"New" Sources of Tesla 'OEM,' Tesla-like, and/or Third-Party CCS1 Adapters

Due to information/product vacuums caused when Tesla allegedly stepped in and prevented further sales of Korean CCS1 adapters to North America (e.g., by helpful businesses like Harumio), several new potential sources of adapters originated in 2022.

September 21, 2022 Update: Tesla North America has (finally) released its CCS1 adapter to Canadian and U.S. customers. The adapter is available to all (four) Tesla models, provided cars are CCS-enabled. [Hardware/software retrofits are now available from Tesla for cars currently without CCS capability.]

December 26, 2023 news tidbits: (a) Still no Tesla-provided CCS hardware/software updates for non-CCS-compatible Models 3 & Y; but maybe as soon as next month (January 2024)? (b) As discussed elsewhere, the scheduled adoption, now by almost all electric car manufacturers, of the NACS (North American Charging Standard--i.e., the original 2012 Tesla Proprietary Standard plugs and ports) suggests that the CCS standard may (join CHAdeMO and) become a dying technology in North America in coming years. (c) A2Z, a Canadian firm partnering with Asian manufacturer Olink, is now offering the first (to my knowledge) working combined CCS1 (DC)-J1772 (AC) adapter.

"New" (in 2022) Sources of CCS1 Adapters
(Grouped by type.)
​

Source​	Price​	Specific Notes​	Availability (in NA)​
		Genuine Tesla Adapter​
Tesla (North America)​	$250(US) $175(US) $250 $325(CAN) $340(CAN) $240(CAN) $345(CAN)​	Available on the Canada and U.S. Tesla websites. Owner's manual here. For Models S, X, 3, and Y. Car must be CCS-enabled. As of February 2023 factory-approved hardware retrofits (including parts and labor) for non-CCS-enabled cars were available for Models S and X. As of March 2024 CCS hardware upgrades for North American Models 3 and Y (that need them) are available for order on the Tesla website.. While waiting for Tesla to release hardware retrofits, some drivers of non-CCS cars tried successful DIY (do-it-yourself) procedures to enable CCS charging in certain 2021 cars and in older vehicles (particularly Models 3 & Y). See numerous postings, starting with this Thread. I assume that with Tesla factory retrofits now available, DIY efforts will diminish in popularity.	AVAILABLE.​
		Tesla-Adapter Copies​
Hansshow (China)​	$325 $294 $319 $250 $235 $246 $251 $239 $216 $230 $203 $175 $161 $132 $116.50 $119*​	Hansshow/Hautopart adapter may also be found on TesPlus website (for $200 $140).​ See website for technical specifications.​ Stated to be for Models S, X, 3, & Y (car must be CCS-enabled).​	AVAILABLE.​
Lectron (Hong Kong)​	$250 $200 $170 $185 $180 $165 $155 $140​	See website for technical specifications. Claimed to be compatible with "all Tesla models." Car must be CCS-enabled. Graphic imagery suggests that this may be a different product than the Hansshow/Hautopart adapter.	AVAILABLE.​
		Independently-designed Aftermarket Adapters​
A2Z Shop (Canada)​	$293 $270 $227 $195 $175 $150 $121*​	Brand name: "Thunderstorm Plug." Combined CCS1 and J1772 adapter in one. Sold by registered TMC vendor (information available via @A2ZEVSHOP) See website for technical specifications. Design and engineering input originated from this North American company with business ties to: Manufacturer Huizhou Olink Technology Co., Ltd. (China) Works with applicable Models S, Ǝ, X, and Y, but: Car must be CCS-enabled. Note #1: Website CCS1 price may vary slightly, probably due to fluctuating Canada-to-U.S.-dollar rates. Note #2: Other CCS1-related accessories (e.g., lock, case, ECU) are also available from A2Z Shop.	AVAILABLE.​
		In Development​
Electway (China)​	-na-​	See website for more information. In size and general shape, reminiscent of the original SETEC CCS1 adapter (see below). Possible release in, when?--2024?	Currently Unavailable.​

* Includes shipping to North America.

