Not to mention that these kinds of systems tend to be very particular about alignment. The amount of effort saved in not plugging in a cable would be very easy to use up if the vehicle has to be precisely parked for it to work.
Also let's keep in mind the claimed efficiency of 95%. That's very good for a wireless power transfer system but if we're talking about 270kW that's still 13.5kW which is getting converted in to heat in the system. That's more power being wasted than a standard home L2 EVSE on a 50A can even deliver, just to avoid plugging in a cable.
I could certainly see specific applications where it'd make sense, like city buses where the pads could be installed at bus stops allowing buses to run their loops effectively infinitely. I'm sure there are also plenty of industrial use cases where a vehicle is constantly moving around a job site but stopping regularly at specific locations. I don't see any reason to desire this as a consumer though.
Here is one reason I can see this being a good thing at least. It would let something like an office park setup charging spots such that there's nothing that the user touches to do the charging. Meaning that you're not going to have people drive off while still plugged in, or not plugging in properly, or having otherwise damaged plugs, etc. So it might make sense for a larger installation to be more maintenance friendly.
> Meaning that you're not going to have people drive off while still plugged in, or not plugging in properly
Are there any electric cars which let you drive while plugged in? I own an EV and have driven a couple others. None of them allow you to leave park while plugged in. I also can't imagine how you'd manage to plug in incorrectly. Is this something people routinely do?
> Meaning that you're not going to have people drive off while still plugged in
This is not possible.
> or not plugging in properly
This is not really a problem.
> or having otherwise damaged plugs, etc.
This is a real issue, businesses offering L2 charging as a convenience have little incentive to maintain their equipment and users often don't put the cables back in the dock when done, inviting damage. Fortunately there's already a solution widely used in other parts of the world, which is for the EVSE (the box most people call the charger that sits in between the mains and the EV and negotiates operating parameters with the actual charger in the car) to simply have a socket on it in to which a user plugs their own cable. This means there's no captive cable to be damaged, each user comes with their own that's in whatever condition they've gotten it in to, and it also makes the installs both smaller and cheaper so more spaces can be given access to power for the same cost.
SAE J3400, the standard that officially adopted the "NACS" connector, brings this to the US. It introduces the "Universal AC Socket-Outlet" where a compatible EVSE will have a J3068 connector, which is the three-phase AC charging standard and conveniently uses the same "Type 2" connector as most European EVs already have. The driver will then be expected to bring their own cable that goes from the J3068 outlet to whatever input their vehicle has, be it classic J1772, new J3400, or even a medium/heavy vehicle that natively accepts J3068 and can make use of three-phase power if available.
This means it's compatible with basically every mass production EV in North America other than the Nissan Leaf. A few of the older '90s EVs that used J1773 MagneCharge won't work either, but the Ranger EV and others that used the Avcon version of J1772 could technically be supported if someone made an appropriate cable.
Also let's keep in mind the claimed efficiency of 95%. That's very good for a wireless power transfer system but if we're talking about 270kW that's still 13.5kW which is getting converted in to heat in the system. That's more power being wasted than a standard home L2 EVSE on a 50A can even deliver, just to avoid plugging in a cable.
I could certainly see specific applications where it'd make sense, like city buses where the pads could be installed at bus stops allowing buses to run their loops effectively infinitely. I'm sure there are also plenty of industrial use cases where a vehicle is constantly moving around a job site but stopping regularly at specific locations. I don't see any reason to desire this as a consumer though.