Electric Vehicle Charging: It’s easier than you think

Electric Vehicle Charging: It’s easier than you think

Perhaps the most worrisome thing about electric
cars in the eyes of drivers is charging them. With a conventional vehicle, you stop by a
fueling station, go to the pump, swipe your card yada yada and you’re tank is full again
in a few minutes. Many people think we need to have a vast charging
infrastructure capable of similar feats for EVs to be viable. I’d like to present to you why for 95% of
the time, that’s not really the case. First, let’s discuss the types of EV chargers. There are three so-called levels of charging. Level 1 charging is the slowest, using electricity
from a standard household 120V outlet. I’m about to make an outlandish statement. For most people most of the time, level 1
is all you need. No, seriously. If you think I’m off my rocker just hang
tight and I’ll explain in a few moments. Level 2 charging is the next step. Level 2 charging equipment supplies 240V,
usually between 15 and 40 amps. Most public charging stations are level 2,
and these are capable of recharging the exhausted batteries of most EV’s in 4 to 10 hours
depending on the car. Much effort seems to be spent on getting level
2 charging stations in more places, but except in particular circumstances they might not
be needed. Again, more on that later. Level 3 charging is the fastest current charging
level. Rather than work with AC electricity, Level
3 equipment supplies high voltage DC right into the vehicle’s batteries, and they can
often charge a depleted battery to 80% full in 30 minutes or less. The Tesla super chargers, CCS, and Chademo
are the three most common technologies and they’re usually referred to as DC fast charging. So, you might be asking, where does this guy
get off saying this thing is all I need? I’ll tell you. There’s an easier way to understand how
fast the chargers are: miles per hour. Energy is energy, and since most cars are
able to go about 4 miles per kilowatt hour of energy, then it’s really easy to tell
how far it can go for a set period of time being plugged into a charger. Let’s take a Nissan Leaf as an example. When on level 2 charging at 30 amps, it adds
20 miles of range per hour it’s plugged in. It’s that simple, you can figure out depending
on the size of the charger how fast range is added to the battery, and you can equate
that to miles per hour. When plugged into a standard 120v outlet with
a portable charger, a leaf gains 4 miles of range for every hour it’s plugged in. This probably sounds pathetic to you, but
it shouldn’t. Consider this: The Leaf has an estimated range
of 84 miles for 2014 and 2015 models. Let’s take a worst case scenario and assume
that each day you use 100% of the range. Your trip to work is 42 miles (which by the
way statistically is a very long commute), and say it takes an hour each way. 22 hours of the day your car is sitting parked. If it were always able to be plugged in when
parked (so, if you could plug in at work), then it would add 88 miles of range each day
(which is 4 more than its total range). Even with level one “trickle” charging,
as some people call it, the Leaf would always end up with a fully charged battery at the
start of the next day. So here’s what I’m getting at. So long as you drive less than 80 miles in
a day (which is most people most of the time), level 1 charging is sufficient. The catch is that this is so long as you could
also charge at work. In fact, if your trip to work is 32 miles
or less (which is most of you), then with a standard 120V outlet your car would be fully
charged when it was time to go home. And that’s what I think we should be focusing
on. We need to get more chargers available for
people to use at their workplace, and level 1 is a great option. Installing level 1 charging equipment costs
less than level 2. A lot of this has to do with wiring. See, a standard 200 amp electrical panel like
you have in your house could charge 26 EV’s at 15 amp level 1, compared to just 6 with
30 amp level 2. And in a commercial building there’s way
more than 200 amps at its disposal. Just think of a building like a hotel–each
room with its own electric heater has a 20 amp 240 volt circuit (which is equivalent
to 2 20 amp 120 volt circuits). So with the wiring for each hotel room, you
could charge 2 cars. A 100 room hotel, therefore, has the wiring
to support 200 EVs. Now of course, you can’t charge an EV and
run the heater at the same time, but I want to illustrate how many vehicles could be charged
with what is already typical electrical supply for a commercial building. And 200 is just with the circuits for the
heaters. And trust me, there are a lot more circuits
in a hotel. Here’s another thing to consider. Adding 4 miles of range in an hour is with
12 amp charging, which is what portable charging equipment supplies. Level one charging equipment wired to a dedicated
20 amp circuit like in a hotel room could potentially add 5.5 miles of range per hour,
meaning that with 22 hours of parked time, the car could add 121 miles of range. Very few people exceed 121 miles of daily
driving. And even if you had to go farther one day,
you could make up for it later. Say your commute is a 50 mile round trip. Still a good bit longer than average, but
a good number for theory. If your electric car had a 200 mile range,
then your car would never dip below 75% charged if all you did was commute. But if one day you did have to drive 100 miles
doing errands, then you’d get home with your battery half full. But with 8 hours of being plugged in before
you went to work the next day, you’d have 132 miles of range when you started your day. After 24 hours, you’d start the next day
with 162 miles, and by the third day you’d be nearly full again. See, each day you used 50 miles of range,
but added 80 miles so you’ve netted 30 miles of range. All this is not to say that there’s no point
in installing level 2 or level 3 charging. What I hope to explain here is that the need
for those charging levels is atypical. Sure, a workplace might need a few level 2
chargers for those that have very long commutes, but for most people just having level 1 would
be fine. Level 2 chargers would be most handy in places
like shopping malls, so that someone whose commute pushes past 60 miles or so could get
their battery full quickly for a day of shopping or roundabout chores. Level 3 charging is needed exclusively for
road trips; or when total travel for the day will greatly exceed the car’s range. I think that if we want to make it easier
to drive electric, we need to change our focus. We need level 1 chargers in more places. If everyone is able to charge their car at
work, even if it’s only level 1, their daily driving needs would pretty much be taken care
of. My trip to work is about 16 miles, and with