Note: Adapter images are not to the same scale.​

Comments:

• USE FOR AC J1772-PLUG CHARGING? - Some/all J1772 plugs can be inserted into the upper circular socket of many CCS1 adapters. This perpetuated the previous misconception that all CCS1 adapters could be used to accept J1772 plug-outfitted charging cables. That is still untrue. Most CCS1 adapters are exclusively for DC charging, while J1772 plugs are used for AC Level 2 charging.
  |
  However, there is news on this front: The latest A2Z Thunderstorm adapter will apparently handle both DC and AC charging. See that website for more information.
  |
  Meanwhile, the other CCS1 adapters listed in this post are (afaik) still not usable with any J1772 AC cable-plug device. So normally a CCS1 adapter is not necessary for AC charging (from 240v wall outlets and at Level 2 charging stations). TMC members have convincingly demonstrated (via photographs) that most other Tesla and aftermarket CCS1 adapters seen so far lack certain key electrical connectors necessary for AC J1772 charging (see here). Again, the A2Z adapter is apparently the exception. But for other CCS1 adapters, for a North American Tesla you can use AC charging equipment with J1772 plugs only with a proper J1772 adapter (now including the A2Z CCS1/J1772 adapter).
  
  
  
  
  
  
  
• CHARGING LOCKS - Adapters designed for use in North American Tesla cars routinely come with a locking notch (at the bottom of the Tesla proprietary [TPC] plug that inserts into the charging port) that will prevent most unintended adapter-removal (i.e., theft) from the port during a charging session. Some manufacturers/suppliers are also addressing the second undesirable issue of having a CCS1 cable-plug/handle prematurely removed from the other end of the adapter during charging. See individual supplier webpages about any features designed to prevent undesired cable removal.
  
  
• INTERNAL DESIGN - Most third-party CCS1 adapters appear to have a relatively simple straight "pass-through" circuitry design (with no or minimal amounts of solid-state circuitry components), as does the OEM Tesla adapter (I believe). The original SETEC adapter--with its battery-powered, CHAdeMO-mimicking software/hardware and 50kW charge rate maximum--is the notable exception.
  
  
• CCS COMPATIBILITY - CCS1 adapters that lack on-board control circuitry (i.e., most/all adapters other than the original SETEC device) require that the car be "CCS-enabled." (In other words, some kind of CCS-allowing control electronics must be present inside either the adapter or the car.) In general, most Teslas from early 2020 to June 2021, and from November 2021 to present are so enabled; but check your car's CCS status before purchasing an adapter.
  • To check CCS status:
    
    • Center Touchscreen Display.
    • "Software" screen.
    • Choose "Additional Vehicle Information" link.
    • Examine "CCS adapter support" status. Status should appear as either "Enabled" or "Not installed."
  • If "Not installed" (CCS incompatible), owners of Models S, X, 3, and Y can now purchase hardware/software updates from Tesla. There were also clever DIY (do it yourself) workarounds for Models 3 and Y before the factory retrofits became available.
    ...
• ADVERTISED CHARGING RATES - For several reasons I am no longer reporting charging rate specifications; in part because the new (2022) adapters all claim a maximum charging rate of at least 150kW, up to 250kW (as does the Tesla OEM adapter).
  
  TMC Forum posts report widely varying charging rates for seemingly all CCS1 adapters (both Tesla and third-party). The reason is apparently that many conditions and factors--e.g., car model, age, and condition; the battery's initial charge level and temperature at the start of a charging session; and additional factors--may affect maximum and ongoing charging rates at any particular time. Clearly the design and condition/health of the particular charging station being used makes a difference (with variation even seen among charging stations of the same company and at particular stations on different days). Also important: exactly when a reading is taken during a charging session. Charging rates rise and fall naturally over the course of a full session (here is one example). When a car starts with a relatively low battery level (say at 20% capacity), a moderately-high start, followed by an aggressive ramp-up, and then a gradual decline is commonplace.
  
