SAE wants to certify NACS by end of year, and fix plug & charge too
SAE has voted unanimously to form a task force to expedite its NACS standardization process, and thinks that this process could finish by the end of the year – much earlier than we expected. We spoke with the chair of the task force for some insight on what the process might look like.
Tesla released specifications of its charging connector in November 2022. It called it the “North American Charging Standard,” which was somewhat of an absurd name at the time, given that Tesla was the only company using it.
However, Tesla’s argument was that most of the cars and most of the DC charging stations in America already used Tesla’s connector, so it should be considered a de facto standard anyway.
For a few months not many people took this seriously, until Ford shook up the industry by announcing it would adopt the NACS plug on upcoming vehicles. Soon after, GM made the same move, and now basically everyone else has.
So now that we have what looks like a standard, the professional engineering organization which develops industry standards has taken up the flag of creating a real, independent standard that is no longer in the hands of Tesla.
This is an important move because many governments and companies would understandably have an issue with a single company having control over a standard that, at this point, it seems like everyone is planning to use.
NACS standard could come this year, named “J3400”
We talked to Rodney McGee, Ph.D., of the University of Delaware, who is chairing SAE’s NACS task force.
The most important thing he told us is that the SAE Task Force aims to publish its work by the end of this year, only around six months after the start of the standards process. This is significantly faster than we thought it would take to complete the process.
McGee said that SAE is the only standards-setting organization that would be able to publish NACS this quickly, because the timelines for meetings and consensus in the ISO and IEC, two other standards organizations, are much longer due to the complex document processes used by these international organizations.
Another reason for this quicker timeline is because the NACS connector already exists on millions of vehicles, and makes up the majority of the installed base in the US. Since their stations are listed to UL standards and have been proven in the real world, many questions are already answered.
The standard will likely take the official name “J3400,” similar to the name of the current J1772 plug used in SAE CCS chargers. Though it could colloquially be known as J3400, NACS, or even “the Tesla plug,” depending on which name the EV-owning public seizes on.
But McGee told us that this his interest in NACS isn’t just on the DC side of charging, where most of the public’s imagination has focused, but on AC charging where the vast majority of actual charge sessions occur. It turns out that NACS is superior to J1772 for AC charging in one significant way – it can use an input voltage of up to 277 volts, whereas J1772 uses 208-240V.
This not only enables faster AC charging due to higher voltages, but more importantly makes for easier setup on commercial electricity supplies, which is often supplied as 480-volt three-phase power, of which a 277-volt single-phase circuit can be used for charging. This could make public AC charging – in parking garages for apartment buildings or workplaces, for example – cheaper and easier to install since commercial customers won’t need to install their own transformers.
McGee said that Tesla has been very helpful with the process in the last two weeks since SAE proposed making NACS a real standard, and is leaving the future of NACS up to a consensus-based standards process.
This has helped to allay some concerns across the industry, especially in Europe, which was skeptical that NACS could be a protectionist move. Europe has mandated non-proprietary charging connectors before and recently wasn’t happy about EV protectionism in the US Inflation Reduction Act, so this recent groundswell of support for a standard controlled by one American company was met with some skepticism. Having a standards-setting organization in control of the future of NACS makes it much more palatable (and might have led to Mercedes’ announcement to adopt it last week).
Why Plug & Charge is broken and how to fix it
Plug & Charge, a colloquial name for the ISO 15118 standard which allows simple “plug in & walk away” operation of public charging stations, has had a long and difficult implementation process. For years charging station providers have promised it’s just around the corner, but it seems to never materialize.
This is part of why Tesla leads in charging experience satisfaction, because plugging into a Supercharger is a simple process that takes seconds, whereas other chargers might require a subscription, a payment app, swiping a credit card, or at the very least waiting the better part of a minute for authentication to occur before charging initiates.
Besides these user experience issues, McGee pointed out one of the lesser-discussed reasons the standard has been hard to implement in the US, and how the SAE has been working on that problem since before NACS, and sees NACS as a opportunity to further its effort.
Plug & Charge requires a Public Key Infrastructure on the back-end to authenticate vehicles and payments. Public keys are a cryptographic mechanism that allow for secure authentication – one example is website certificates, so your computer can know that it is looking at a legitimate website.
In Europe, this PKI is provided by a company called Hubject, which verifies charging sessions on European public chargers.
But in the US, nobody has coalesced around a single company or organization to provide these certificate services yet. McGee said this is a major obstacle to Plug & Charge in the ISO 15118 standard, first published in 2014, since it is a technical standard did not initially prescribe solutions that were practical for the market.
