Rivian is opening its charging network to other EVs

Original Article ↗ Hacker News Discussion ↗

Rivian is opening its relatively small but strategically placed fast-charging network—often located in remote, outdoors-focused areas—to other electric vehicles, complementing Tesla’s dominant Supercharger system. Commenters see this as a step toward easing range anxiety and expanding practical EV road-trip routes, while also highlighting ongoing issues around connector standards (NACS vs. CCS), port placement, and charger reliability. Much of the debate centers on the economics and user experience of public charging, including high infrastructure costs, poor uptime at some third‑party networks, and the need for simpler, card- or plug‑and‑charge based payments.

Rivian’s Network and This Change

  • Many were surprised Rivian even has its own fast‑charging network (~90–92 locations now, 3,500 planned).
  • Strategy so far: place DC fast chargers in remote, outdoorsy areas and national parks, complementing (not duplicating) urban chargers and Tesla Superchargers.
  • Opening the network is welcomed, especially by non‑Tesla drivers who want better access to “adventure” destinations.
  • Rollout to other EVs is phased; some are disappointed it isn’t “just a software update” due to hardware, voltage‑range, and payment-interface constraints.

Connector Standards and Compatibility

  • Strong pushback on the idea of “seven” meaningful plugs in North America; in practice the thread converges on:
    • DC: CCS1 and Tesla’s NACS/J3400 (with CHAdeMO described as effectively dead).
    • AC: J1772 (often integrated with CCS1).
  • Industry trend: migration to NACS/J3400; US has designated it the federal standard.
  • Adapters between CCS1 and NACS are widely available and relatively cheap; protocol-level compatibility helps.

Superchargers, Port Placement, and Cable Length

  • Rivians at Tesla Superchargers often occupy two stalls because Rivian’s port is front‑left vs Tesla’s rear‑left and cables are short.
  • Some blame Rivian design, others Tesla’s short-cable, Tesla‑only layout.
  • Newer V4 Superchargers and some other networks add longer, often liquid‑cooled cables and trailer‑friendly stalls, but longer cables have cost, efficiency, and theft downsides.

Economics and Reliability of Charging Networks

  • DC fast chargers are reported as expensive (tens to hundreds of thousands of dollars per plug with infrastructure), with additional ongoing grid “demand charges.”
  • Compared with gas stations, utilization is lower (many EVs charge at home), making standalone charging a tough business; subsidies (e.g., Dieselgate/EA, state and federal grants) are seen as key.
  • Tesla is portrayed as unusually cost‑efficient and possibly profitable; other networks are described as subsidy‑dependent.
  • Tesla and Rivian-branded networks are praised for uptime and rapid repairs; third‑party networks, especially Electrify America historically, are criticized for frequent outages and slow fixes, though some claim EA has improved markedly with newer hardware.
  • US subsidies now require high uptime (97%), which may push better maintenance.

User Experience and Payments

  • Many complain about fragmented apps, QR codes, and account setups; strong preference for “plug in and tap card/phone” or true plug‑and‑charge.
  • Some networks (ChargePoint, EVgo, 7‑Eleven, Tesla V4 in Europe) already offer contactless card/tap.
  • ISO 15118 “plug and charge” exists, and Tesla plus most automakers implement or plan to, but certificate management and roaming are still unsettled.
  • Europe is cited (by commenters) as ahead on standardizing contactless payment; US efforts via SAE and federal rules are emerging.

Standardization and Policy

  • Several argue lack of early North American standardization (vs. Europe/China) slowed private investment and created today’s connector and app chaos.
  • Others note that in practice, modern EV charging is already “two systems plus adapters,” and in-car navigation typically hides incompatible stations.

EV Adoption, Depreciation, and Used Market

  • Some see opening more networks (Tesla, Rivian) as crucial to easing range anxiety and mainstream adoption.
  • Noted that many buyers don’t fully understand charger compatibility and may wrongly assume any visible charger will work.
  • Depreciation of some EVs, especially early or high‑MSRP models, is called “crazy,” but others highlight that this makes used EVs and leases very attractive.
  • Commenters claim long battery life (often >80% capacity at 10 years/200k miles) and predict sharply lower pack replacement costs in coming years, though figures are speculative within the thread.

Ethical and Environmental Debates

  • One thread criticizes EVs for reliance on cobalt linked to child/slave labor in the DRC; another counters with the climate and health harms of continued fossil‑fuel use.
  • Acknowledgement that some chemistries are cobalt‑free, but the supply chain issues for cobalt remain a concern for some.

Miscellaneous Ideas and Side Topics

  • Suggestions: gas stations and restaurants as natural DC fast‑charge hubs; co‑locating chargers with retail/food to monetize the “captive audience.”
  • Discussion of land/real‑estate plays around stations vs. uncertainty about future much‑faster charging (sub‑10 or even sub‑20 minutes).
  • Peer‑to‑peer “emergency” charging at homes already exists via platforms like PlugShare.
  • Some argue third‑party chargers lack strong incentives for reliability, akin to low‑quality ATMs, while OEM‑linked networks have direct brand and sales exposure.