my Volt that leaves me with about 60% of the battery left, or about 23 miles of range. If I could plug in at work to just a standard
outlet, my Volt would have a full battery in about 4 hours, well before the time I ended
my 8 hour day. Then when I got home, I’d again have 23
miles left for shopping and chores, meaning I would almost never have to rely on the Volt’s
gasoline backup generator. And since the first gen Volt takes 10 hours
to charge fully with a 120V outlet, even if I used up all those 23 miles after work, I’d
have a full battery in the morning (assuming I got home 2 hours before I went to bed). If you don’t believe me that level 1 charging
is enough, just try this. Every day for the next month, reset the trip
meter on your dash before you head out for the day. Write down how many miles you drove in a log. I’ll bet that for many of you, you never
exceeded 80 miles in a day. And for those that did on a few of those days,
the gains you make from your other days would more than make up for the loss. Still think this claim is dubious? Let’s make it even simpler. 80 miles a day is equivalent to driving 2,400
miles in a month, or 29,200 miles a year. So with just a standard electrical outlet,
your electric car could travel more than double the average annual distance traveled by car
today. In short, the problem isn’t so much infrastructure. It’s access. Most buildings today are loaded with wiring,
already enough to support most drivers. The problem is none of that wiring goes to
the parking lot or parking garage. And we don’t need expensive equipment to
get people charged. A level 1 charger costs about 400 dollars. Compare that to the national cost per space
of a new parking garage, which is over 18,000 dollars, and you discover it’d increase
the cost of a parking garage only 2.2 percent for every spot to be capable of charging. Maybe double that for wiring and labor, and
you’re still at less than a 5% increase. You might ask, who should pay for this? If companies were smart, they’d do it themselves. Providing vehicle charging as a benefit to
employees doesn’t cost much at all. The electricity costs about a dollar a day
with national electric costs and 8 hours of charging. Considering that the minimum wage is more
than 7 times that amount per hour, and the average wage many times more, that’s pennies. And the cost of installation isn’t that
high either. At perhaps 1,000 dollars per charger, you’re
talking a week’s pay for someone making $52,000 a year. New construction should just be done with
EV charging in mind. If you want to hire top talent, having free
EV charging will certainly be a welcome perk. For fast charging, I’d like to see roadside
restaurants install level 3 charging. You’re on a road trip, your battery’s
depleted, and what better place to stop for a half hour than a restaurant. Smart restaurant will subsidize the cost of
installation with added revenue from hungry EV drivers, with chains like McDonalds, Wendy’s,
Sonic, or countless others having the opportunity to become the first nationwide public EV charging
network. If I were them, I’d seize that opportunity. We’re so close to having all we need to
support mass adoption of electric cars. 200 mile affordable EVs are just around the
corner. Now all we need is for people to start doing
something. I can tell you’re formulating comments to
tell me about the things I am glazing over. I’m going to try and address some of those
now and save you some effort. First, yes, EV range does go down in the winter
time. Sometimes as much as 30% or so. Which would mean that the number of miles
level one charging could support could potentially drop to as little as 50 in a day. But 80 miles would still be maintained if
20 amp charging became more widespread. There are certainly places where level 2 charging
is good. Shopping malls, movie theaters, theme parks,
basically places that you’d go out of your way to get to. These places would certainly benefit from
having level 2 charging so you could get a quick recharge to go home. But, I think you’ll find that even on the
days you go shopping, you’ll still be driving less than 80 miles. You might ask, if we’re adding wiring to
install level 1 chargers, why not beef up the wiring for level 2? I think I already answered that with the number
of cars that can be supported per electrical panel. A finite amount of energy can be pulled through
a given transformer and a given electrical panel, so I think that it would make more
sense to have more level 1 chargers than fewer level 2. With 6.6 KW level 2 charging you could charge
1 car. But the same 6.6 KW could charge 5 cars at
level 1. It’s the same number of miles per hour,
but by spreading it out amongst more people you can have a greater impact, particularly
at a workplace, and it helps alleviate the problem of who should get the charger when. I would argue it’s better for 5 people to
get 32 miles of range added each over their 8 hour day, than for 1 charger to provide
20 miles of range per hour. You’d have to keep switching cars around
on that charger, and that’s a waste of time and effort. Installing a level 2 charger at home is not
without merit, particularly when you can take advantage of lower electricity rates at night,
if your utility company offers them. Then with a long-range EV, you can completely
charge it overnight when it’s cheaper to do so. In fact, I would suggest that new construction
homes be wired with a couple of dryer outlets in the garage so level 2 charging would just
be plug-and-play. But one thing that is often overlooked about
EVs is that the amount of time it takes to get a full charge depends on how charged your
battery is when you plug in. It’s not like it always takes the same amount
of time. It doesn’t always take 10 hours to charge
my Volt, it only takes 10 hours if the battery is depleted. Oftentimes I get home with 10 miles of range
left, and then it only takes 7 hours to charge. It’s really like I said earlier, the charger
provides x miles per hour, so it requires a different mindset than filling up when necessary. If your battery is only down 40 miles, then
just like my Volt it will take 10 hours to charge fully with a household outlet, regardless
of how big the battery is in your electric car. EV enthusiasts may know that level 1 charging
is about 2% less efficient than level 2, so you will waste just a bit of electricity by
charging consistently with level 1. But, access to level 1 charging at home is
plentiful, and I think sacrificing a little bit of efficiency is worth having more access
elsewhere. And lastly, I know there are plenty of people
who don’t commute, and that there are plenty of reasons to drive besides commuting. But it all boils down to access. If you could plug in whenever you’re not
driving–which in a car’s lifetime is the vast majority of the time–then level 1 charging
could very well do more than what you need.

