eVgo: 60 Fast Chargers in California! Covering The Gaps Isn’t Priority, Covering The Cars Is!

AUG 11 2014 BY MARK KANE 21

60 Fast Chargers in California! (39 eVgo Freedom Station)

60 Fast Chargers in California! (39 eVgo Freedom Station)

5 chargers in less than a month is the present eVgo pace of expansion for DC fast chargers installations in California.

However, Freedom Stations seem to be growing significantly slower, and all those 5 new DCs are at dealerships.

We’re making it easy to drive an electric car in California!”

“We now have 60 DC fast charging stations open in the Golden State and many more coming soon. Who has been to an NRG eVgo station?

On the eVgo Facebook site, we saw an interesting question on covering the gaps between large cities:

Matt Moreno:When are you finally going to get the gap covered between Oregon and Sacremento on the I5? We are 5 years ahead of you in Oregon and Washington.”

EVgo Network: “Hi Matt Moreno. It’s definitely a possibility for the future, but it’s not in our immediate expansion plans. We’re focusing on areas with highest concentrations of electric vehicles, or in other words, in the urban areas first.”

Maybe in a few more years eVgo will fill that gap?

Categories: Charging


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21 Comments on "eVgo: 60 Fast Chargers in California! Covering The Gaps Isn’t Priority, Covering The Cars Is!"

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We should just make sure dealer chargers are not blocked by gasoline vehicles and are available 24/7!wherever possible. Bonus for solar offset!

Chademo? CCS? Both?

The graphic shows the details.

It’s really too bad EVGO is taking over existing no fee chargers at dealerships and labeling them EVGO now. Including charging the equivalent of $10+ a Gallon of fuel. If you charged every other day for 20 Minutes in a 2012 LEAF it would run you $3.00 a session for 10kwh. Or three times the amount of home charging. In my opinion, people would be more compelled to drive a prius and not have to go through the hassle of charging every 60-70 miles. They need to get rates closer to home rates in order to get widespread adoption of EVs.

How would you propose they recover installation and operation costs then?

I hope nRGevgo is not getting “credit” of installation, for taking over the Nissan dealership quick charge stations which of been previously installed. They are required by the state of California to install 200 quick charge stations as part of a settlement for defrauding the people in the energy crisis of a few years ago.

It’s even worse in Washington DC in that EVgo hasn’t built any new chargers in over a year.

What is also interesting is there is a new 900 Gorilla in the EV charging landscape on the east coast called U GO http://www.ugostations.com/

U Go appears to be far more aggressive then EVgo in that they have opened up three new charging stations in only four weeks outside of Washington DC. As of now in theory you could drive across all of New Jersey on their DC fast charger system with the help of one blink charger. U Go is also opening up chargers in the City of Baltimore Maryland too.

“Urban areas first”… what a stupid answer.

Chalk up EVGO to the list of charging companies who haven’t done their homework, and looks only at the short term.

In the urban areas people have plenty of other options, and don’t have to pay or wait in line for a pricey DC fast charge. Sure, right now you might get on average more charges per day in an urban charger. But as BEV numbers increase and driver experience and willingness to go out of town does as well, this is already changing.

EVgo might suffer horribly when the 400 mile range Tesla and 150 mile range Nissan Leaf come out. In that with the first one you could skip eight charging stations while the next one would allow you to skip one to two charging stations.

I really think charging companies should focus on allowing someone to drive a EV between Cities. The only real place where I see a string of EV chargers following this is in Tennessee where the EV chargers are getting set up along the highways.

EVgo is selling monthly subscriptions to its charging systems. $20/month, unlimited charging, including DC fast chargers. Perhaps you missed that. Urban areas saturated with fast chargers first makes sense for Evgo as subscriptions, not occasional fee-for charging sessions will ensure the success of the charging network.

