercharger network.