100 Replies to “Electric Vehicle Charging: It’s easier than you think”

  1. How annoyed would you be if you had to take your phone to a fueling station once a week? Wouldn't you rather charge it at home?
    With 200+ mile EVs common today, their drivers wake up every morning to a fully-charged car, just like you do today with a fully-charged phone. And even if you somehow managed to forget to plug it in one night, you'd probably still have at least 150 miles left the next day, assuming your commute is on the far side of average or less.
    I know not everyone can charge at home. And I know EVs aren't for everyone yet! But if you keep this in mind, you'll start to understand that as a commuter vehicle, an EV is much more convenient than a traditional vehicle.
    Charging at home will be how everyone charges their car. We have kinks to work out, sure, such as how to accommodate apartment buildings and neighborhoods with street-parking only.
    But once everyone can charge their car while they sleep, fast-charging infrastructure will be required for two things only: Road trips, and goods transportation.
    AND, you should know that the SAE has made the CCS connector capable of 350KW charging. This will reduce charging times to roughly 10 minutes for 200 miles of range. I would GLADLY give up maybe a half hour of time on a road trip (compared to refueling times of a gasoline vehicle) if I never had to visit a fueling station the rest of the year.

  2. people already have a level 2 plug at their homes. its the drier socket. hanging clothes to dry can be a chore but its fast especially on a hot summer day, not to mention 100% clean solar energy that costs nothing but a few minutes doing the chore. My brother lives in Japan. He has not used a drier in 10 years save for the time he comes home to visit. They don't have driers in apartments. He has to dry clothes indoors during the winter months which gets to 33 degrees Fahrenheit or just about or slightly freezing temp of water, we 'Mericans are too spoiled. with the drier socket and the tesla portable charger and the dryer plug "sold separately" can charge a long range Tesla from nearly dead to 80% in one night. i want a tesla model 3 however, I park outside at home and work. Work is an out door parking lot, no outlets there. i park out doors at home too. Tesla portable chargers warn not to use extension cords (and it would need to be a very long one too).

  3. This video has aged surprisingly badly. Personally, I'd take it down and make a new one, rather then leave up something relatively misleading.

  4. I live in Serbia.

    People never fill up.
    What they do they put 10$ whorth of fuel, which is about 6l, and then they try to use the car least possible

  5. I've gone 10 months with only 110v outlet charging my car. I'm able to charge my 26 mile commute every night….most of the time. Except in the winter. 110v isn't sufficient in the cold, any time the air temp is below about 20F. And those few days it was -25F I didn't get any added miles from a 110v outlet overnight. It was too cold to keep the battery warm enough to charge. I tried charging at work during those winter days too and it just wasn't enough. I had to go find a 240v charger at a nearby mall a couple of times and spend an hour wandering around (or having dinner) to get a bit more range.

    I will agree that 110v outlet is enough for most people most of the time, but when it doesn't work we still need more L2 charging locations.

  6. It's rare, but many times a year I need to use my car all day and there are no outlets nearby. I'm not going to put my vacation on hold to charge my car either.

  7. One major oversight this video has is that the charger also provides heat to the car in the winter, before you even get in the car. You program the approximate time you will leave your home into the car, and the car will begin heating from the outlet — not the battery. This makes your car warm and fully charged before you hit the road. This is only really possible in very cold temperatures with level 2 charging.

    Another oversight is that except for the Honda Clarity and Chrysler Pacifica, all PHEVs only charge at a pathetic 3.3 kW instead of 6.6 kW, and even that is slow, because with an electric oven outlet (NEMA 14-60), you can safely charge at 11.52 kW, though sadly, only the Telsa is capable of charging that fast. This is an enormous problem, because most charging stations charge by the hour, not by the kilowatt-hour (kWh). That means charging a Ford Fusion Energi costs twice as much to charge than a Honda Clarity, for the same amount of energy, and this often makes the electricity cost more than gasoline!

    I don't think that level 1 charging in parking lots is the solution. The solution is for car manufacturers to support 11.52 kW charging with a electric oven outlet standard and to put electric oven outlets in parking lots. The point this video made about being able to charge more cars with level 1 is nonsense, because very few people have electric cars anyway, and there are plenty of circuits available.

    11.52 kW charging would push this video's charging estimate at 4 mph to 32 mph, which is much more comparable to people's needs.

  8. Something I keep wondering about. If workplaces started putting outlets for their employees, all that power is probably going to cost them a lot in electric bills. So how will they recoup that cost? Is there an easy way to install a standard outlet that charges for usage?