  Taking all this into account, a single charging rate index number may not be a particularly helpful (or honest) decision-making factor. Better, perhaps, would be a series of comparative charge-session graphs with conditions held relatively constant (e.g., 20%-to-80% charge sessions, batteries preconditioned to best operating temperatures, moderate ambient temperatures, use of the same charging station, etc.). Clearly we need someone like Tom Moloughney (YouTube "State of Charge" Channel) to objectively test, side-by-side, all the CCS1 adapter alternatives. In addition to comparative charge rates, I would also be interested in internal design, and build quality. (But I certainly do not want to dissect my own, or indeed any, precious CCS1 adapter to investigate.)
  
  It is still early days, but one (still untested, afaik) hypothesis is that adapters with straight "pass-through" circuitry designs (including the Tesla OEM device) will all perform in generally similar fashion given the same conditions. If that proves true, the choice of product then comes down to factors other than maximum rate of charge; such as build-quality, safety features, cost (and we are seeing aftermarket sellers actively match or undercut the Tesla adapter price), size and weight, availability, brand loyalty, purchase convenience, customer service, and so forth. I haven't looked inside an adapter, but I imagine that the size/bulk, design, and metallurgical content of electrical contacts and conductors may be important (e.g., for resistance and hence energy loss through heat). This is DC high-voltage fast-charging, so you want beefy components here, people. Consider the analogy of making a purchase choice from among various brands of NEMA 14-50 wall receptacles with different prices and/or construction/designs. They all work, but...(BUY HUBBELL!--or, even better yet, a Tesla or name brand wall connector.)
  
  
• CAVEATS - Information (e.g., prices, descriptions) on some sites can change frequently and unexpectedly. Some initial products and websites are no more. Again, be cautious. After a long wait, adapters (and now CCS hardware upgrades for Models S & X) for are finally available from Tesla in North America. Therefore, many might now argue that the genuine CCS1 adapter (and factory hardware retrofits if needed) from Tesla in North America are the safest course. But will Tesla supplies be consistently adequate to meet demand? We'll see. (As of 03/8/24, Tesla's ongoing stock of CCS1 adapters appears to remain satisfactory.)
  
  
• CURRENCY - Prices listed here are in US dollars.
  
  
• CAUTION - Please note the alert (in red) at the bottom of this post.
  |
• For drivers whose cars are still incompatible with most CCS1 adapters and who, for whatever reason, prefer not want to use the original SETEC/Lectron CCS1 adapter (below), Tesla/aftermarket CHAdeMO adapters are still sometimes available (used/new) (e.g., on Craig's List), and are are alternative source for DC charging at the remaining stations in North America. At about a maximum of about 50kW, performance is similar to the SETEC/Lectron CCS1 adapter but without the hassle of software update incompatibility. CHAdeMO adapters are somewhat bulky*, however.
  |
  
  
  
  Tesla CHAdeMO Adapter
  |
• Finally, with recent (2023) inroads by Tesla into having its proprietary charging standard become the so-called North American Charging Standard (NACS)--adopted by more and more manufacturers of electric cars sold in North America (latest count appears to show that almost all NA electric cars will adopt the NACS within a couple of years)--it is easy to envision a time in the near future when virtually all new and many modified NA electric battery-powered vehicles will use the simple AC/DC Tesla standard plugs and ports. If that happens, the CCS1 standard could conceivably become obsolete. For now, though, CCS1 adapters remain a worthy accessory for Tesla drivers who travel extensively.

_____
* @wk057 has a bench-top dissection of a CHAdeMO adapter here, showing all the control circuitry necessary (hence the CHAdeMO adapter's larger size, by the way).

