How Much to Charge an EV Away From Home? | U.S. DC Fast Charging Prices in 2025

[@plugandplayEV]

For weekly pricing & EV infrastructure updates, use this link to join our band of EV nerds 🤓: namevi.beehiiv.com/subscribe 🔋

[@thenetworkarchitectchannel]

what a terrific idea to provide a service to the EV community. Thank you for taking this effort on. I look forward to the series. Thanks for this video. I enjoyed watching. One thing that may be nice to include an aggregate average for different regions over time to see if the trend in each is up or down.

[@plugandplayEV]

Great suggestion, thanks Walter 👍

[@junehanzawa5165]

Are either of you aware of the supercharge info site? It's basically a community based site which keeps tracks and progress of all new supercharger installations for everyone to see. Perhaps you can each out to them to help you setup your own, none supercharger version of it.

[@stevenstpeterjr8436]

hoping to update folks on dcfc in bucksport

[@anthonyc8499]

I can’t be alone in being somewhat indifferent to DCFC pricing since I charge so cheaply at home and road trips are infrequent. It’s at the point for me that I care more about amenities than cost. If charger functionality + speed are equal, then I’ll gladly pay more to have a superior driver experience at the location.

[@plugandplayEV]

Good points. I definitely need to weave in some comparison points for home utility rates as well, to keep the perspective. But I do think that not carrying much about price is a function of the lacking competition and reliability that we've seen until last year. When there's doubt around certain vendors and you need to make a trip, any alternative with reliable locations will be worth the money. If we start to have three or four options at any given exit, most of which have ample stalls and no questions around reliability, price becomes a more likely point for comparison. I'd still pay the P-FJ premium now, for example, but toss in an IONNA at the same exit and it changes the equation... similar facilities and save $10 on the charge at the same time? That will all add up over a long road trip.

[@anthonyc8499]

@plugandplayEV 💯. To come back to the Ellensburg, WA example with the PFJ, EA, Tesla V3 Supercharger, plus the downtown 50kW unit, drivers can pick and choose, depending on what's it worth to them. One can choose between a Taco Bell parking lot, a lovely travel center, or just sit outside a hotel.

[@ab-tf5fl]

@@anthonyc8499 Agree. And there's another aspect too, which is that, in many cases, the competing charging providers are located so close together, they're actually within walking distance of one another, so you can still access the amenities of the more expensive one while paying the prices of the cheaper one!

[@tommckinney1489]

Regarding pricing, I've noticed that DCFC prices along travel corridors have increased over the past year or two. We used to make a 1000 mile road trip through the south east and pay ~ half of what gasoline costs. Now it's on par, or more. I suspect suppliers are trying to recoup their investment, or they see DCFC along travel corridors as a convenience and charge what the market will bear. I would think NEVI sites would be lower but apparently that's not the case?

[@plugandplayEV]

Thanks for the observations, Tom, which are similar to what I've seen. NEVI sites have no pricing requirements baked into the program, so it's basically an extension of what we're seeing from privately-funded efforts, as low as $0.39/kWh and as high as $0.68/kWh. Only reliability and hardware standards were built into the program requirements, nothing that would cap prices.

[@junehanzawa5165]

I would think that as more and more manufacturers get access to the Supercharger network, that the competitors would have to come close to matching their lower rates or lose business. And with IONNA entering the mix, that will serve to put even more pressure on the competition and their prices.

[@kens97sto171]

Depends on the gas car you are comparing too.. and the EV. I have a 2020 Bolt EV. It is reasonably efficient at highway speeds, though out west we run 85MPH.. I get 2.5 - 2.8MPkwh at those speeds. My 14 year old Prius that got 35-38mpg at those speeds cost less to run on the highway. Any gas car over 35mpg is probably going to be cheaper to run.. the city and home charging is where the savings is.. and 99% of my miles are in that situation. So it works for me. Highway travel SUCKS in the bolt ev.. it is slow, and expensive.

[@COSolar6419]

Even within the same region prices can vary a lot. In my area of western Colorado the lowest cost is $0.30/kWh but within 30-40 miles are a few sites in the $0.75-$0.85/kWh. Then some providers tack on “session” or per minute fee to make it extra confusing. $0.50/kWh does seem to be a rough average.