SAE participants see the wider efforts around the NACS process as an opportunity to solve this problem going forward. Since the industry is shifting to NACS, this disruption could serve as the right time to solve this problem. It is engaging with industry (through SAE-ITC) to create a PKI for NACS which will hopefully solve this problem going forward.
Electrek’s Take
We were surprised to hear that NACS could be certified as a standard by the end of this year.
In the past, standards have taken much longer to develop – in fact, that’s why we even have the Tesla plug in the first place.
When Tesla was building the Model S, there wasn’t a standard that could do both AC and fast DC charging in the same plug. The rest of the industry – and the SAE – was slowly working out the CCS standard, but Tesla couldn’t wait any longer and went its own way, building the Tesla plug and later revealing the Supercharger network.
Now, more than a decade later, that Tesla connector looks likely to become the main charging standard in North America.
So the idea that this could be approved by the end of the year definitely raised our eyebrows, given the history of charging standards implementation and sometimes-long timelines involved.
And we’ve had a lot of questions about Plug & Charge and how long it has taken to implement in the past, so the conversation with McGee was enlightening on that front. It’s good to hear that a solution might finally be around the corner.
But this is a bit of a double-edged sword – while the NACS disruption gives an opportunity to solve the Plug & Charge problem for NACS, increased focus on the new charging standard might mean that nobody bothers to fix it for CCS, as it rapidly becomes considered a “legacy standard” the likes of CHAdeMO.
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Tern’s popular Vektron folding e-bike just got a big upgrade for the US market. The urban mobility brand has announced the launch of the fourth-generation Vektron, now available in two models, including a long-awaited belt-drive option that promises lower maintenance and a cleaner ride.
The Vektron has been a fan favorite for years, appealing to city riders, multi-modal commuters, and travelers who want a premium e-bike that folds quickly and stores easily. The new version retains its fast-folding frame, Bosch mid-drive motor, and compact portability, but introduces key improvements in comfort, ride quality, and drivetrain options – most notably the new Vektron P5i with a Gates Carbon Belt Drive. While the new version came to other markets a few months ago, the US is finally getting a chance to ride the new model.
“The Vektron has been a solid favorite of Tern riders, whether they are multi-modal commuters, urban dwellers in need of an e-bike that stores in minimal space, or campers looking to easily include an e-bike in their travels, ” explained Steve Boyd, General Manager at Tern USA. “This 4th generation introduces several important improvements while retaining its category-leading combination of Bosch mid-drive power, superior ride quality, and incredibly fast and easy folding action. We’ve also added a belt drive model and, through careful component choices, managed to deliver competitive pricing despite cost increases due to tariff pressures.”
Paired with a Shimano Nexus 5 internally geared hub, the Vektron P5i is designed for ultra-low maintenance and daily convenience. For those who prefer a traditional derailleur setup, the Vektron P10 is still available with a 10-speed Shimano Deore drivetrain and a more aggressive geometry.
But it’s not just the drivetrain that got a refresh. Tern borrowed design elements from its popular GSD and HSD cargo bikes to give the Vektron a more upright and comfort-focused cockpit. Riders get a taller stem, swept-back handlebars, and better weight distribution, offering a more relaxed riding posture ideal for urban cruising.
Despite its compact size, the Vektron delivers big design features. Reinforced frame components, including Tern’s robust OCL+ folding joint, give it a stable and confidence-inspiring ride that the company says sets it apart from other folders on the market.
Folding takes less than 10 seconds, and once compacted, the bike rolls easily on its own wheels – no awkward lifting required. It tucks neatly under a desk or next to a workstation, offering a secure indoor parking solution for city riders wary of bike theft.
Importantly, both new Vektron models are UL 2849 and EN 15194 certified, ensuring the electrical systems meet rigorous safety standards – a welcome reassurance in a market increasingly crowded by low-cost, uncertified imports.
The Vektron P10 will retail for $3,699 USD, while the belt-drive P5i model comes in at $4,099 USD. Both are expected to land in North American bike shops by the end of the year.
Electrek’s Take
Tern definitely deserves its place as one of the leaders in premium folding e-bikes that don’t compromise on ride quality. The addition of a belt-drive model is a major win for commuters and anyone tired of greasy chains and derailleur tune-ups. And in a market where safety certifications are becoming more critical, it’s good to see Tern doubling down on UL compliance. With the new Vektron, it looks like the Goldilocks of folding e-bikes just got even better.