Prior Sources of CCS1 Adapters
(In order of release?)​

Source​	Price​	Specific Notes​	Adapter Type​	Availability (in NA)​
EVHub (Ukraine)​	$525​	Car must be "CCS-enabled." Availability curtailed by Russia's war against Ukraine. First available for sale in 2020.	"Aftermarket" Straight "pass- through" circuitry.​	Currently unavailable.​
SETEC/Lectron (China)​	$640 $300​	Unlike other adapters here, charges at a 50kW maximum rate. Requires onboard battery. Runs off firmware that may require frequent updates. Not always compatible with Tesla vehicle updates. Can be used in any model; car need not be CCS-enabled. First available (in North America) in late 2020.	"Aftermarket" Hardware/software used to mimic CHAdeMO technology.​	AVAILABLE.​
Tesla (Korea)​	~$227 (US)​	See website (and use Google translate if necessary) for technical specifications. Translation of owner's manual here. Car must be "CCS enabled." Ostensibly for Models 3/Y only (in actuality works with all CCS-enabled models). Includes locking pin to help discourage unintended CCS1 cable-plug detachment. Made for Tesla-Korea by Pegatron of Taiwan. First available (in Korea) in 2021. For a few months in 2022 was available to North American customers through selected Korean shopping/shipping businesses (e.g., Harumio).	"Tesla OEM" Straight "pass- through" circuitry.​	AVAILABLE (in Korea).​

Disclosures and Alerts:

• In 2022 I purchased two Tesla-Korea CCS1 adapters, along with aftermarket cases for those adapters, from Harumio in South Korea. (I found the process painless and convenient and staff there helpful and professional.) I paid the standard Harumio retail prices. I do not own, nor have I seen or handled, any of the other CCS1 adapters.
  
  
• More importantly, I have not received, nor am I or will I be receiving any payment or compensation in any form whatsoever from any company or individual regarding CCS1 adapters (or for that matter any other Tesla- or auto-related issue). All opinions, right or wrong, offered in this post are my own.
  
  
• The third-party CCS1 adapter market continues to be competitive. Product specifications and information (especially availability and prices) can evolve suddenly and unexpectedly as the market adjusts to recent events. Therefore, information included here may be in error or out-of-date. If you choose to purchase a third-party product, always check with the seller for the latest information and discounts before buying. As with other Tesla-applicable accessories, consumers now have a choice of factory or aftermarket products.

 

[metroplex]

Sincerely: really? Wow!

I am relatively inexperienced in this. I have only Supercharged a handful of times--worked great. I have a ("collectible" Korean Tesla) CCS1 adapter and tried it once at a local Electrify America spot and it worked fine, also. Along with my (chunky) CHAdeMO adapter, my CCS1 adapter remains unused (in its Harumio case) in the trunk.

So I am disappointed to hear reports (from you and others) that CCS charging is problematic.

The sooner North America switches to the NACS, the better, imo.

Let me put it this way.

Across from GM's Tech Center in Warren, MI - there are 4 relatively new EVGo fast charging stations installed near a gas station. I think it was partially funded by GM because I recall seeing a sign about GM's future EV program on the charging units. These all have Chademo or CCS1, no NACS because they were installed about 1-2 years prior.

On a given day, you will see Equinox EV, Blazer EV, Hummer EV, and Silverado EV all the time hanging around getting charged up. I talked to the drivers and they were all tight lipped about what they were driving or doing. The cars all had Manufacturer plates. I often see the same drivers. I know they often drive out to Milford from the Tech Center to do additional testing/validation/whatever.

So while the Equinox/Blazer/Hummer/Silverado EVs are relatively new, they are often driving around. And 2 out of those 4 stations are always out of order. I even told them this, they made phone calls, and it still really hasn't improved much.

I'll see a Tesla from time to time running a CCS1 adapter, but other than the GM prototypes, it's mainly Mach-E, Bolt, and the occasional Lightning. But most of the time only 2 stations are working. I hear this quite a bit with commercial fast charging places.

 

[metroplex]

Let me put it this way.

Across from GM's Tech Center in Warren, MI - there are 4 relatively new EVGo fast charging stations installed near a gas station. I think it was partially funded by GM because I recall seeing a sign about GM's future EV program on the charging units. These all have Chademo or CCS1, no NACS because they were installed about 1-2 years prior.

On a given day, you will see Equinox EV, Blazer EV, Hummer EV, and Silverado EV all the time hanging around getting charged up. I talked to the drivers and they were all tight lipped about what they were driving or doing. The cars all had Manufacturer plates. I often see the same drivers. I know they often drive out to Milford from the Tech Center to do additional testing/validation/whatever.

So while the Equinox/Blazer/Hummer/Silverado EVs are relatively new, they are often driving around. And 2 out of those 4 stations are always out of order. I even told them this, they made phone calls, and it still really hasn't improved much.