[@k.Mike.a]

Examining the trends and breaking down the membership savings/costs would be great. As the networks buildout competition is going to be important to try and keep prices manageable. Thanks for this! Looking forward to more.

[@plugandplayEV]

Thanks for the thoughts. The pricing updates will be included in the weekly email one way or another but it looks like video updates might also be valuable for a closer look, comparison with home charging prices, etc. Much appreciated!

[@MrElderon]

As DCFC expands and more competition emerges, I think these types of updates you’re providing will become more and more beneficial for viewers. On my most recent 1700 mile road trip in November pricing was not a concern for me personally. I just wanted to have a relaxing trip using available chargers as I was still using up my existing free electrify America charging provided by Kia on my EV6. The PFJ pricing along the way was quite an eye opener and upon further consideration may make me consider using our ICE car for future road trips. I subscribed to the newsletter and will continue to follow your updates. Thanks for all your efforts.

[@plugandplayEV]

Appreciate your experience, thanks for adding it. Pushing people back to their ICE vehicle for road trips is a good call out re. impact of high DCFC prices. It's somewhat galling if we finally get infrastructure and EVs that get close to ICE refuel times, then price those EVs off the road for long trips.

[@psdaengr911]

Probably the best general strategy is to charge enough along the way to get to the next charge point AFTER the one you'd use if it were working, while driving at the speed limit. That will give you the latitude to go away from the "corridor" and get better prices on almost everything. I did this with my ICE on long trips, got a more representative view of the country, saving a lot of money for little extra travel time. I modified my future rtips through those areas to incorporate them and regained the "lost" time.

[@brianriebedriveselectric]

Great video Steve! Really interesting and I’ll be curious to see how this evolves in the future.

[@plugandplayEV]

Thanks Brian. Need to dial in those Supercharger regional and time of use prices, so it will be useful to compare your road trip videos to my same sites in the middle of the country. Happy New Year!

[@brianriebedriveselectric]

@ Happy New Year! I’ve been lucky enough to have free supercharging so haven’t been watching the prices much, but I’ll try to keep an eye out as I travel a bit more in the coming months.

[@gmv0553]

Definitely the reason why I will wait for the 1000 mile range Aptera! Charge at home for .14 and use the sun every day it shines! Then use charging stations on the road when needed which will be minimal!

[@plugandplayEV]

I'm all for efficiency taking the focus again. Rooting for Aptera but also hoping Lucid's tech gains traction and encourages other automakers to push for 400-500 miles as their next standard, in more affordable models than Lucid can currently deliver.

[@jerrymildredpetersen3177]

Good topic, Steve. And happy new year. We just got back from a 4,300 mile road trip to AZ and back from home in FL. I can't say much about local charging because I charge in my own garage, but here's some data from our trip. I can only approximate the EA price by dividing the total saved by the kWh (with tax) because I did't record the cost/kWh. But I did track the price/kWh of the ones that were not part of our free EA plan. I'll sort by state. EA was 48-64 cents with western TX being the highest priced and highest speed limit. Bad combination for the wallet. LOL! Those would have been the worst prices if we'd had to pay them. Sorry I can't format this better in a comment. FL -- EA-Tallahassee=$0.55 || FPL-Crestview=$0.39 || EA-Chipley=$0.60 || EVConnect-Tallahassee=$0.53 || EVConnect-Chiefland=$0.42 AL -- EA-Saraland=$0.48 || Chargepoint (MB/Bucc-ee's)-Robertsdale=$0.52 MS -- EA-Jackson=$0.56 LA -- Tesla-Ruston=$0.42 || EA-Sulphur=$0.56 || EA-Hammond=$0.57 TX -- EVgo-Weatherford=$0.55 || EA-Eastland=$0.64 || EA-Sweetwater=$0.64 || EA-Midland=$0.64 || EA-El Paso=$0.56 || EA-Van Horn=$0.64 || EA-Ft. Stockton=$0.64 || EA-Ozona=$0.64 | EA-Junction=$0.64 || EVgo-Austin=$0.59 || Chargepoint-Montgomery=$0.00 NM -- Francis-Carlsbad=$0.59 || EA-Demming=$0.56 || EA-Lordsburg=$0.55 I always enjoy your videos. 👍

[@plugandplayEV]

Thanks for the additional data. Look forward to comparing with my set. Happy New Year!

