Most people don’t think about the charge port location on an EV until they own one, but it has major implications for charging.
For an automaker as big as Tesla, you might think the right-rear placement of its charge port came about after intense market research—especially since it requires Tesla owners to back into parking spots to use Superchargers. But according to the CEO of Lucid, who previously worked at Tesla, the decision was a personal one for CEO Elon Musk. (More on that below.)
Unlike the gas cap on internal combustion engine cars, the port on an EV could be almost anywhere. Every brand has its own strategy; the Nissan Leaf’s is on the nose behind a flap on the grille, for example, while Ford put it near the driver’s door. Putting the charge port in the front means the vehicle can enter the spot head-first and the charging cord can easily reach the port.
Nissan Leaf charge port (Credit: NurPhoto / Contributor / NurPhoto via Getty Images)
Non-standard port placement across the industry has become increasingly problematic as other brands get Supercharger access and it becomes the de facto nationwide network. The biggest issue is that some vehicles need to block two spots to get the Tesla cord to reach their cars. Tesla says it’s “rapidly deploying” its latest V4 Supercharger post, which is “equipped with a longer cable, providing easy access for all EVs.” But Tesla hasn’t disclosed how many Supercharger stalls are V4.
Recommended parking behavior for EVs that must occupy multiple spots at a Supercharger. (Credit: Tesla)
So, for now, “you might have to park over the line in order to charge comfortably,” Tesla says. “Avoid parking diagonally to reach the cable and try to obstruct as few charge posts as possible. Additionally, we encourage all vehicle manufacturers to standardize charge port locations to the rear driver side or front passenger side.”
‘A Crazy Little Bit of History’
The next non-Tesla brand to get Supercharger access is Lucid. Those with its Gravity SUV can power up at eligible Superchargers beginning Jan. 31, and since the Gravity is one of the first EVs on the market with a built-in, Tesla-backed NACS port, drivers won’t need an adapter to charge.
The Lucid Air sedan, which still has a [Combined Charging System (CCS) port and will need an adapter, will get Supercharger access in the second quarter.
Peter Rawlinson at the 2023 LA Auto Show (Credit: Kyle Grillot/Bloomberg via Getty Images)
Lucid CEO Peter Rawlinson was the chief engineer of the Model S when Elon Musk determined the placement of the Tesla charging port. The two no longer speak. With Rawlinson moving on to create a Tesla competitor, he and Musk had a public falling out. Musk denied that Rawlinson ever held the title of chief engineer, but Rawlinson says he can prove with paperwork.
We caught up with Rawlinson recently to hear his version of events; an edited excerpt of our conversation is below. (Tesla did not respond to a request for comment.)
Rawlinson: So, crazy little bit of history for you. When I was chief engineer of Model S, I remember reporting to my boss [Elon Musk] that I had determined the place for the charge port.
I told him, look, it [should be] the front fender on the left-hand side. Most Americans drive nose in rather than parallel park. And if you drive nose in, you want the charge port on the front. You don’t want a long, dirty old cable coming past the doors. And you don’t want to put the charge port on the very front, like the Nissan Leaf, because it’s a vulnerable spot. You can have a slight bump or fender bender, which could mean you couldn’t open it if it was damaged.”
So, I chose the spot just behind the front of the left hand wheel, just in front of the driver’s door, exactly where it is on the Lucid Air for the same reason.
Well, that wasn’t acceptable to [Elon]. He said it wouldn’t suit the layout of his garage in Bel Air. So I said, ‘Well, where do you want it, then? What suits the layout of your garage in Bel Air?’ He said it’s going to be on the rear because he could trip over the cable. He was renting the property, and he didn’t even own the place, but we put the charge port on the Model S on the left hand rear because of the layout of his rented garage in Bel Air!
Because of that, every Tesla charger across the land you have to reverse into because the charge port’s in the rear, which is just nutty. [But] if you can’t beat them you’ve got to join them. So now we’ve put our charge portion on the left rear of Gravity to be compatible.
Tesla Model S (Credit: PCMag)
(Editors’ Note: Other companies have also placed the port in the rear, such as Volvo and Hyundai, and the upcoming Rivian R2, according to Green Car Reports.)
When we will go charge at a Tesla fast charging station, we will be good citizens and reverse like everyone else. But this has an unforeseen consequence. Those other companies that have adopted NACS and the port is not in the right place, that means they will take two spots.
Why did you leave Tesla?
It was limiting.
What do you think of Elon Musk?
[Prolonged silence] We had a great partnership and symbiosis. I learned a lot on the commercial side, though I don’t know if I learned a lot about engineering. I brought engineering chops to Tesla. I think he’s a very accomplished business man, and he provided the business environment and financing for me to engineer the Model S, though I helped. We went together to get the $465 million loan from the Department of Energy [in 2010].
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Did Tesla help Lucid at all with the Supercharger integration?
Yes, Tesla’s been great and collaborative with my team. It’s been a great partnership and full marks to Tesla for opening up the network and being great partners in technical enablement. We couldn’t do it without them. The winner here is the customer, that’s the way I see it.
Gravity SUV (Credit: Lucid)
I’ve heard mixed reviews from other brands on whether Tesla was helpful during the NACS integration. There have been some vague delays, for which some brands have cited for technical reasons.
I think we are known for being very fleet-footed, and having accelerated technical ability. Our key capability is rapid technical development, so this is right up our alley to implement NACS. We were fairly late in signing up for it. I must confess I was very skeptical.
Why were you skeptical to move to NACS?
The voltage is wrong [too low, at 500 volts]. That’s why the Cybertruck, which is 800-volt…splits the pack into two, so the 800-volt becomes 400-volt for charging. I felt it didn’t best serve the American public. I thought a 1,000-volt solution was the answer, and I was skeptical of everyone committing to a system that was 500 volts.
(Editors’ Note: While many of Tesla’s V2 and V3 chargers operate at or below 500 volts, Tesla documentation shows some V3 chargers can support up to 1,000 volts, Electrek reports.)
That means slower charging, then? Whereas other companies have higher voltage?
The whole CCS system, including stations like Electrify America.
Really? I’m surprised because Tesla positioned the switch to NACS as a technical advancement, saying the port is smaller, more reliable, and more efficient.
Technically, it’s old-fashioned. What’s really weird about Tesla’s Supercharger network is it’s the wrong voltage, and it’s old-fashioned, but it wins because of its prevalence, availability, and reliability. It’s excellent in that respect, and that’s why we joined.
Do you think it gives Tesla a competitive advantage that all other car brands will be using its network? They’ll have data on how often your cars visit, what kind of cars, and some driver behavior.
I think it’s an advantage for Tesla, there’s no question. But I just hope they roll out more V4 chargers, which are the faster voltage. They have it coming but they just need to roll out more and I’ll be very happy.
Do you anticipate more partnership with Tesla on the horizon or is this it?
I think this is probably a unique moment in time. I think this is the value for us.
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About Emily Forlini
Senior Reporter