I'll see a Tesla from time to time running a CCS1 adapter, but other than the GM prototypes, it's mainly Mach-E, Bolt, and the occasional Lightning. But most of the time only 2 stations are working. I hear this quite a bit with commercial fast charging places.

Just saw a row of 3 Hummer EVs (the pickup version) this morning. Looks like they got at least 3 of the EVGo's working now.

 

[eevee-fan]

Looks like EA updated their TOS to only allow 'adapters sold by automakers'. I wonder how it's possible to enforce that seeing the CCS adapter is just straight pass-through.

 

[MP3Mike]

Looks like EA updated their TOS to only allow 'adapters sold by automakers'. I wonder how it's possible to enforce that seeing the CCS adapter is just straight pass-through.

They can't just like EVgo can't enforce their similar policy that they have had forever. But what it means is that if you use a third-party adapter and something happens that damages your car and/or their equipment, you are likely 100% responsible for all of it. (Even if it was their equipment that sent a surge and damaged everything.)

 

[eevee-fan]

They can't just like EVgo can't enforce their similar policy that they have had forever. But what it means is that if you use a third-party adapter and something happens that damages your car and/or their equipment, you are likely 100% responsible for all of it. (Even if it was their equipment that sent a surge and damaged everything.)

Or maybe EA should just provide both CCS and NACS, again, like EVgo.

 

[jsight]

Or maybe EA should just provide both CCS and NACS, again, like EVgo.

It sounds like that is coming.

 

[doghousePVD]

I just back from a trailer road trip to Nova Scotia. I had a basically unused Chademo with me, which I needed a lot.

All the non-Tesla chargers were dual Chademo/CCS. Most had a top charging rate of 50 kW, even for CCS. A few had a top rate of 25kW. This is the published maximum, not my batteries being cold or almost full. I think only one charger had a higher-speed option with CCS.

Over half the stops I had to wait. Charging at 24 kW is barely better than a 80 A Destination Charger (My 2018 X can charge at 72A)

My biggest surprise was that CCS would not have improved my charging experience. I’ve never charged successfully with Chad in the US.

I could not have done the Canada trip without Chad.

 

[tps5352]

...(My 2018 X can charge at 72A)...

Interesting. How does that work? Does it have dual onboard chargers (like you could install in older Model S)?

Did it come like that, did you order that function from Tesla special, or was it installed as an aftermarket product?

Do you use a Gen 2 High Power Wall Connector at home set to 72a?

*****​

I searched and found some other posts about the higher amp charging ability of (some?) older Model X. I'd still be interested in your input.

Meanwhile, it is interesting how Tesla has seemed to 'dial-down' the maximum AC charging amperage over time. For example...

• Gen 1 mobile connectors were maximum 40a; Gen 2 MCs are max 32a.
• Gen 2 HPWCs could accept up to an 80a AC circuit (assuming the proper wiring and breaker). Gen 3 WCs max out at 48a.
• Some earlier Models S & X could apparently charge at higher AC amp rates. Today's cars are limited to 48a AC, I believe.

I hypothesize that this trend was purposeful--but perhaps not originally anticipated--as over time the company and customers realized that most at-home charging is overnight, when higher power is just not normally necessary (to fully charge in, say, around 10 hours on a 240c AC circuit).

The bottom line is that drivers definitely benefit greatly from high-power, rapid charging for distance travel. So we see that DC charging equipment has gotten more powerful and will probably continue along that path in order to try and achieve those average gas-station stop times (e.g., somewhere between 5-15 minutes). (Remember those?)

For day-to-day, short-distance commuting and around-town errands overnight home charging (at 32a AC or even less) has often been proven adequate.

Since history has demonstrated that the higher the amperage, the greater the chance for at-home issues (e.g., due to inadequate, cost-cutting, DIY and professional installations), Tesla is probably happy to reduce liability concerns by now tamping down maximum AC charging strengths.

 

[doghousePVD]

Interesting. How does that work? Does it have dual onboard chargers (like you could install in older Model S)?

Did it come like that, did you order that function from Tesla special, or was it installed as an aftermarket product?