[@ArielBatista]

Great review I drive many miles and live in the South East. Mostly Florida and Georgia. You are right FPL Evolution is .30 for kwh. They just installed a TA using BP Palse which is .49. Mercedes Benz network in the Buc-ees here is .47. EVgo is very expensive here and I don't use them due to that. EA has a discount if you are a member. But I try to use them only on my ID.4 which I still have 6 months left of free charging. We also have some other local options most are at .47. Thanks for the information.

[@plugandplayEV]

Thanks! Right, in addition to cheaper power you have most of the affordable options down there and the likes of Circle K starting their build out in SE, so it makes sense that road trips would be less expensive to charge there. The end of my Ioniq 5 free charging with EA is possibly why I'm starting to pay more attention to price again... it's good to know there's competition coming and not allowing EA/EVgo to just assume customers on their complimentary plans will stick with them once expired.

[@davidkreim6544]

Steve, I am generally seeing high .40’s to low .50’s for DCFC pricing. I’ll likely explore membership pricing this year for the 2-3 months I plan on roadtripping. Great idea looking at level two charging! I am convinced as a whole lot more we can do to open that up to urban residents without garage, charging options

[@plugandplayEV]

Membership for travel months is also a good point, thanks David. Every plan I know of is pre-pay by month but easily cancelled after that, so it's less expensive to access those discounted rates for drivers whose long-distance trips are seasonal.

[@captng]

Very nice content steve...

[@plugandplayEV]

Thank you for watching and support 🙏

[@HoundStuff]

Nice work! Looks like a good plan for 2025.

[@plugandplayEV]

Thank you!

[@mikecarter2737]

Thanks for making regional averages available - it gives some level of expectation. The last L2 we used for our BEV had a $20 flat fee that was not advertised; they are rare now anyway. Just as Tesla shook up the entire BEV market when they dramatically dropped model Y pricing, they are now in a position to out-compete all non-subsidized CPOs for BEV energy sales. Price at our local dropped 20% a few months ago. (We have a Chevy). Everyone's charging siruation is different. We pay $.39/kWh at home (AFTER discounts!) and the CPO rates started at $.07/kWh here last I checked. All rates are public and you can see what they pay at different kW peaks. If you are not a "penalty box" mandated CPO and not a NEVI site and not Tesla, how can a company compete? Sell snacks and tobacco?

[@newscoulomb3705]

Thanks, Steve. I definitely think this is good information as an ongoing resource, but I will say that I don't think it's nearly as important as it would be for ICE refueling infrastructure. A majority of EV miles are still going to be added at home, so paying for charging on the road is likely less of an issue. It is a good framework for discussing the cost of ownership of different EVs (e.g., efficient economy EVs versus larger, luxury and performance EVs), and it is also a good way to identify disparities between charging provider performance and price (e.g., unreliable charging providers or networks lacking in onsite amenities really should be charging a premium for their services).

[@ab-tf5fl]

That's true, but I think it still matters. Many households own both an EV and a combustion vehicle, in which case, the relative cost of DCFC vs. gasoline may in fact determine which car they choose to take on a long trip. Then, you get into the issue of people who can't charge at home and must rely on DCFC for nearly all of their driving if they get an EV. Right now, the ability to charge at home is largely contingent on homeownership, which means a down payment and mortgage that many people can't qualify for. If we want people lower down the income scale to consider EVs, we need an affordable charging solution that isn't coupled with home ownership.

[@newscoulomb3705]

@@ab-tf5fl Yes, but believe it or not, home owners are still the single largest population group, and over 80% of single-family homes have off-street parking (i.e., the ability to plug in). I've been in the position of not having charging at home, so I can relate to that situation; however, it's nowhere near as bad as some claim. It's maybe a grand total of 30-40% of car owners who do not have consistent access to charging at home or work. That's still a large population, for sure, but it isn't really a bottleneck at this point given the 10% EV new car market share and the still too high pricing of new and even many used EVs for lower income buyers. I also expect this issue to improve in the near future with curbside charging options as well as regulations requiring multiunit properties to install charging in their off-street parking structures.