  9. Charge locations are not easily found with almost no signage. Worse still, the Charge Point map for Chattanooga, TN doesn't say what level charger a charger is, nor how many are at a location. I drive a Bolt daily, but road trips aren't happening for me because charging isn't realistic where I'm at. I'll buy a used Tesla next time. They have charging locations mapped out, convenient and plentiful.

  10. Yep. Have a Volt Gen 1 and think the numbers mentioned are correct. Free level 2 at my work, with a commute of about 75 miles (along with the "whatever" miles). Have about 57K on it, have seen no battery degradation. The winter kills the mileage so looking at getting a Bolt so my job can cover all my driving needs. Full charge at home costs me under 3$ a day..

  11. Unfortunately my round trip commute is 167 miles. On top of that commute I drive on average about 70 miles per day for work. I also have about 100 kilograms of tools in my car for work which reduces my car's efficiency slightly. A level two charger for my atypical scenario might be adequate but I would worry I would be cutting it too close even if I could use a separate vehicle once I get to work. I would definitely be more comfortable with a level three charger. I guess this is why I'm still stuck driving an internal combustion engine for now.

  12. The only downside that stands out to me is the idea of backup gasoline generators. Gasoline has a shelf life of around 3 months, after which it turns into a varnish like coating, and I feel like that could really bork some generators if they're never ran or left fully fueled for an extended period.

  13. Haha……imagine pulling off a freeway to a 'gas' station with 10 outlets and queues of 5 or 6 cars each one taking and average of 30 to 60 minutes at pop………No thanks

  14. Maybe in the near future they will make a hybrid system between level 1 and level 2 chargers, so if you have 10 level 1 chargers, but only two cars are charging it could use the extra power to charge those two cars faster, at the level 2 charging speed or maybe even at a level 3 speed, if it's a big area with something like 100 level 1 chargers. 🤞😀

    Also in the point of more widespread slower chargers, than fewer fast charger and the "problem" with the range; I use the ninebot es4 for almost all my transportation and it "only" has about 40-45 km or 25-28 miles of range (and I actually do 99% of my transport with that renge, in the past 3 months I only have to use another transport once! Bear in mind I live in the city). From empty it takes about 7 1/2 hour to charge. I have the benefit that the charger is not bigger than a laptop charger, so I can take it with me. When I drive to a friend or work and arrive with 25-50% charge left, I will plug it in and when it's time to go home It will be fully charge again. In the time I spend working or chilling with my friends. 👍

    Sorry if there are spelling errors I am dyslexic 😅

    As always a great video with excellent points, keep doing your awesome work 💪😍😎👍

  15. MY 1,100 DOLLAR CAR HAS 191K MILES ON IT RUNS GREAT AND WILL STILL BE working after your battery craps out. 38 MPG HWY too 5-speed manual.

  16. Is it not best for the cycle life of the battery to keep it between 20% and 80% ? Taking it to 100% every charge every day is going to reduce your cycle life.

  17. I only see one problem with all-electric vehicles without a public network of charging stations. I'm sure we all know that idiot that has run out of gas at some point in their life because they "didn't believe their gauge" and thought they had enough to get to a gas station. I can foresee tons of those types of people getting an all-electric vehicle and then winding up by the side of the road with drained batteries multiple times because they "could of sworn they had enough charge to make it home."

  18. I experienced range anxiety for the first time in almost a year since I got my EV. I had grown accustom to my EV always having plenty of range because I charge it on my level 1 charger when ever I park it in my garage. The other day, I had to drive my wife's old car and I completely forgot that it needed gas. By the time I realized the needle was on empty I was pretty far from the nearest gas station. Luckily, I didn't run out of gas, but it made me chuckle to realize how spoiled I was by my EV.

  19. Theoretically you could even build cars that fully work with solar panels.
    They exist. Well, they dont look that much like cars, because they are made to have much surface area on top of them and a very low wind resitance… But they exist.
    Ofc solar energy efficieny would have to go up a bit to make that fully sustainable, but well, there are allready races with those kind of vehicles in africa. But our most efficient solar panels today only have like 20-30% efficieny, imagine they would manage to double that one day. Imagine youd just have to let your car stand in the sun to recharge 🤔
    That would be pretty cool!

  20. Still dont think battery is a viable option. Then again I cannot do electric living in an apartment. Landlord is not going to pay for that.

  21. What about those that don't have their own garage, and have to park wherever they find place in the street? Running extension cords down the street doesn't seem like a good idea…for EVs to become popular the car ownership model would need to change and everybody would need to own their own sheltered parking & charging spot. With public chargers, how would you ensure the spots wouldn't be taken/vandalized? Vehicles for the few…

  22. For people whose only [very expensive] personal vehicle limits them to traveling only as far as their city limits, its almost pointless to have because of public transportation. If you dont live in the city, then your car cannot take you where you need to go frequently, so it's pointless to have. Either way, unless you have a second vehicle, built to be reliable (IC), you literally cannot leave your immediate loving area. To quote the drivers' ed manuals, 75% of driving is within 25 miles of home. Therefore, 25% of driving is outside the range of EV cars, especially in winter where if your car stops because the battery only gave you 50 miles, you can die.

