Tesla and Ford partnership on charging standard angers CCS coalition, but they are wrong
CharIn, the association behind the CCS EV charging standard, has issued a response to the Tesla and Ford partnership on the NACS charging standard.
They are unhappy about it, but here’s what they get wrong.
Last month, Ford announced that it will integrate NACS, Tesla’s charge connector that it open-sourced last year in an attempt to make it the North American charging standard, into its future electric vehicles.
This was a big win for NACS.
Tesla’s connector is widely recognized for having a better design than CCS.
NACS was already more popular than CCS in North America thanks to the sheer volume of electric vehicles the automaker has delivered in the market, but other than its more efficient design, it was the only thing going for the connector.
Every other automaker had adopted CCS.
Ford getting on board was a big win, and it might create a domino effect with more automakers adopting the standard for a better connector design and easier access to Tesla’s Supercharger network.
It would appear that CharIn is trying to rally its member not to join NACS as it issued a response to the Ford and Tesla partnership trying to remind everyone that it is the only “global standard”:
In response to Ford Motor Company’s announcement on May 25 to utilize the North American Charging Standard (NACS) Proprietary Network in 2025 Ford EV models, the Charging Interface Initiative (CharIN) and its members remain committed to providing EV drivers with a seamless and interoperable charging experience using the Combined Charging System (CCS).
The organization claimed that the competing standard is creating uncertainty:
The global EV industry cannot thrive with several competing charging systems. CharIN supports global standards and defines the requirements based on the input of its international members. CCS is the global standard and therefore focuses on international interoperability and, unlike NACS, is future proofed to support many other use cases beyond public DC fast charging. Early, unconsolidated announcements of changes create uncertainty in the industry and lead to investment obstacles.
CharIN argues that NACS is not a real standard.
In a fairly ironic comment, the organization expresses its disapproval of the charging adapter because they are hard to “handle”:
Further, CharIN also does not support the development and qualification of adaptors for numerous reasons including the negative impact on the handling of charging equipment and therefore the user experience, the increased probability of faults, and effects on the functional safety.
The fact that the CCS charge connector is so large and hard to handle is one of the main reasons people are pushing to adopt the NACS.
CharIn also doesn’t hide the fact it believes that public funding for charging stations should only go to those with CCS connectors:
Public funding must continue to go towards open standards, which is always better for the consumer. Public EV infrastructure funding, such as the National Electric Vehicle Infrastructure (NEVI) Program, should continue to only be approved for CCS-standard-enabled chargers per federal minimum standards guidance.
The $7 billion for charging stations in the federal infrastructure bill doesn’t require stations to have CCS connectors, but it does require them to be available to “more than one automaker.”
Electrek’s Take
Obviously, CharIn is trying to defend itself and survive here, but I don’t think it is necessarily fighting fair.
When it comes to the charge connector itself, there’s no doubt that they lost the battle. It is almost comical how bad the design of the CCS connector is compared to Tesla’s:
I also take offense at claiming to be a “global standard.” First off, what about China? Also, is it really global if the CCS connectors are not the same in Europe and North America?
The protocol is the same, but my understanding is that the NACS protocol is also compatible with CCS.
Either way, you don’t really need a “global” standard. It would be a bit more efficient at the manufacturing level, but it terms of consumers, it is fairly rare that cars travel from Europe to North America after being sold.
The truth is that CCS had its chance to become the standard in North America, but the charging network operators in the region have so far failed to keep up with Tesla’s Supercharger network in terms of scale, ease of use, and reliability.
It is giving Tesla some leverage in trying to make NACS the standard, and for good reasons since it is a better design. CCS and NACS should simply merge in North America and CCS can adopt the Tesla form factor.
What do you think? Let us know in the comments section below.
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Following approval from Transport Canada, EV startup Workhorse will be bringing the W56 and W750 model electric delivery vans to commercial truck dealers in Canada as early as this spring.
Workhorse first showed its W56 medium-duty electric truck at Indiana’s Work Truck Week in 2023, and has sold the trucks to logistics and delivery companies like FedEx and Pride Group – which ordered more than six thousand of the electric vans in 2021, and continues to expand its fleet.
“This is a major step forward for Workhorse,” says Josh Anderson, Workhorse’s chief technology officer in a press statement. “Pre-clearance from Transport Canada opens up a large new market for our products throughout Canada, including with fleets that operate across borders in North America.”
As part of the approval process, Workhorse completed its registration as a foreign manufacturer under Transport Canada’s Appendix G clearance program. Transport Canada confirmed the vans’ compliance with Canadian Motor Vehicle Safety Standards (CMVSS) for both vehicles – but it remains to be seen if and how the latest tariff-driven trade war between the Trump Administration’s US and Canada will impact Workhorse’s plans to expand throughout North America.
Despite that uncertainty, Workhorse execs remain upbeat. “We’re excited that our electric step vans can now reach Canadian roads and highways, providing reliable, zero-emission solutions that customers can depend on,” added Anderson.