[@plugandplayEV]

Exactly, thanks Eric. I think walking the line between covering DCFC and associated pricing while still emphasizing the advantages and cost effectiveness of L2 is the way to go. There's also overlap with covering the charging vendors, their membership plans, and whether or not they build L2 into their business. Should be plenty to cover but always with the final nod to AC home/work/destination charging being the biggest advantage of driving electric ⚡

[@E_Schepp]

In Iowa we have a few new sites that are currently free DCFC, that beats any of your prices 😋 This is only temporary until these sites are fully commissioned though. The cheapest in my area is a $0.12 per kWh DCFC (this is the same price as home charging) EA pricing is $0.56 per kWh Tesla stations are $0.45 per kWh or less The only Pilot Travel Center (EVGo) in Iowa currently is a reasonable $0.45 per kWh Electricity is quite cheap in Iowa compared to CA and your state.

[@plugandplayEV]

Rhode Island's NEVI sites were free... but full of sleeping rideshare drivers going to 100% as a result! I was pleasantly surprised to see abundant windmills when we traveled across Iowa last summer. Those disappeared once we entered South Dakota, but the power/charging was notably cheaper in both states. Cross-referencing DCFC price differentials with regional utility rates is a natural extension of this info, if the data is readily available. It sounds like there's enough interest in running this as a series, so it just comes down to time, I guess... thanks for the thoughts!

[@teullet1]

You and Walter need a Collab video

[@Carlo1629-b3e]

Compared with home charge?

[@plugandplayEV]

Definitely including this in the next one, thanks 👍

[@davidkreim6544]

Steve, I am generally seeing high .40’s to low .50’s for DCFC pricing. I’ll likely explore membership pricing this year for the 2-3 months I plan on roadtripping. Great idea looking at level two charging! I am convinced there’s a lot more that 9:10 can be done to provide L2 charging for EV drivers without garage charging options

[@nathanbrumbaugh8545]

Driving with pick up truck and trailer and using DC fast chargers, it becomes much more critical to know what the prices are going to be even before stopping . sometimes this is hard to tell with the apps ahead of time. with a small car not a big deal what the price is you just pay it , but when you’re talking using Two or three times as much energy to go the same distance 😮really adds up quickly so would sure be nice to see pricing displayed on PlugShare a little more obviously so we know what the price is ahead of time.

[@Reittihw]

In the SE, charging at home middle of the night my Kia gets 33 MPD (miles per dollar). A 30mpg gas vehicle gets 9.5 On DCFC, my Kia gets EIGHT miles per dollar

[@Reittihw]

with patience, we'll see competition drive DCFC costs down as more networks build out, and capital gets amortized

[@plugandplayEV]

Great point. Up front CapEx is a significant part of the cost. Assuming reliability of hardware and, hopefully, utility rates better designed for DC charging, higher adoption/utilization will yield the need to price competitively.

[@homomorphic]

DCFC charging is such a small part of my total kWh purchased that the price of DCFC is basically irrelevant. Good thing it is too, because there is no way that any charging network can be profitable at under $2/kWh. They csn possibly make ends meet at $1 but the mathematical reality is such that a CPO needs high utilization and at least $1/kWh to break even across a mix of urban and rural locations (if we're talking dense urban alone then more than $2/kWh is needed to break even). The biggest cost for a CPO is the real estate. The second biggest cost is maintenance of capital infrastructure. The cost of electrical energy is essentially irrelevant as it accounts for such a small percentage of the total cost of delivery (if facilities are designed and implemented correctly). The fact that high utilization is required at even $1/kWh break even means lines for customers. If no lines are desired then the price needs to be even higher All the pricing you see these days is loss inducing. Tesla was able to sustain the losses through subsidy of sales of their vehicles (i.e. the charging network was a loss leader for them, but that is rapidly coming to an end has sales figures are showing).

[@plugandplayEV]

That does seem to be the other end of the spectrum. I'm willing to bet that a good number of mainstream EV buyers also don't care much about DCFC (or even know it exists as an option, for some new buyers). As an avid road tripper, though, I doubt I can pull myself away from keeping tabs on these expensive nationwide charging networks and what they want us to pay.