    My main point is this: no one should buy this crap until it performs at least as well as 80 year old combustion vehicles. If I drop 40k on a personal vehicle, I better damn well be able to get to my doctor's appointment 45 minutes away.

  23. Or make a hybrid that has a charging port that way you can use it exclusively as an electric vehicle around town and if you need to drive long distance it has a convenient built in generator 😛

  24. Dont fucking @ me. I will burn this planet down before buying a vehicle that takes more than a few mins to "fill up".

  25. so, all I'm getting from this video is that when I'm buying an EV I'll constantly on the hunt for an outlet to charge it every day, as there are not outlets I could charge it it home or at work. I'll guess is pass on that one.

  26. I’ve never thought of this before. I manage an electric company car scheme at my work and we have level 2 charging points at most offices but never realised level 1 would be more than sufficient if we have charging capacity issues.

  27. I agree 100%. I've had a Honda Clarity for 8 months and have only used the OEM Level 1. There's been only a single day where I got home late enough to not fully charge overnight.

    If I were to change to a long-range BEV I'd stay at Level 1 at home. 12 hrs each night = 48 miles, and one day off or weekend day at home gives 36 hrs = almost 150 miles of recharge, more than enough to recover any slightly longer days during the week. I'd only go to Level 2 if I had time of use and wanted to stay in the overnight hours.

  28. if all you drive is home – work – shops – home then this model works, if your lifestyle includes after-work trips to friends, road trips, or visiting a range of specialty stores in a day then it doesn't matter if you only expect to exceed the range of the EV once per month, if lvl 3 charging stations are not reasonably common, you cant have an EV as your only V. good enough range 95% of the time isn't good enough unless you can afford a second vehicle for the other 5% of the time.

    personally, next time I am buying a car I will be considering something like the volt mentioned in today's episode. that backup gasoline generator would solve my problem with the 5% of the time when the battery isn't enough.

  29. EVs could also be built with swappable batteries, so you can recharge the battery you have or swap it at a station like you do with a propane tank. Even better, once autonomous vehicles are the norm, you can just switch to a taxi-like system so you don't need an individual car, just an app to summon one as needed. Won't happen though, for the same reason we'll never stop the mass shooting problem in the US. Corporations don't have long-term interests anymore, as they barely look past the next quarter, and our government is a corporate oligarchy. We're in a nihilistic death spiral, while everyone is distracted by stupid shit like racism and homophobia.

  30. Most of these YouTubers don't live in areas that have cold winters. Lithium batteries don't work below freezing so the battery is constantly heating itself even when it's parked. Level 1 charging barely can cover the battery heating in the winter.

  31. You are absolutely right and wrong at the same time.
    I have no Idea how it is like in the US, but here in Germany in Cities, Charging could become a real issue.
    I'm not talking about very small cities, Suburbs or Villages, but Cities. Barely anyone has a garage or fixed Parking Spot. Most citizens like me have to park their car somewhere on the street, every day on a different spot.
    And unfortunately I HIGHLY doubt, they would build hundrets of Charging Spots on the road where cars would park. It would take up a LOT of space – that is very very very limited here (keep in mind, European Cities haven't been built with cars in Mind). And even if there was a lot of space left – we would most defenetely here build more Bike lanes, wich I totally encourage, as a Cyclist.

    The other Option work also makes sense but not at the same time. It depends. Working for a big company, it may make sense to build Charging Stations for the employees. I on the other hand work for a small farm, with around 15 People and my boss – as nice as she is – wouldn't build a charging station just for me. There would be first the question: Where for fucks sake? and second those things aren't cheap, she wouldn't want to pay for that and me neither.
    The only option left would be using a public charging station, that is hopefully not TO far away and hope that it is allowed for my car to stay there all day. Because I don't want travel Miles to my car and then have drive it away after a couple of hours.

    So in the meantime I like to drive to work and anywhere else on two wheels, 100% Muscle Powered (E- Bikes are for old People and for Pussies). And for longer distances I use my small car with low fuel consumption. And if I can – and am to lazy for the Bike, I use Public transportation.
    Wich is by the way the thing that is lacking the most in the USA. Public fucking Transport. Get it fucking fixed, god dammned. There is NO need to drive a car, if there is working Public transport. It can be way more convenient, easy and cost efficient especially in cities.
    I'd use it instead of a car any day, unfortunately due to my working time, I can't take the bus. There is unfortunately not a high demand for Public Transport from the city to the small village in the middle of the night…..

  32. Great video. Don't own a EV (yet), but had the privilege to 'babysit' a Tesla for a fortnight. I'm sold. In the Netherlands you can find Tesla's fast chargers at most of the "Van der Valk" hotels. So like you stated, a network of restaurants with chargers! Keep up the good work!

  33. In the meantime, the Chinese are releasing loads and loads of lead-acid powered light EVs, mostly mopeds and tuk-tuks. This allows for much more affordable vehicles, top speed is 40-50 km/h and range is about 50km at best. No fast charging option there, so there. This will be the future of mobility for most city dwellers, as full-sized EVs will always be more expensive than ICEs, and getting a supercharger or at least a guaranteed parking/charging spot for everyone won't be practical everywhere. Coexistence with ICEs will be hard as they will compete for parking spots, so they'll have to go, with aggressive legislation. We'll go full 3rd World, electrified.

