Yes V4's are just V4 dispensers connected to the same V3 cabinets. So they are really V3.5. So far no V4 (1000V) cabinets have been shown (only one V3.5 site in GA so far). No one in the wild knows what is taking so looooong with V4 cabinets. Must be some technical hurdles that are holding them up. Will the V3.5's be upgraded? No one knows but probably not since it would be expensive and the reason they are installing so few.
Thanks, JulienW. V3.5 seems appropriate shorthand for use on forums like this with knowledgeable readership, but needlessly confusing to others IMHO. FYI, here in the metro Atlanta area, a new 16-station V4 Supercharger site opened on 11/7/2023 in East Point off Camp Creek Parkway, near the existing 12-station NACS-compatible V3 Supercharger site (both sites are OTP, a bit west of I-285). I've been wanting to check it out myself since I learned about it.
You BET there are "technical hurdles". I'm sure that most of the Tesla Supercharging team was as surprised as the rest of us to witness the rapid EV industry adoption of SAE J3400 NACS. NOTHING in the automotive industry happens that fast without government mandate. If ever there was an engineering problem that demanded extraordinary testing to ensure safety, reliability and ease-of-use in all conceivable situations, this is it: untrained EV drivers dispensing 615kW of electrical power via a NACS connection for several minutes - that's a highly lethal 615A@1000Vdc or 1230A@500Vdc (give or take). It blows my mind that they're allowing passive dc fast charging adapters, a recipe for disaster. They can take as long as they need to test and work out the bugs, hopefully longer.
Have any of you heard of a single EV driver being electrocuted or badly injured while charging? Tesla and the other EV and EVSE manufacturers have everything to lose and little to gain by cutting corners on the SAE J3400 NACS roll-out. I hope that they at least require approved dc charging adapters to be UL listed, but how can that possibly be enforced? There are numerous cheap, sketchy-looking EV charging adapters available online, why would anyone risk their expensive BEV battery pack warranty and safety on one of these?
Tesla and CCS-1 equipped EV drivers are going to experience all sorts of unanticipated, inevitable compatibility and interoperability issues, so it's perfectly understandable that Tesla would want a gradual NACS roll-out starting with just a couple of BEV brands charging at select sites. The ElectrifyAmerica, EVgo/BLINK and ChargePoint teams have to be watching to see exactly how Tesla handles EV charging problems that overwhelmed and embarrassed them these past few years.
My guess is that Tesla's long-term plan is to eventually transition to a network of NACS 615kW 500Vdc/1000Vdc V4 Supercharger stations. They're obligated to offer 800Vdc-1000Vdc NACS charging for their new Cybertruck, the Chevy Silverado EV, the GMC Hummer and Sierra EVs, the Porsche Taycan, Hyundai/Kia/Genesis and Lucid EVs, with others to come. First they'll upgrade all their V3 Supercharger stations for NACS compatibility, equipping some V3 sites (eventually all?) with integrated MagicDock CCS-1 adapters, and then replace as many of the obsolete V2/Urban Supercharger stations as possible (some sites are contractually obligated for Tesla-only charging) while they carefully deploy V4 Supercharger stations and V4 power conversion equipment. I expect there will be NACS V3 Supercharger stations for a long time, even though they don't currently support 800Vdc-1000Vdc charging.