[@ab-tf5fl]

In think the cost of real estate for a CPO is dependent heavily on the speed of the charging and the opportunity cost of the land. I heard the current rates of $.50-$0.60/kWh are actually sufficient to break even in suburban/rural locations. This is due to a combination of higher utilization caused by more EVs on the road, plus charging providers figure out how to build and maintain their equipment at less cost, as well as the introduction of battery buffers to avoid utility demand charges. However, when you get into very urban locations - think, the Electrify America hub in San Francisco, or the Gravity charging hub in New York - then, the real estate costs get much higher, to the point where I don't see how they could possibly break even at current rates. Even in the gasoline world with its 5-minute fueling times, gas prices are still higher in areas with expensive real estate because that real estate needs to be paid for, and in the long term, the same will have to be true for EV charging too. The cost of real estate becomes even more significant when you get into level 2 charging, where each hour parked adds only 6 kWh to the car's battery pack, rather than 150 kWh. When the dominant cost component for the CPO is the parking space the car sits in while it charges, either the charging has to be very fast, or the car has to pay full market rates for the parking space while it charges - on top of the electricity rates - in order for the CPO to not lose money. In a dense city, full market rates can be as much as $5-10/hour, which at 6 kW, plus a reasonable electricity fee, equates to around $1-2/kWh. We're already starting to see this in some situations. For example, let's say you live in an apartment in a city center which has its own parking, but no charging. But, there's a public pay garage across the street which does offer level 2 charging, but you have to the regular parking fee, on top of a $0.25/kWh charging fee to use it. Add it up, the cost of charging this way works out to around $1-2/kWh (and doesn't replace the need to pay for parking at home, since you still have to park the car all the days you aren't charging it), which is expensive enough that it's actually much cheaper to charge by simply using DCFC in the suburbs on days you drive out to the suburbs (and if you never leave the city center, there's not much point in paying to own a car to begin with). The only way urban charging at the apartment can be affordable is if the charging can happen in the same parking space you're paying for anyway, avoiding the need to pay for parking twice. But, that's impossible with cooperation from the landlord.

[@NEAR_Photo]

Hey! I recognize that Deerfield lot! 413!

[@plugandplayEV]

Brand new spot ⚡😁 Planning to try the nearby BBQ place next time we swing through...

[@NEAR_Photo]

@@plugandplayEV Zack’s is a great spot, highly recommend! Also, if you’re a local, there’s a new 10 stall DCFC (ChargePoint) station in East Longmeadow. (First one in that town) $0.35kwh and 160kw per dispenser. Easy access to a walking/biking trail with a local ice cream/lunch shop at the end.

[@ElderStatesman]

With some DCFC stations popping up near warehouse/wholesale stores like Sam's Club and maybe Costco, they should consider partnering with EA or EVgo to give discounts on fast charging for their Sam's Club or Costco membership. Both of them offer discounts on gas prices compared to their local fueling stations, why not offer the same perks to EV owners?

[@simplygregsterev]

I pay around 0.07c kwh here in Canada and DCFC is around 38-45c kwh dcfc. The prices in USA don’t seem that bad from my experience. Some of those sites are nice!

[@ronb4633]

Non-member EA is $0.64 in Los Angeles area and $0.56 pretty much in all other parts of California. EVgo is $0.54 to $0.67 depending on time of day. Tesla is $0.39 is wee hours but $0.52 in normal hours. And several places fixed $0.59. I find your national average a bit low relative to California, but what else is new 😂 Please consider filtering to only DCFCs that are 150kW+.

[@nightwing2012]

In San Diego area over the last 2 1/2 year ea has gone from .45 up to .64 cents. And evgo lowest is .50 up to .69. Real catch is when despenser go down like EVgo did in November and December.

[@chrisspychalski2376]

Adopt a Charger network price- free? other free like Lowell Hannaford (was great when working. Newton ChargePoint 0.35, 62kW. is there a price sensitive route planner?

[@plugandplayEV]

I find the freebies trend to attract campers, then break and inevitably don't have great maintenance, because why fix something that's not making you money? Hannaford Lowell and Marlborough. Shell Recharge at Logan. Various dealership chargers. All either left to break or taken away by site host. The only app that I've seen factor in price of charging is ABRP, but even they only give you the estimated cost. For the most part, it's not data that's easily aggregated.

