For more than 50 years, technologists have flocked to the CES trade show to get a first glimpse of the gadgets that have defined our future. VCRs, CD players, and the Commodore 64 all debuted at CES. This year’s show, which just wrapped up on Sunday, was no different, with some 115,000 attendees descending upon Las Vegas to check out everything from helper robots to AR glasses. But especially, they came to see the latest in automotive tech. That’s because this year, the “CE” in “CES” may as well have stood for Car Electrification.

According to the CES app, 514 of this year’s exhibitors — or about 15% of the total — showed some form of vehicle technology. Indeed, the car-tech companies took up the entirety of the cavernous West Hall. Automakers like Volkswagen, BMW, and Sony (yup) unleashed new concepts and models here — all of them electric. As recently as 2010, there were only two models of EVs in the U.S. market, and this year, there were around ten times that number on display inside the Las Vegas Convention Center. (That’s not even counting the boats.)

The rapid switch to EVs, powered by a wave of federal and state incentives and an uptick in consumer demand, reflects an industry on the precipice of drastic upheaval. In one session exploring those changes, an analyst predicted that carmakers would see more change in the next ten years than in the previous 100. He reminded his audience that because EVs have a fraction of the moving parts of gas-powered cars, they’re likely to require much less service — some 67% less, according to one estimate — and more of that service will come in the form of over-the-air software upgrades. That’s potentially great news for drivers, although it could cause havoc with dealership business models.

As some markets get upended, others are taking root — most notably, charging. Right now, range anxiety, the fear an EV will leave its owner stranded with no battery power left and no place to juice up, is one of the top reasons drivers give for postponing the switch from internal combustion cars. That fear may be overblown — after all, 80% of charging happens at home — but it still represents an important psychological hurdle. So it was exciting to see so many companies pitching high-speed solutions. Some of them offered high-design upgrades to the traditionally clunky home power source — like a wood-paneled beauty from ABB. Others, like Flo and Power Electronics, were focused on multi-connection public stations aimed at retailers and restaurants that want to attract more customers by installing them in their parking lots.

Car companies are getting into this game as well. For years, Tesla was the only automaker with a branded network of high-speed chargers; its Supercharger network was one of its main competitive advantages. But now, automakers are launching their own competing networks. At CES, Mercedes announced it would install 2,500 chargers in the U.S. by 2027. And while historically only Tesla owners could use Tesla chargers, Mercedes stations will be available to everyone — although Benz owners will be able to reserve a spot in advance. In recent months, carmakers like GM and Porsche have also announced plans to roll out networks. It hints at a future in which charging becomes as important to an automaker’s brand as performance or design.

There was a bit of a gold-rush quality to all the activity, a shot of CES bright-future optimism around an expanding market with few entrenched players, a growing customer base, and generous government incentives. Surely, not every one of these companies will succeed. But the broader picture is clear: a world in which EVs, and EV chargers, become as integrated into our lives as CD players and VCRs once were.

Jason Tanz is Rev’s Editor in Chief.

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