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Burlingame, California-based Peak Energy just scored a huge win for sodium-ion batteries. The company announced a multi-year deal with utility-scale battery storage developer Jupiter Power to supply up to 4.75 GWh of sodium-ion battery systems between 2027 and 2030.
Under the agreement, Peak will deliver 720 MWh of storage in 2027 – the largest single sodium-ion battery deployment announced so far. The deal also includes an option for an additional 4 GWh of capacity through 2030, bringing the total contract value to more than $500 million.
Sodium-ion vs. lithium-ion
Peak Energy says its sodium-ion batteries degrade less over time and have lower operations and maintenance costs than lithium-ion systems. Because the batteries don’t degrade as quickly, operators don’t need to add more capacity later in a project’s life to maintain performance. They also use a fully passive cooling system that eliminates pumps, fans, and other components used in lithium-ion setups, reducing maintenance and safety risks.
The company claims its grid-scale sodium-ion system uses up to 97% less auxiliary power, offers about 30% better cell degradation performance over 20 years, and comes with a lower total cost of ownership.
Why this deal matters
The agreement marks a significant step forward for the emerging sodium-ion sector, which has been gaining momentum as a safer and lower-cost alternative to lithium-ion for long-duration and grid-scale energy storage. It also underscores the growing effort to build a domestic sodium-ion battery supply chain in the US.
“From day one, we’ve believed sodium-ion will be the winning technology for grid-scale storage, which is essential to meet rising demand from hyperscalers and AI,” said Landon Mossburg, Peak Energy’s CEO and cofounder. “Deploying the world’s largest sodium-ion energy storage system with one of the nation’s top independent power producers proves that sodium is ready for today and will dominate the future.”
Mike Geier, CTO at Jupiter Power, said the company is “excited to support domestic battery energy storage manufacturing as we continue to increase the deployment of firm, dispatchable energy when and where it’s most needed,” and called Peak’s approach to sodium-ion “a potential game changer for the industry.”
Read more: The US’s first grid-scale sodium-ion battery is now online
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![The new 2026 Lexus ES is an upgrade in just about every way [Video]](https://i0.wp.com/electrek.co/wp-content/uploads/sites/3/2025/11/new-2026-Lexus-ES-EV.jpeg?resize=1200,628&quality=82&strip=all&ssl=1)
Lexus claims the new ES “takes sedan styling, luxury, and refinement to a higher level” with a complete redesign. With the 2026 ES arriving soon, Lexus offered a closer look at the upgrades inside and out.
The new 2026 Lexus ES debuts in EV and hybrid forms
The eighth-gen ES is bringing more than a sharp new style. Lexus overhauled its flagship sedan from the ground up for the 2026 model year, which will include battery electric (BEV) and hybrid (HEV) powertrain options.
Inspired by the radical LF-ZC show car, the 2026 ES has been fully redesigned with what Lexus calls the “Experience Elegance and Electrified Sedan” concept, aimed at further refining the driving experience.
The new design centers on a redesigned “spindle body” that extends from the hood to the bumper. It also features a redesigned grille, replacing the signature Lexus spindle grille as the brand looks for a new identity in the electric era.
Inside, the new 2026 ES features the latest version of the Lexus Interface multimedia system. The setup includes a 14″ touchscreen with wireless Apple CarPlay and Android Auto, and a 12.3″ driver display cluster.
Based on the redesigned TNGA GA-K platform, the new ES will be available in battery electric (BEV) and hybrid (HEV) powertrains for the first time.
The 2026 Lexus ES lineup consists of two models: the ES 350e, a front-wheel-drive (FWD) model, and the ES 500e, an all-wheel-drive (AWD) model.
Lexus expects the ES 350e to have a driving range of 300 miles when fitted with 19″ wheels, while the ES 500e has an estimated driving range of 250 miles.
Both the ES 350e and 500e feature a built-in NACS port to recharge at Tesla Superchargers. Using DC fast charging, it can recharge from 10% to 80% in about 30 minutes under “ideal conditions,” according to Lexus.
With its debut just around the corner, Lexus offered a closer look at the new 2026 ES inside and out in a new video.
Lexus has yet to announce prices, but the redesigned ES is expected to start at about $45,000 to $50,000, or slightly more than the outgoing model.
After launching the upgraded RZ earlier this month, Lexus said the ES would be next. It’s expected to go on sale in Spring 2026.
What do you think of the redesigned 2026 ES? Do you like the new Lexus design? Let us know your thoughts in the comments below.
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