[@ab-tf5fl]

I think the importance of pricing to attract customers is only going to get bigger and bigger, as the EV charging industry gets more mature, with the eventual endgame being charging providers posting their per-kWh rates in big signs, just like gas stations do with the per-gallon price of regular unleaded gas. One thing that I think will help get there is if the in-car navigation systems started taking price into account when routing drivers to charging stations. For example, Tesla's route planner, to my knowledge, considers only Tesla Superchargers, and will not route you to a Chargepoint station, even if the electricity rate is cheaper and you have a CCS adapter. Today, the reason for doing this is very understandable - Tesla has good reason to not trust charging providers they don't control to keep the stations in working order, and they don't want their drivers complaining about being routed to a station that's broken. But, in the future, when charger reliability is taken for granted, price will become the differentiating factor, and navigation software will likely be updated to accommodate this.

[@ronniemullis8717]

Flying J and most all truck stops are a lot higher for there fuel prices too. They rip off truck drivers.

[@plugandplayEV]

Ha, good to know, thanks!

[@firstbigbarney]

Tesla charges $0.35 per Kwh in Willowick OH. They may be on a peak and off peak rate... Some time it was 37 or 41 cents ,but last week it was 35 cents at about 5pm... Ionna at I90 & 306 was 50 cents Kwh ,and two chargers were out of service.. This was the grand opening and a rep was there to help if needed...

[@plugandplayEV]

IONNA might be in a position to adjust pricing lower, like Tesla, but it yields fewer benefits for those bankrolling it. The Tesla logo shines proudly from every single Supercharger, but that won't be happening with eight partners behind IONNA. Offering a good deal on fast charging only benefits individual OEMs if they can claim it as a specific promotion for their models.

[@mongo64071]

My residential electric rate in Connecticut with taxes and fees is over 40 cents per kWh. This is why I don’t see much value in owning an EV. The local dc fast chargers charge around 48 cents.

[@plugandplayEV]

Some utilities do a good job of adapting to EVs with specific rates for low cost charging off-peak. Unfortunately, Eversource (I'm assuming they're your provider based on wide CT coverage?) isn't one that does a good job there. Hopefully they figure that out soon. Thanks for the thoughts.

[@mongo64071]

@@plugandplayEVyes. Eversource. They’re horrible. Most of my bill is not generation. 2/3 of the bill is distribution costs, taxes, and a laundry list of charges that no one can explain. Plus they just added a new 5.5 cent per kWh charge on all usage to pay the power bills of people who refuse to pay their power bills!!! So not only am I paying my bill, but I’m paying for freeloaders too!

[@L6Jeremy]

I own a model 3 and live in an apartment and solely rely on DC fast charging. Luckily for me the peak Super charger rates are .33/KWh with off peak as low as .22/KWh. Still not as good as how much I pay for my electricty which is like .035/KWh.

[@plugandplayEV]

Tesla owner rates are equivalent to member pricing for non-Tesla supercharging use, which is a great deal at many locations, off-peak. Our nearest Supercharger is $0.57 per kWh for the daytime hours but drops to $0.35/kWh in the wee hours, which is closing in on L2 pricing for Greater Boston.

[@Sidicas]

cost of the electricity itself including delivery is only about 7 cents a kilowatt hour. the rest is markup and equipment costs.

[@plugandplayEV]

Demand charges also have to be taken into account. If the utility rates aren't designed to accommodate EV fast charging, those spikes in power can quickly nuke station profitability.

[@ronnelson06824]

I just want an app….ABRP with charging at lowest price DCFC. Am I alone? By the way, great video and thank you

[@plugandplayEV]

ABRP is halfway there with price listed as a dedicated field and overall trip cost estimated from that. The trouble is that prices are variable by TOU, membership status, and access levels, so it's tough to make that number both up to date and accurate for the user. Should be figured out as more public options open up, though. Thanks for the thoughts 👍

[@olegvihodets8680]

I charge my car for 12 cents /kw/h at home Supercharger costs 36 cents.

[@plugandplayEV]

Sweet deals! ⚡👍

[@botabob]

I pay $.09 per Kwh at my house. I don't drive an EV, but thought I would brag a little.

[@plugandplayEV]

I haven't seen much lower than that without solar backing it up, so brag away!