  34. I think it would still make sense to put level 2 chargers wherever possible even in workplace parking, because solving the multiple users issue is pretty simple, they don't have to run at full power all the time, they could have a master device in the parking lot that tells the chargers to reduce power to keep the total load on the building wiring below limits and that way you get say 5kW most of the time if the car park is usually 75% full but when it is full everyone still gets the level 1 charging rate, in reality most of the time the full 7kW would be available to anyone who wants it as cars finish charging throughout the day.

  35. why doesnt it work like this: 5 connector cables, if only one connected, that one use all the amps, if all five used, each use 5th of it?

  36. Watching this video in 2019, after the model 3 has been on the road, he's 100% right. EV's are the vehicles of the future and charging them are way more practical than most people think. He was also right about road side restaurants adding charging stations. I live off of I-70 and our Meijers has a Tesla super charging station and our Walmart just added EV charging, although I'm not sure what level.

  37. Maybe electric cars could be good for short commutes but they're sure not good for long trips. Even if there were electric outlets along the way let's say in a parking lot of a restaurant, a half hour is still a lot of time to wait to charge a battery, and it would take hours if it's empty. Let's say I have to take a 800 km trip, no car today, even fully charged, would last that long. For now, at least in my country, there are no charging stations so I'd be stranded. But if there were one, it would take a long time to charge. Let's say I am in a hurry, I can't stop along the way, then what? To fill up a car with gas takes a minute, a few minutes if it's a big empty car. Also electricity costs, a lot. No one would give it away for free, not the restaurants, not shopping malls and certainly not the work place, they're looking for profit, they don't want to spend more than necessary. Some shopping malls today in some countries makes you pay for parking, it's ridiculous to think they'd offer free electric charging for cars. And think how high the electric bill would be at home for charging let's say 2 or 3 cars every night. And also the batteries don't last as long as the car, they have to be changed after less than 10 years, and they're not cheap. I don't think we're there yet with fully electric cars.

  38. Just charge your car with a small, portable, natural gas engine in your car. Fill it up at home, charge your car at work, then put what you don't need back into your home for cooking, or whatever. Or, keep what you didn't use that day in your car's tank for the next day.

  39. I wonder if you had underground power infrastructure that ran beside or under the roads in concrete trenches and incorporated wireless charging zones starting in areas with slow moving traffic through town centers, public car parks, ect. Imagine if you never had to physically plug your car in at all. Wouldn't that be neat.

  40. If you need to manually log your daily mileage, your charging times, or your charge state, then you need better software on your car.

  41. If level 1 is actually slightly less efficient than level 2, and you have level 2 available, I don't know why you wouldn't choose that.

  42. Another benefit to level 3 charging is that the charging stations occupancy is available more often. Come to a level 1 charging station and they are full? They are all probably going to be there for a while. Come to. Level 3 station and they are all full? Well one should open up in less than 30 minutes. Good for businesses too as they don't become parking lots for EVs just there to charge for hours.

  43. The Tesla cars actually can't get charged at 110 volts in cold climates.. It will put all the trickle charge into warming the battery… If you have to go 100 miles to get to work (which seems to be common in this part of NC) — If you started at 100 miles at 8 pm.. you would be down to 70 miles in the morning.. thus the only good side: You have enough power left after a night below zero to get to a super charger. Hopefully… Unless you are in the middle of nowhere in Michigan.

  44. honestly, if we take the stats for one of the newer Teslas, its quite reasonable to say a 35 minute brake would be advisable by the end of its range, even if its being driven at the highway speed limit. as for day to day charging, batteries prefer partial charging. i use about 2 tanks of gas which translates to about 3 full charges of an EV a month. so i probably wouldn't even need to plug it in more than once or twice a week.

  45. With my driving style I used to get on average 55 miles per full charge out of my first generation Volt and get 80 miles per full charge out of my second generation Volt. I drive in hilly terrain with a net elevation change of about 800 feet. Both of these numbers are well above the EPA estimates for the respective generation. 39 miles per full charge seems rather low for a first generation Volt to be honest. Maybe because I constantly use regenerative breaking that is a part of the difference between the two of us. I calculated my efficiency to be between 4.5 and 5.0 miles per kWh. Like you, this all drops off during the winter.

    That said, great video. I commute round trip 50 miles a day average with my 2016 Volt and usually do another 10 miles of errands so most days end the day at 60 miles driven with 20 miles remaining in my battery. I wait to charge until 9:00 pm due to the reduced rates due to time of day electric rates, but always have a full charge by the next morning charging at 12 amps. Even on Tuesdays when I use the full 80 miles due to my book group meeting that night I generally still have a 90% full charge the next day. All using the level 1 charger that came with the car. I could charge at work but the level 2 charger is 0.60 / hour and I pay $0.08 / hour at home with my time of day rates ($0.32 / the equivalent level 2 hourly rate) so I generally never bother.

    TLDR, your video is spot on about level 1 charging being perfectly sufficient in the majority of cases. Good job!

  46. With level 1 (120v AC) charging, he is actually making the use case argument for plug-in hybrid more than straight electric. If your one-way commute is less than ((electric only range of PIH) / 2), then that's the perfect car for you. No gas during the week, unlimited range (at gas cost) for the weekend or long trips.

  47. So what do you do when you need to go somewhere but it's going to takes 4+ hours to charge it?
    This is why electric will never replace gas, nobody is going to wait for hours when it takes 1 min to refuel a gas vehicle.

