Now we know what works and what doesn't, so adapting those lessons learned to EV should be reasonably easy, all the hard work has already been done.
A few auto journalists just did an NY to LA "Cannonball" in an Audi E-Tron using Electrify Amerca's infrastructure:
When they mentioned that it charges at 150 kwh I immediately thought of this thread wondering how much they spent on charging. Strangely the associated articles (one, two) don't mention any charging costs, but Glucker said in the comments that they spent $507 over ~3,101 miles. So they did much better than this poor guy somehow.
Jeff | '94 BMW Alpina B3
My cost per mile running EV here is 1.4 cents per mile.
My old car averaged 18mpg and with fuel at nearly 5$ per gallon, cost per mile was 27 cents. The EV costs is roughly 20 times cheaper to operate than my gasoline car.
Also, brb, I'm going to take my ICE car to a gas station, fill the tank, then I'll totally ignore the clicks (what are those annoying clicks for anyway) and just keep pumping and pumping in fuel, until fuel starts spilling out of the funnel, all over the ground and it ends up costing me 120$ instead of 40$ to fill the 15 gallon tank.
Then I'm going to write about how it cost me 120$ to fill a 15 gallon tank.
That's pretty much what that guy did with his EV, minus the hazard of spilling a hazardous fuel everywhere.
This is a Level 1 or Level 2 charger:
And this is a J1772 CCS DC Charger, sometimes called Level 3 charger.
The two big contacts down at the bottom are what carry the DC power (Thus, DC charger or DC Fast Charger).
The smaller plug at the top is what should be in most parking lot type situations, for stores, restaurants, etc.
I work daily with some of the people who helped write the CCS standard, and they will make the same comment above: "we screwed up and left something open to interpretation, so of course some idiot interpreted it that way."
FT Record: the intended architecture of a SAE CCS charging session is that the vehicle is in control of the session from beginning to end, with the charger responding to commanded output, updating its available limits, and displaying the vehicle's supplied data if any on an HMI (screen, display, etc).
Thus the vehicle should only be supplying "display ready" data: the "dash display SoC" percentage, for instance, in the CCS message for battery statistics. But that "display ready" quantity was never explicitly defined in the standard, just that the vehicle SoC was a "may supply" value for that message, so some companies interpreted it as "use the system one."
Also EA's pricing structure sucks BUT there should be an effort made to have states' rules RE "reselling" energy altered to permit the charging of per-kWh rates for electric vehicle charging.
A per-minute rate makes sense if you are attempting to limit the dwell time in a space and induce turnover, however.
Right now existing CCS networks are somewhat complicated and even expensive. Tesla is deadnuts easy; no card swiping or complicated prompts, and your car even shows you Superchargers on your navigation route. The things it currently does better are part of what updates to the CCS standard will fix.
ABRP is a cool tool that you or I could use to see what road tripping a Tesla would be like. It’s by no means necessary for owners to use or akin to making your own spreadsheet.
There's no candy coating the added hassles EV pose, the nerds might be into it the for the public at large it's a hard pass.
EVs are a very small niche, enjoy it but for the rest of us, again, it's a hard pass.
EVs are a hassle and an unnecessary one at that. From the Fisker's affordable all-electric SUV is called 'Ocean' thread. Nobosy is going to put up with this except EV nerds who are into them:
"It seems I have had to try multiple apps lately, and I want something more standardized! Chargepoint was always easy to use, and now I have Greenlots as well, but what I don’t want is to have to have 4-5 different apps on my phone just so I can have multiple charging options when in the road away from home."