[@thenetworkarchitectchannel]

...I hit a CP at at Hyundai dealer in Clovis, NM which was at $1.60 per kWh. I sadly charged b4 realizing and walked away lighter in my wallet as a result.

[@plugandplayEV]

Ouch! 💸 I should have mentioned that I broadly discounted dealerships from this index. The exception is Ford Charge, which has a number of locations that match the larger vendors for power and stall count, but most others are too limited to consider a viable alternative to the main players.

[@sprockkets]

Ionna should charge all their member cars a cheaper rate and Tesla a higher rate. You know, just like Tesla does.

[@Reddylion]

Nice. Barath South.

[@ronniemullis8717]

Right now EV technology is when you can charge at home, not for long trips.

[@plugandplayEV]

Works fine for long trips, with the exception of those who only do 5 minute gas stops and don't eat anything but a quick snack on a trip. Or those towing large loads clear across the country. Those folks still need liquid fuel for now, I'd agree. When you can cover 800-1,000 miles in a day and get across the country, as I've done, doesn't that meet most long trip use cases?

[@ronniemullis8717]

@@plugandplayEV Mostly I was talking about how much the cost per kWh for over the road traveling. I want an EV too. Hopefully the new Cadillac Optiq will be out soon. Mine will be charged at home.

[@plugandplayEV]

Makes sense, thanks for the addition. I think the caveat I'd add is that there are various ways to road trip closer to home prices. Memberships, hotel charging, destination charging, and free lower power DCFC all offer a path to much cheaper road trips. The pricing covered in this video is more geared to what the driver pays leaving without a plan or any research.

[@Yanquetino]

As is typical in our uber-capitalist system, it seems to me that the DCFC providers are now in it for as much profit as they can pocket. When I look over the prices per kWh for commercial use across all our utility regions, they average around HALF what those providers are charging. That's a damn good markup!

[@anthonyc8499]

You must be fun at parties.

[@stephkent2736]

I think it has a lot more to do with needing to provide capital to expand and not have to sustain long term losses to get there. I also think that nobody knows what the "end game" is and what sort of range/demand these stations will have in 5-10 years. If "600+ mile" range (which has always been the dream of solid state batteries) ever happens, I'm going to predict that it will come with 400 mile highway range and 300 mile cold weather highway range. If that's the case, for most EV drivers needing a quick top off in summer and 1 recharge in winter will be the demand for chargers for those with L2 charging in the future. How many DC Fast chargers will we need at that point, especially if hotels expand L2 offerings at their properties?

[@AustinWyattPetersen]

I think the pricing is pure thievery. What’s even worse is that there are people paying these rates, allowing the stations owners to think that customers are okay with these rates and will gladly pay them or more. When I got my car, DC Fast charging cost $.32 a kWh. That was barely acceptable. Now, as you know, it’s basically $.60. To make matters worse, the owners of level 2 chargers are charging $.35 cents a kWh just for level 2 charging! And if you’re parked in a parking ramp because they opted not to put it in an open park of their lots, you have to pay to park too when you really just want to charge and leave 🤯 Why would I pay gasoline prices or more to slow charge my car!? That’s insane. I won’t keep my EV after the 3 years of free charging ends if pricing doesn’t go down. It’s funny that you made this video because I started a letter to my senator today and I’ve been doing all this research and crunching numbers too. People who currently do not want an EV are not going to consider one if they have to pay more than gasoline. With only half of the countries drivers owning or living in a home where they can charge with cheaper rates, why should the other half get robbed? Most of the owners of all the level 2 and DC chargers received tax incentives or could’ve taken advantage of tax incentives that helped offset their costs. If the pricing doesn’t start going down, laws need to be passed to regulate the maximum amount they can charge.

[@dennisconrad6124]

I’m just asking for a friend. Are you EV owners insane? Sit there for 30-45 minutes to pay 2-3 times the price of gas?

[@plugandplayEV]

Most charging happens at home and is cheaper than gas. My charge sessions on the road are 20-25 minutes and happen while I'm taking a bio/snack break, which I'd stop for anyway. Gas prices and a dedicated errand to refuel every week are what seems insane to me. But you're welcome to it, of course, if you have that time and money to waste.

