I agree, I think the charging aspect (besides the charging network) of some EVs currently is a barrier to adoption when they dig into the details.
Refueling ICE cars is very simple for the average car buyer to understand and live with. With Tesla, especially, you have so many discussions about what is the proper way of driving, charging, and storing, just to keep the battery from degrading faster than normal. Plus, add the fact that there is a difference between rated and ideal range. It’s the one aspect of owning a Tesla I never mention to others, especially the set-it-and-forget-it type of people, which happens to be majority of car buyers I know who aren’t car enthusiasts. My parents would not want to drive my Tesla if I told them they should keep the car always charging to between 50-80%, don’t go to 90%+ often, rarely 100%, don’t let it dip below 20%, remember the miles left on the dash is not actual real world miles left, having a X kWh battery doesn’t mean you get access to all X kWh, always and only supercharging is not healthy, don’t go on a vacation for more than weeks with the Tesla sitting by itself, etc.
Unfortunately, there’s no single standard that EV manufactures work with. At least with some cars, the EV maker purposely reserves a relatively large amount from being accessible, and does not mention this or about ideal charging habits. This way the buyer can really drive it like any other car. For example, Honda’s approach with the Clarity and Chrysler’s with their Pacifica (though they don’t sell well) are good ways to transition the average ICE driver to an EV.
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