I have stated here many times and will continue to do so (for a while more) that installing chargers at dealers is a bad idea. I don’t mind paying the exorbitant eVgo fees in an emergency but they are NOT DEPENDABLE. Very often blocked by dealer vehicles or not available 24/7. One dealer even suggested I don’t charge at his dealership, that I should go back to the dealership I bought my Leaf from.

Tesla has spot on that it is against the best interests of existing auto dealers to promote EVs. Heck, even when Nissan gives them a charger free and eVgo runs it, they still try to screw EV owners over.

“try to screw EV owners over” …

Nothing personal Stimpacker, but your language gave me pause.

Every time I read a negative comment about charging at a Nissan dealer, I want to ask the author … do you allow anyone to use the EVSE at your home and sit in your house and drink your coffee and use your bathroom?


I do. And thousands of other people on PlugShare do also. Just ordinary folks, not selling EVs.

A car dealer is not usually the ideal location for a charger, but in these early days, every pin drop on the map helps.

Smart dealers figure out that being a good neighbor will endear them to future customers. Word gets around…

electriccarguestdrive, I am impressed that you put your home EVSE on plugshare. I am still curious whether Stimpacker did, unless you are the same person …

Anyway, thanks again for sharing your EVSE. That is great. How would you feel if people constantly berate you for not being available 24/7 or every time they arrive and there happens to be a gas car in the driveway?

My point is that people accept the free charges and seldom give credit, but they complain quickly if the charger is broken or busy.

I have seen many plugshare complaints about a broken charger, but I have not yet seen a plugshare fundraiser ever to help pay for repairs on a charger.

Sorry … one more thing if you do not mind. Do you know what % of EV owners make their home EVSE available on plugshare? I think your generosity is exceptional.

These are not personal charging stations. They are public stations, some installed by NRG per a court settlement requiring NRG to compensate the public for illegally jacking up bills for electric service.


I used Evgo at the great mall in Milpitas, its the first time I have seen one. They had both fast and slow chargers, with a $10 flat fee on the fast. I was going to be there at least one hour and that was enough to get me home, so I used the slow charger.

Soon we will be headed for Oregon where the I5 has DCFCs all up and down the state. How sad that I will have to dolly the leaf up there.

DC fast chargers are not needed in the urban areas as much as they are needed on open road. By the end of the decade, 125-150 mile range will be the standard “entry level” for an EV. How many people need to use DC fast charging in their home city even today? With twice the starting range, that number will plummet to near zero.

On the other hand, it’s nice to see that DC chargers are still getting installed on the West Coast. Meanwhile, here in upstate NY, we’re still waiting for someone to break the seal and install even one…

Everyone has a different situation. With my LEAF, I had a 65 mile round trip to work, with no option for workplace charging. This meant I needed public charging for any daily driving beyond home-work-home. I live in the suburbs of Houston, so 75+ mile driving days are common. The LEAF could never have been a practical vehicle for me without the network of DCQC stations (these happened to be eVgo). In three years I only had two occasions where a charger was down. I ended up just using an L2 an inconveniently was stranded for a hour or so. I think having multiple units at each location (like Tesla does), is really key. Even with a EPA 125 mile BEV, I would want to have some DCQC around just in case. In my experience L2 chargers have been even more unreliable (ICEd or not operational). I think the real challenge for eVgo is developing a business model that can be profitable and a good value for drivers. Tesla has been clever by covering the infrastructure costs in the cost of the vehicle. How will the charging companies due this? Can they partner with OEMs to sell at the time… Read more »

I would be tempted to pay a regular monthly fee to a network if there weren’t so many of them, there are three in this area. The charger boys could take an example from ATMs and establish group networks. About say, $10 per month with a reasonable chance to reclaim that fee from charging would be both worth it and give the networks a steady income stream.

Nice to see my Facebook post make for a good InsideEVs story! But seriously, super weak eVGO. It would take what 6 DCFCs to cover the gap? Spend some of that Enron rip-off settlement money and get on with it.