Do you use a Gen 2 High Power Wall Connector at home set to 72a?

*****​

I searched and found some other posts about the higher amp charging ability of (some?) older Model X. I'd still be interested in your input.

Meanwhile, it is interesting how Tesla has seemed to 'dial-down' the maximum AC charging amperage over time. For example...

• Gen 1 mobile connectors were maximum 40a; Gen 2 MCs are max 32a.
• Gen 2 HPWCs could accept up to an 80a AC circuit (assuming the proper wiring and breaker). Gen 3 WCs max out at 48a.
• Some earlier Models S & X could apparently charge at higher AC amp rates. Today's cars are limited to 48a AC, I believe.

I hypothesize that this trend was purposeful--but perhaps not originally anticipated--as over time the company and customers realized that most at-home charging is overnight, when higher power is just not normally necessary (to fully charge in, say, around 10 hours on a 240c AC circuit).

The bottom line is that drivers definitely benefit greatly from high-power, rapid charging for distance travel. So we see that DC charging equipment has gotten more powerful and will probably continue along that path in order to try and achieve those average gas-station stop times (e.g., somewhere between 5-15 minutes). (Remember those?)

For day-to-day, short-distance commuting and around-town errands overnight home charging (at 32a AC or even less) has often been proven adequate.

Since history has demonstrated that the higher the amperage, the greater the chance for at-home issues (e.g., due to inadequate, cost-cutting, DIY and professional installations), Tesla is probably happy to reduce liability concerns by now tamping down maximum AC charging strengths.

The 72 A charging was standard on the 2018 X I bought. Some cars earlier than mine charge at 80 A. Soon thereafter the max charging rate was dropped to 48 A on new cars. The Gen 2 EVSE works up to 80 A. I set one of mine to 72 A on a 90 A circuit breaker. The second one was in a building with less power so I set it to 64A on an 80A breaker.

I have definitely used the higher amps during the day many times. Many destination chargers (installed in parks, etc. ) are Gen 2 and provide at least 72 A. A few hours hiking and one is significantly recharged.

It definitely is a step back with less AC charging available. When I bought my car there was only one Supercharger in in Maine, and I often had to charge during the day. Now there are 17 SC (and two more coming) so recharging during the day is barely ever needed.

 

[tps5352]

While taking a moment to revise/update the original post, I was surprised to find that A2Z is now selling a modified CCS1 adapter that apparently allows AC as well as DC charging. In other words, their adapter is a combined CCS1 and J1772 adapter.

I cannot speak to the quality of the product, but assuming that it is well made this seems like a convenient innovation, to me.

Also, I was disappointed to see that Tesla CCS1 adapter prices had risen again.

 

[Hiline]

While taking a moment to revise/update the original post, I was surprised to find that A2Z is now selling a modified CCS1 adapter that apparently allows AC as well as DC charging. In other words, their adapter is a combined CCS1 and J1772 adapter.

I cannot speak to the quality of the product, but assuming that it is well made this seems like a convenient innovation, to me.

Also, I was disappointed to see that Tesla CCS1 adapter prices had risen again.

Tesla has probably stopped producing these adapters since in the near future all new electric cars will use the Tesla charging standard. Everyone who needed an adapter has already bought one at this point.

 

[ItsNotAboutTheMoney]

Tesla has probably stopped producing these adapters since in the near future all new electric cars will use the Tesla charging standard. Everyone who needed an adapter has already bought one at this point.

If they stopped producing Tesla CCS adapters I think it'd be to focus on production of CCS to J3400 adapters.

 

[tps5352]

Tesla has probably stopped producing these adapters since in the near future all new electric cars will use the Tesla charging standard. Everyone who needed an adapter has already bought one at this point.

You may be right. But Tesla has not come out with the CCS-compatible upgrade for Models 3 and Y yet, correct? (Next year?) So is Tesla still hoping to sell adapters to the large early Models 3 & Y audience?

There is a lot of CCS1 competition by aftermarket companies. So difficult to know exactly what Tesla is planning.