  48. A problem here in the UK is that many people do not have off-street parking, either at home or even at work. This makes recharging a tough issue.

  49. If they make the cars self charging you could do away with all the BS the electric companies have taken enough money from America

  50. ABC is the motto for BEV ownership… Always Be Charging! Side note: unlike home owners who pay per watt consumed, larger users generally pay with a "peak use" model. (this depends on area) That means they pay a flat rate for power set according to the most power used at any given minute throughout the year. Therefore, most large users have sophisticated computer software that holds their power usage at whatever arbitrary rate the company sets for itself. The flip side of this is that these large users are then paying for electricity they're not actually consuming as their power consumption drops further and further below their 'peak usage'. This relates to BEV's because it means that something like a mall or large workplace can offer EV charging for FREE and it costs them NOTHING extra because the power is being paid for whether or not it's being used. It makes all the sense in the world for something like a mall to offer a row of complementary lvl 2 chargers since they will be getting people into their mall for a few hours at NO ADDITIONAL COST.

  51. I just bought my first electric car partially because of this video. It's a 2017 Volt. I do have free charging at work, and I only have about 25 miles round trip, so the 10 miles of range per hour is plenty. I haven't used any gas in 2 weeks. Thanks for all the information!

  52. Very good and informative video. You certainly lay out the road to viability of EV vehicles. However, there are a few things that EV vehicles are going to struggle with. For some "my car works for my average commute and a bit more" is not going to be worth it if they pretty regularly take trips using their car. Even fast charging stations take a half hour. Stopping at a gas station can literally take less than 5 minutes – including getting some snacks. I think because of this we may have to wait for graphene batteries in cars before we see them overtake internal combustion cars in the market. Even if it's only a handful of trips a year, people want to be able to drive long distances in their cars.

  53. A few years ago ne Denny's in Austin Texas had two Chargers. I don't know the level of charging they provided. Now years later I drive a Chevy Bolt and I really see the need for DC fast charging around the country for those doing road trips. I think there should be a few DC stations every 100 miles Here in Iowa in December 2019 there are almost none. I haven't ran into any thing faster than fairly slow level 2 chargers so far.

  54. I need to disagree with a fair amount of this speaking as a Tesla driver:

    I live somewhere where almost every workplace has "level 1 charging" because we get real winter, so most workplaces have block heater outlets in the parking lot. Nobody will use them because it's too inconvenient to lug your cable around instead of just leaving it in your garage, and because it's significantly less efficient than Level 2, and because it adds so little range it's not worth bothering. Additionally, because EVs actively heat or cool their batteries before charging, that conditioning can use up all of the level 1 current available, leaving none for charging when it's really cold or really hot out.

    There is no point to any business installing level 1. Nobody will use it. It's not even worth plugging in unless I plan to be there at least 24 hours, probably more, and the weather is decent.

    Level 2 charging is appropriate for homes. If you've spent tens of thousands of dollars on a car (or over a hundred thousand!) you can spend a couple hundred to get an outlet in your garage. You'll be thankful you did. Level 2 charging is also appropriate for hotels as you'll be there overnight to charge. Nobody else should waste their time installing level 2. It's useless at a restaurant, or theatre, or grocery store. I'm not at those places long enough for a level 2 charger to give me enough range to matter, and most of the time I'm not far from home anyway, so it's not worth the hassle.

    Level 3 charging. Here I'm in complete agreement. I'm surprised no national chain restaurant has announced plans to equip all their highway locations with Level 3 charging. Even if they require payment for charging, it would still be a great draw for EV drivers.

    Overall infrastructure: We DO need more infrastructure, but we don't need more Level 1 and 2, we are way over saturated on those (except in apartment buildings where these are legitimate concerns) What we need is Level 3. Talking about the "average" commute is pointless, that's covered from your garage at home. But we can't ignore roadtrips. It may only be a few times a year, but dismissing the need does a real disservice to EV adoption. Level 3 chargers are the only ones that enable long distance driving. Those need to be more common, and so far, they just aren't. Sure Tesla has tried, but their network has a lot of very noticeable holes in it yet, and nobody else is even making an effort.

  55. I mostly use my car when I need to do more than 20 miles a day. Less than that and I bike. For distances less than 5 miles the time difference is minimal, and even over my 10 mile commute it's not that costly. That said visiting family once a month is a 200+ mile trip. My $2000 dollar car does it work little concern about range. An electric car would have a harder time. That said when used electric cars can haul a family of 5 and luggage (and the bikes worth more than the car) on the monthly pilgrimage without range anxiety, I think they will take off.

  56. In several of your videos you've pointed out how products have failed due to their being released into markets that didn't ask for them. You have the same problem here. We have a technology that really isn't ready for Prime Time, for which an underlying infrastructure hasn't been built and for which there really isn't a wide ranging market demand. It's a niche product right now.

    A 200 mile range in the Bay Area or NYC is fine. That's a rather myopic POV world view. For the majority of the country where real seasons exist, where harsh and even dangerous environments exist. where the distance between home and work is just a "touch" more than the typical metro in-town commute, 200 miles is not enough. In the middle of the country (and Alaska) people always carry extra gasoline and drinking water because running out of gas can be deadly during mid-summer or winter. Running out of electricity between San Jose and San Francisco is inconvenient but generally not life threatening. If the batteries go dead on Hwy 95 between Las Vegas, NV and Laughlin/Bullhead City one might not survive the 120 degree temperature during the summer or freezing cold in the winter.

