This description confuses me...
The DC+, DC-, and GND pins look to correspond. But NACS has 2 other pins. CCS1 has 4 other pins, and CCS2 has 6 other pins.
I assume there is some protocol on the other pins. A supercharger can read the car's VIN, for example. And some power/charge-state negotiation? Is all of this excluded from the NACS spec? Do CSS1 and NACS have compatible negotiation protocols?
The CCS1 has the CCS communication pins, a big DC- and DC+ pin, and also three extra pins for AC slow charging (Line 1, Neutral or Line 2, and Protective Earth/communications ground). CCS2 has the DC pins, the communication pins, AC lines 1, 2, and 3, AC neutral, and protective earth/communications ground.
NACS has DC+, DC-, CP, PP, and a ground. Instead of sticking the bulky AC->DC converter in the car, NACS vehicles stick it in the charging station. That means an AC charger can't be as simple (it needs to convert to DC) but also that the car doesn't have to carry around something it only uses while charging.
NACS is slightly more complicated from a car perspective, as it requires the car to switch between DC and AC paths. There is literally no change from a charger perspective besides the handle, as chargers are not ever designed to be multi-purpose DC vs. AC.
> After a decade of being trounced by Tesla Inc., this was supposed to be the year that traditional automakers finally put up a fight for electric cars. General Motors was committing its biggest brands to a new line of electric models; Ford and Volkswagen were ramping up production of EVs designed for the masses. It was, many predicted, time for the automotive world order to re-assert itself.
> Things haven’t turned out that way. Ford’s vaunted F-150 Lightning has been outsold by the R1T from Rivian, a startup that sold its first vehicle just two years ago. GM’s lineup of new EVs has suffered crippling setbacks in battery manufacturing. In July, Volkswagen Chief Executive Officer Thomas Schaefer succinctly summarized his own company’s EV competitiveness: “The roof is on fire.”
> With just three months remaining, 2023 has been less a redemption story for legacy automakers than further evidence of their quagmire. In the US, Tesla has been expanding production about as fast as all of its competitors combined. The Austin, Texas-based EV maker accounts for 61% of fully electric cars ever sold in the US, making it more dominant in EVs than Apple is in smartphones.
https://archive.ph/jfnHS | https://www.bloomberg.com/news/articles/2023-10-05/where-is-... ("Tesla's Year of Price Cuts Exposes Crisis for Legacy Auto")
Additional citations: https://www.teslarati.com/tesla-energy-highest-margin-busine... ("Tesla Energy is becoming the company’s highest margin business: Elon Musk")
https://digitalassets.tesla.com/tesla-contents/image/upload/... ("Tesla Q3 2023 Update")
Gas stations (very roughly speaking! lots of Superchargers are colocated at grocery stores, malls, and other places humans can comfortably dwell for 15-30 min) don't want to front the hundreds of thousands of dollars per station for the equipment, so Tesla did. Paid for out of Model S and X margins early on, and more recently through profits from total sales.
> “To dive deeper into this sum-of-the-parts valuation, we modeled & projected out Tesla’s supercharger network, taking into account access & revenues from other OEMs using stations across the United States. Ultimately, we estimate that Tesla’s supercharger business will be roughly 3%-6% of total revenues, translating to a $10 billion – $20 billion business by 2030.”
https://www.teslarati.com/tesla-tsla-20b-revenue-access-supe...