theothertom
Member
Plug and Play EV seems to have good luck with the New England CCS network.I am on the East Coast (Florida and New England). According to Plugshare the CCS DCFC in New England is tough.
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Plug and Play EV seems to have good luck with the New England CCS network.I am on the East Coast (Florida and New England). According to Plugshare the CCS DCFC in New England is tough.
Without credit card option, it means that one must have an account with the charging service provider and:Don't use credit card readers. If I had a $1 for every time someone on Plugshare said the CC reader didn't work, I could have a nice side income.
You didn't have to be a business wiz to know that plan wasn't going to last very long.I also planned to use free DC FCs as much as I could, not what ABRP, My Chevrolet, etc. suggested.
I drove a 2012 Leaf from LA to San Jose and back once. I definitely proved it could be done. More importantly, I also proved it should NOT be done.there's a crazy guy who recently did a road trip: Sacramento to San Diego and back using his i-MiEV (62 mile EPA range when new and has CHAdeMO).
Yep. EA doesn't have any RFID fobs or cards. Yes, I have cards for ChargePoint, Blink and EVgo. I've never used the Blink card and have rarely used my EVgo card.Without credit card option, it means that one must have an account with the charging service provider and:
- either an RFID fob. EA does not offer this option last I knew. Chargepoint, Blink, and EVgo do
- rely on using a miserable cellphone app - something there is little worse than doing when standing out in the rain, snow, and/or wind while or a sketchy location having to fuss with a phone and a huge, cold frankenplug with a long, clumsy, filthy cable. Gloves don't work very well with apps, even with e-tips. There needs to be cell service and I need to have downloaded the app.
For the above, I had to use the EV Connect app. Fortunately, I had it and registered it long ago. I used a year ago for cheap L2 charging near a hotel I was staying at.Delano Maintenance Station | PlugShare was free (used before but was broken this time. I tried). So, I backtracked to Denny's Delano | PlugShare (which I figured I might need to) and that's super cheap at only $2 per hour for DC FC. Came out to under 5.7 cents per kWh and would've been cheaper if I didn't charge so high into my car's taper.
I am in FL and the CCS network is fairly robust. I have a 2020 Chevy Bolt, and despite its slow charging 50kWh, I have not had any problems with EA chargers. When my battery capacity was limited to 80 because of the recall, I had to charge on relatively short trips(180 miles). With that being said, its still not up tyo Supercharger numbers. When I was in Cali I rented a Y for a week and drove LA to Sacramento and back, I was surprised how many alternative charges I could be routed to.That's my experience as well.
Absolutely agree. They had my attention at the 39 speakers, almost 2000 watts of amplification, rear theater screen, all for the low, low price of $145,000 plus tax, registration, EV fee in North Carolina. And there’s one available in my color choice only 30 miles away. Tough to hold back the excitement. And it has 39 speakers. My cup oversloppeth. But for real: 39 speakers.I recently looked at the new i7 and my jaw hit the floor. I haven't been that impressed with a car in a long time.
Here's an observation from a UK perspective: All Teslas sold here* have CCS and all Tesla Superchargers here are CCS chargers ... and the system works entirely reliably. We also have independent chargers here that use CCS that have poor reliability. It seems to me that the problem isn't CCS per se ... it's the implementation by different providers using different hardware and software. (Though Superchargers are CCS they are mostly still locked into Tesla usage i.e. only Teslas can charge at them, though there are a few sites now that are open to all CCS cars.)
Hwy 50 in Nevada has plenty of CCS. The last I checked, they have no Tesla Superchargers on Hwy 50 in NV across the entire state,That's my experience as well.
The big problem with CCS is that it is unreliable. And nobody fixes them.
Agreed that a lot of CCS are broken and nobody seems to care, but as far as "options" go, maybe you know that there are CCS chargers in Gardnerville, one "coming soon" in Coleville, and nice one that seems to work in Bridgeport.I wish they would start with Magic Dock in places such as Lake Topaz, NV where they have nothing else for miles, not even a J-1772,
Same concept here in the states, it really depends on the provider. There are many who only seems to be interested in installing the pedestal and walking away. And a relative few that actually cares about their network. It's the same with the J-1772 plugs. Many are "just installed" a few actually will fix one.Here's an observation from a UK perspective: All Teslas sold here* have CCS and all Tesla Superchargers here are CCS chargers ... and the system works entirely reliably. We also have independent chargers here that use CCS that have poor reliability. It seems to me that the problem isn't CCS per se ... it's the implementation by different providers using different hardware and software. (Though Superchargers are CCS they are mostly still locked into Tesla usage i.e. only Teslas can charge at them, though there are a few sites now that are open to all CCS cars.)
*some older Teslas have to use an adapter but all newer ones come with CCS