First Long(ish) Trip

Yeah, but there are dead zones out there where you get really spotty cell signal. Now I presume it would be kind of dumb to put a charger in a spot with no cell signal (unless it is free and required no app to activate), but there are multiple cell networks and the coverage maps aren't the same for all of them.

Where I am, only EA has credit card readers. Which sounds nice, but sometimes those were kind of problematic, and using the app yielded better results.

 

EvGo gas added credit card readers to all of their machines as well. But I have their card, which always works. The nice thing with EvGo chargers is if their machines can't connect to a network and you have their RFID card, they default to being free as long as you scan a legitimate (even deactivated) EvGo card. ChargePoint tends to do the same as well now, but they do charge for their RFID card, but is worth it if your dealer didn't give you one for free. Additionally, all of them can usually be started by giving them a call if the app or card doesn't work.

 

I never got around to asking for a ChargePoint card. Honestly most of the chargepoint that I use is free (either free 50kW, or free L2 at our office). I used a few that required payment (mainly as a test when I first got the car).

I do have the EVgo card in the wallet. Those chargers have been flawless, but I usually only used them when the free 50kW that was down the road was in use.

 

Yeah, now I have two free 64kw charging stations near me, so lit is rate I am paying for a charge anymore

 

Just thought I would share my first 500 mile experience.

1. First leg was 170 miles.. So just charged car to 100% and got there no problems. Charged on L2 at the hotel, but had technical difficulties so had to resolve with a phone call to chargepoint.

2. Second leg was about 90 miles so no issues with range, but I didn't realize Chargepoint kept billing me per hour even though charge finished so I got charged an extra $6. My mistake.. So chalk it up to learning experience. Still cheaper than what I would have paid in gas.

3. Third final leg going home was about 250 miles, so charged to 100% at our friends with the slow L1 charged before leaving. Mapped out our first charging station at a L3 chargepoint and got there at around 60% charge. First charger gave us fault after a minute and got me a little worried, but second one worked fine. I was planning on charging up to 90% but looks like after 80% charge it went down to a 25kw rate and since it charges per minute, I decided to go after around 82%. Got home with around 50 miles on the GOM so I think my plan was successful. I think the pricing is pretty much about the same as I would have paid for gas.

Overall, the couple of hiccups with charging infrastructure was a little disappointing, but I think it was still a positive experience. The plugshare app is definitely a must have so thanks for the recommendation!

I did try to avoid an Electrify America charger that was on my route that might have been more convenient, but seeing the problems with pricing tiers made me nervous so I wanted to avoid it.

 

You can calculate the cost with my charge cost calculator and compare the prices before you get to the charger.
https://www.ev-charge-cost.com/

 

Umm, kind of inaccurate, I enter 0.31 per kwh and it calculates the cost out based on $0.34 per kwh.

 

Actually it's not inaccurate. Because it calculates an efficiency of 90%. So to fill your 64 kWh battery from 0 to 100 you need to put in ~71 kwh.

So the cost per kWh will be 34 cents for your 64 kWh "delivered".

Also, that actually doesn't matter if you want to compare let's say Electrify America vs. EVGo.

That's the main purpose of the site.

 

Not sure what you mean by granny charger - lol - but I have a 240V 20A charger from CliperCreek we used with the iMiEV and just bought a 240V 24A GRIZZL-E. Both runs on an unused 30A "dryer circuit" using NEMA 6-50 connectors. 20% more output makes a difference when charging a 64kW battery. The GRIZZL-E is a bit bulky on the wall, but the output can easily be reconfigured to 40A; 32A; 24A or 16A.



I ordered a NEMA6-50 to 14-50 adapter from Amazon. There are lots of 14-50 outlets around in a pinch. The ClipperCreek unit fits nicely in the pouch, abouve with the Kona's 120V 12A 'baby juice' (destination) charger.

I will try to avoid the emergency procedures though.

 

The baby juice charger is the granny charger I referred to. Mine (not sure if all are) also works on 220V, then charging at 2.8 kW instead of just 1.4, since it's still only 12 Amp.

But it makes a big difference over night (double the range added, obviously).

It's handy if you don't want to spend the money on an additional EVSE if you don't really need it.

I rarely need to charge faster than 1.4 kW at home, and if I do, I can always use the dryer outlet to go to 2.8 kW or worst come to worst I stop at a public charger.

So in the end, no need for me (at this time) to spend $300-$500 on an additional EVSE.

 

I looked up the MUSTART unit. Considering the one should never load a source over 80% (as per code) these units should work off a 40A power source. Drawring 26A from a 30A source is "pushing it".

 

I charge our car to 80% when the guestimator shows around 300km. The night before a longer trip I charge it 90-100%. It should be easy on the battery using a L2 charger. @ $0.15c/kWh it is real cheap. I find paying at chargers is expensive. Ultimately charging at home will pay for the charger.

At the end to each his own, whatever works for you.