    And where is the infrastructure? One or two charging stations in the bank parking lot is charming but not infrastructure. To go all electric we need millions of charging stations, a huge increase in generating capacity, transmission capacity, sub-stations, etc. Someone has to build and pay for it. Charging up won't be free. We can't get one new major generation plant built. How are we going to get past the EIR's, environmentalist protests, the Sierra Club, etc. in order to greatly expand generating capacity? What will we power these generators with? Wind? Nuclear? Hydro? Coal? Squirrel cages? Where will we build them such that people won't say, "Good idea…but not in my county!"

    Electric vehicles are a great idea. The proponents, however, are their own worst enemies having done an absolutely gawd awful job of promoting the idea. If electric vehicles are to ever be accepted as a major market product the proponents have to lose the politics. Let me repeat, they have to lose the politics. In losing the politics they have to stop it with the smash-mouth, in-your-face-screaming, cram-it-down-your-throat, the-world-is-ending-next-Tuesday tactics, stop preaching exclusively to the Bay Area/NYC choir and calmly, and logically, sell the idea to the people commuting between Las Vegas and Laughlin. Then they need to promote the building of the necessary infrastructure to their Choir in order to make it happen. Until that happens most people will continue to shun electric vehicles.

  57. It would probably be a great help if I could exchange a quarter charged battery for a fully charged one. If only there was an infrastructure for this.

  58. I'm surprised that Level 2 home chargers don't have built-in timers so homeowners can take advantage of lower, night time charging rates and plug their car in whenever.

  59. This is true, but delusional. Workplaces will never add electric outlets everywhere, it costs money to add (no mater how cheap), and companies are greedy, extremely greedy. Good luck with this insanity.

  60. Oh my god your point about restaurants being able to put in EV chargers to entice customers who need to stop and charge is so on point, I can't believe I've never thought of that, that's brilliant! Bring in paying customers who have to stop anyway and what better place to put that then your own restaurant conveniently placed where the charger is.

  61. Currently garages might have a couple level 2 chargers, but if they're already wiring up the garage for level 2, why not do both? Add on a bunch of much cheaper level 1 chargers which will satisfy most people who don't need to charge as much, and the few that need it can use the level 2.

  62. This would be great, but then the oil industry would try and shut it down if every parking structure included a level 1 charger.

  63. In 2018 the Government of Ontario mandated that new houses would be required to have 240/20 service to garages and parking spaces for EVs. Then in 2019 the newly elected government rescinded those changes.

  64. Many buildings in Alaska and other cold climates already have external outlets on 15-20 amp breakers, they are used for engine block heaters. It would be very easy for people on these areas to bring with them a portable level 1 charger. I also just installed a 40 amp, level 2 charger in a client's garage, the wiring is very simple and relatively cheap to add.

  65. Automobile HVAC is a factor that will significantly reduce battery. Personally, I am still not going to support this sort of technology, on the principle that I often take long commutes on the weekends, and this sort of technology is only viable for homebody people who only work and go home. Beyond that, if I am going to travel to some property my family owns, 200 miles away, you are telling me, that I will have to stop after 80 miles, then sit somewhere for a few hours, only to drive another 80 miles and stop again, and then drive 40 miles?

    With my current ICE (Internal Combustion Engine) Car, I can drive from where I am, to there, on 3/4 tank of gasoline, and go straight there in a single shot, in less than 3h:40m. And have done it, numerous times. Such as when we got in a van at around midnight, and I made it there around 4 am, while they were asleep.

    Yeah, until they can make an electric vehicle that has the range and speed of an ICE on a single charge….. Not interested.

  66. What I would like to see with EVs is a standardized battery system where if for some reason you need a 100% full battery RFN you could simply pull into a "gas station" and swap batteries, similar to how propane tanks work. Plus if you were going camping or something you could buy and carry spare batteries to swap out and increase your range.

  67. At this rate, my issue isn't so much how long it would take to charge, as long as it has the right supporting port(s) for the job. The issue for me, that I can see, is that unless I can buy new (and at $100k+ sticker price, no way in heck), the only way I could feasibly see myself ever get an EV is either to e-convert an existing car, or getting it used. I can't even look at a second-hand phone with a sealed battery, because after a year, they're all dead and have zero battery life, regardless of who makes it. I can't even begin to imagine how much it will cost to be replacing the batteries that frequently on an electric vehicle.

  68. In the US, 64% of electricity is produced using fossil fuels. Anyone who thinks an electric vehicle is better than a gas powered vehicle is wilfully ignorant

  69. Just writting here to say that "in winter it's maybe 30% range less" is not relevant for canada. Maybe that's only my car (9 month-old plug in hybrid) but I go from 40-50km/charge in summer to about 20 (or less) when it like -15/-20 °C outside. So, just be carefull. I'm still fully satisfied, and honnestly, I wish I will never have to go back, and to be able to go full EV after that.

    My main problem is that sometimes (regularly) I have to drive 240-300km a day for work (from 1 per month, to 3 per month). If you assume a 50% battery drop in winter, this mean that I need 600km range battery at least… Or some parking lvl 2 charging options, of course.

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