 

[Hiline]

You may be right. But Tesla has not come out with the CCS-compatible upgrade for Models 3 and Y yet, correct? (Next year?) So is Tesla still hoping to sell adapters to the large early Models 3 & Y audience?

There is a lot of CCS1 competition by aftermarket companies. So difficult to know exactly what Tesla is planning.

My point is CCS1 is becoming irrelevant in the US, so Tesla sees no point in producing more adapters. In a couple of years, all new DCFC stations will use the Tesla charging standard.

 

[tps5352]

My point is CCS1 is becoming irrelevant in the US, so Tesla sees no point in producing more adapters. In a couple of years, all new DCFC stations will use the Tesla charging standard.

I agree with you. After many years of being limited to just Tesla (with the possible exception of the nascent Aptera), the relatively rapid growth of the Tesla Proprietary Charging Standard--now increasingly known as the North American Charging Standard--over the past year or two was somewhat of a (pleasant) surprise (to me). I thought that the CCS standard in North America was just too entrenched and that there would be two major charging standards--Tesla and everybody else--and that maybe CCS1 would ultimately take over, as happened with CCS2 in Europe and other world regions.

Was Tesla's recent charge standard success due to the (obvious) superiority and simplicity of the Tesla charge-port/plug designs, or did lots of money change hands behind the scenes? I just checked and only two major manufacturers are apparently still holdouts in North America--Stellantis and Volkswagen. They are major players, but can they be expected to resist change for much longer?

Speaking of VW, its diesel scandal of several years ago has certainly had long-term ramifications, resulting in major internal and external changes for the company and its customers. I wonder what will eventually happen to the relatively large Electrify America project, with all its charging stations?

By the way, it will be interesting to see if the VW Buzz (which attracted so much attention from past VW van owners) will ever succeed in North America. The cost and the relatively low range trouble me (and others).

 

[terranx]

VW announced the switch last week. The only holdout is Stellantis, and they don’t have any noteworthy EVs in the US currently

That said, the non-CCS cars will still need a retrofit to talk to non-Tesla NACS stations since that’s using PLC for communications.

 

[eevee-fan]

I agree with you. After many years of being limited to just Tesla (with the possible exception of the nascent Aptera), the relatively rapid growth of the Tesla Proprietary Charging Standard--now increasingly known as the North American Charging Standard--over the past year or two was somewhat of a (pleasant) surprise (to me). I thought that the CCS standard in North America was just too entrenched and that there would be two major charging standards--Tesla and everybody else--and that maybe CCS1 would ultimately take over, as happened with CCS2 in Europe and other world regions.

Was Tesla's recent charge standard success due to the (obvious) superiority and simplicity of the Tesla charge-port/plug designs, or did lots of money change hands behind the scenes? I just checked and only two major manufacturers are apparently still holdouts in North America--Stellantis and Volkswagen. They are major players, but can they be expected to resist change for much longer?

Speaking of VW, its diesel scandal of several years ago has certainly had long-term ramifications, resulting in major internal and external changes for the company and its customers. I wonder what will eventually happen to the relatively large Electrify America project, with all its charging stations?

By the way, it will be interesting to see if the VW Buzz (which attracted so much attention from past VW van owners) will ever succeed in North America. The cost and the relatively low range trouble me (and others).

EU had good leadership group that mandated CCS2 early on. Tesla was going to use the Tesla Proprietary if not for the pesky laws. Do you think Apple is would have switched to USB-C if EU had not mandated it?

 

[Radlaw]

While taking a moment to revise/update the original post, I was surprised to find that A2Z is now selling a modified CCS1 adapter that apparently allows AC as well as DC charging. In other words, their adapter is a combined CCS1 and J1772 adapter.

Cannot find A2Z website. Please provide correct link.

 

[Webeevdrivers]

Cannot find A2Z website. Please provide correct link.

We have an A2Z CCS unit. Seems more robust than the tesla model when holding it. Link. And they answer their phone which is nice. Based in Quebec.

https://a2zevshop.com/

 

[MLXXXp]

I was surprised to find that A2Z is now selling a modified CCS1 adapter

You should update your original post to add an image of the new A2Z Thunderstorm adapter and maybe remove the photo showing the older A2Z adapter in use.