[@dennisconrad6124]

@ Point #1. I was recently at a Loves truck stop where they had a Tesla charging station with about 6-8 Teslas getting their charge. After I got my gas I walked over and asked one of them. If your battery is low, how long does it take to get a full charge? He said about 45 minutes. Point #2. To pretend that people make a dedicated errand to go fill up their car, is BS and you know it. Point #3 The insurance on an EV is a LOT higher then a gas car. The extra insurance would have bought a lot of gas. Point #4. The people that got suckered into buying these EV’s are going to lose so much money in depreciation, they could have got free gas for their gas car. Maybe you don’t know how to do a simple cost Analysis on how much to buy, maintain, insure, depreciation and drive a vehicle. Don’t assume everybody else is like you.

[@plugandplayEV]

1. Why would I use a Tesla as reference if I don't drive one? My car and many like it, which is available at the same price point as a Tesla, charges from 10-80% in 18 minutes. So when I choose to go a bit higher, 20-25 minutes is an entirely normal stop. If others don't mind longer charge times, they can choose those other models, their choice. 2. Can you refuel your vehicle easily in the driveway, yes or no? If no, you have to make a discrete stop to stand by the car and pump gas. If you don't want to call it a weekly errand, that's fine, but you can't pretend that it magically gets filled up while you're doing other things. 3. My insurance is cheaper than for equivalent gas cars folks in my area drive. Shop around. 4. I've had three years of no-fee fast charging on the Electrify America network. No-one I know has received free gas in that period. "Suckered into buying EVs" simply shows you're against the technology, which is fine. Fwiw, I'm not for mandates or bans, as I'm confident EV tech is significantly better than combustion to sell itself for most use cases and getting better every year. So perhaps take your own advice: dismiss EVs if you don't personally like them, but don't assume everybody else is like you.

[@seaplaneguy1]

53 cents/kwh = $17.86/gallon gasoline equivalent. An old ICE car gets around 4x less MPG. So, $17.86 is like driving an ICE car at 33.25 MPG with fuel costing $4.46/gal. 133 MPGe/4= 33.25. The future, however, will be much higher costs for EVs. It now costs in UK $1.06/kwh, which is like buying gasoline for $35.72/gallon. A 100% RE grid in USA will be 60 cents/kwh ($20/gal) at home (5x more than a coal grid), and at supercharger (like flying J) it will cost 90-120 cents/kwh ($30-$40/gal). New combustion tech will be the SAME efficiency as an EV (75%) for the power system, and the lower weight (60% of EV) will give a 1.5x better MPG for combustion. EV = 133 MPG. Combustion 200 MPG. This is the future, and very possible. HINT. I am the engineer on project...I know... The 10 to 30 times more cost for charging will be 15 to 45 times more at the wheel. Nobody will want an EV...LOL. Game over folks. Wake up. As for CO2, an EV is 600 gCO2/kwh (300 for battery at 150,000 mile life, 300 for 100% RE grid), and making fuel from solar thermal will be 3 for fuel and 4 at wheel. BTW, gasoline is 264. At the wheel with 75% efficiency, the EV CO2 is 800 gCO2/kwh. 800/4 = 200 times MORE CO2 for an EV. Clearly, if CO2 is an issue, EVs fails 100%. Combustion is the ONLY way forward if CO2 is a factor. There are hundreds of other issues that make EVs totally obsolete and dangerous. BTW, my old boss INVENTED modern EVs and stopped in 1990. They won't work. 100s of reasons why.

[@thewolf61691]

Massive depreciation of the vehicle and time consuming overpriced public access electricity... gas ftw.

[@plugandplayEV]

Vehicles are rarely an investment and a gas pump isn't available in my driveway. Electricity ftw.

[@youngeagle1793]

Cancer full blast while you drive. 😂😂😂

[@plugandplayEV]

No no, this is electric driving. You must be thinking of those noxious old combustion-based cars that poison neighborhoods. Don't worry, they're on their way out! 👋

[@youngeagle1793]

@ if you say so.🫡 but I’ve seen it. Couple of my customers all of the sudden. Electric car. Cancer. Appears. 🤙🏾 not for me.

[@plugandplayEV]

Just like windmills, yeah? And yet, riding atop a tank of flammable liquid that the engine then turns into poisonous fumes is harmless? This is an interesting parallel universe we're exploring here.