Canadian pricing has yet to be announced.
Electrek’s Take
There’s no other way to say it: the Trump/Musk co-presidency is disrupting a lot of companies’ plans – and that’s especially true across North American borders. But in all this chaos and turmoil there undoubtedly lies opportunity, and it will be interesting to see who ends up on top.
SOURCE | IMAGES: Workhorse, via Electric Autonomy Canada.
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![Liebherr developing giant, 140-ton Segway-style autonomous haulers [video]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/03/operational-area-earth-moving-copy.jpg?resize=1200,628&quality=82&strip=all&ssl=1)
The new Liebherr S1 Vision 140-ton hauler is unlike any heavy haul truck currently on the market – primarily because the giant, self-propelled, single-axle autonomous bucket doesn’t look anything like any truck you’ve ever seen.
Liebherr says its latest heavy equipment concept was born from a desire to rethink truck design with a focus only on core functions. The resulting S1 Vision is primarily just a single axle with two powerful electric motors sending power to a pair of massive airless tires designed carry loads up to 131 tonnes (just over 140 tons).
The design enables rapid maintenance, as important components easily accessible for quick servicing. Wear parts can be replaced efficiently, and the electric drive significantly reduces maintenance work. This helps to minimise downtimes and increases operational efficiency.
LIEBHERR
Because of its versatility, durability, and ability to perform zero-turn maneuvers that other equipment simply can’t, the Liebherr S1 Vision can be adapted for various applications, including earthmoving, mining, and even agriculture. There’s also a nonzero chance of this technology finding applications supporting other on-site equipment through charging or fuel delivery.
The S1 accomplishes that trick safely with the help of an automatic load leveling system that ensures maximum stability, even on bumpy or rough terrain. The company says this technology significantly reduces the risk of tipping while providing smooth and secure operation across various environments.
Liebherr will show the S1 Vision at this year’s bauma equipment exhibition in Munich, Germany. The design has already been nominated for the bauma Innovation Award in the Mechanical Engineering category – and my money’s on it winning.
Electrek’s Take
This is such goofy, stupid fun that if it was wheelbarrow-sized I’d have three of them. I can’t imagine the insanity of watching one of these things roll across a job site with 100 tons of granite in the bucket – and will have nightmares about the kind of damage it could do if it flipped out like a poorly made Chinese hoverboard clone whipping a toddler across a living room … which, in fairness, would probably get a billion views on Instagram or TikTok or whatever.
I can’t wait.
SOURCE | IMAGES: Liebherr.
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The HD arm of Hyundai has just released the first official images of the new, battery-electric HX19e mini excavator – the first ever production electric excavator from the global South Korean manufacturer.
The HX19e will be the first all-electric asset to enter series production at Hyundai Construction Equipment, with manufacturing set to begin this April.
The new HX19e will be offered with either a 32 kWh or 40 kWh li-ion battery pack – which, according to Hyundai, is nearly double the capacity offered by its nearest competitor (pretty sure that’s not correct –Ed.). The 40kWh battery allows for up to 6 hours and 40 minutes of continuous operation between charges, with a break time top-up on delivering full shift usability.
Those batteries send power to a 13 kW (17.5 hp) electric motor that drives an open-center hydraulic system. Hyundai claims the system delivers job site performance that is at least equal to, if not better than, that of its diesel-powered HX19A mini excavator.
To that end, the Hyundai XH19e offers the same 16 kN bucket breakout force and a slightly higher 9.4 kN (just over 2100 lb-ft) dipper arm breakout force. The maximum digging depth is 7.6 feet, and the maximum digging reach is 12.9 feet. Hyundai will offer the new electric excavator with just four selectable options:
- enclosed cab vs. open canopy
- 32 or 40 kWh battery capacity
All HX19es will ship with a high standard specification that includes safety valves on the main boom, dipper arm, and dozer blade hydraulic cylinders, as well as two-way auxiliary hydraulic piping allows the machine to be used with a range of commercially available implements. The hydraulics needed to operate a quick coupler, LED booms lights, rotating beacons, an MP3 radio with USB connectivity, and an operator’s seat with mechanical suspension are also standard.
Like its counterparts at Volvo CE, the new Hyundai excavator uses automotive-style charging ports to take advantage of existing infrastructure at fleet depots and public charging stations. More detailed specifications, dimensions, and pricing should be announced by bauma.
Electrek’s Take
The ability to operate indoors, underground, or in environments like zoos and hospitals were keeping noise levels down is of critical importance to the success of an operation makes electric equipment assets like these coming from Hyundai a must-have for fleet operators and construction crews that hope to remain competitive in the face of ever-increasing noise regulations. The fact that these are cleaner, safer, and cheaper to operate is just icing on that cake.
SOURCE | IMAGES: HD Hyundai; via Construction Index, Equipment World.
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