NRG eVgo: 80 Fast Chargers in California – Over 100 Nationwide

OCT 15 2014 BY MARK KANE 24

NRG eVgo announced recently that the number of fast chargers in its network in California hit 80 – 20 more than were installed two months ago.

52 of them are Freedom Stations, which consist of CHAdeMO fast chargers, AC Level 2 station and sometimes Combo 2 fast chargers.

There are 28 single-standard fast chargers, of which the majority, if not all, are CHAdeMOs.

On the NRG eVgo website, total number of charging points now exceeds 100 in several states, the majority of which are in California.

eVgo: 80 Fast Chargers in California

eVgo: 80 Fast Chargers in California

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24 Comments on "NRG eVgo: 80 Fast Chargers in California – Over 100 Nationwide"

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That map says “san Joaquin valley”, but plugshare shows no Chademo chargers there, and evgos site has nothing about it.

Any way to get details?

The agreement with the state of California specifies that San Joaquin get some.

“Under the settlement just approved by the Federal Energy Regulatory Commission, NRG will pay to install a minimum of 200 fast charging Freedom Stations that will be available for use by anyone with an electric vehicle for a minimum five year period, credit card swiping capability, and reasonable rates.

Freedom Stations will be placed in four general areas – 110 in the Los Angeles Basin; 55 in the San Francisco Bay Area; 15 in the San Joaquin Valley; and 20 in San Diego County. The first Freedom Stations will be available in early 2013.”

And still no plan for public fast chargers on the 300-mile stretch of the I-5 corridor north of Sacramento to the Oregon border. Tesla owners excepted (SC’s in Corning and Mt. Shasta), California EV drivers will have a long slog up to Oregon for the foreseeable future.

They need to make them all combo DC chargers that have both Chademo and CCS. The BMW i3 is selling, the VW eGolf is on the way, the Spark EV is selling, and maybe Fiat can finally get around to adding DC fast charging to the Fiat 500e.

Methinks it’s a tad more profitable to cater to 70k+ Leaf drivers (plus the occasional i-MiEV and soon Soul EV), than to the minority of ~3k i3s which don’t have the REx.

As for “the Spark EV is selling”, er…

Well, I believe their settlement agreement requires them to support both Chademo & CCS. That is what matters.

We can never say you’re not consistent !!!

I’m of the “let Frankenplug die an honorable death” camp.

How can it die when they keep introducing new cars for it? At this point, more new CCS models (i3, eGolf, etc.) are being brought to market than Chademo models(KIA Soul). I still think the broader auto manufacturer support (All the USA auto companies and all the German auto companies) makes CCS the better choice. Chademo is now being hurt by the fact that some of its alleged supporters don’t seem to interested in pure EV cars at all (Toyota, Honda, Subaru). All of the German car companies have now gotten into the EV game and all the US companies have something (albeit pathetic pure EV offerings from Ford & Chrylser/Fiat).

Toyota has prototypes with CCS.

HAHA, no…

Toyota has no pure EVs period. (Ignoring that joke Scion model that is so rare and lame that I wouldn’t even call it a ‘compliance car’, more of a test car.)

Note the word “prototype”…

Well if Toyota comes out with a real CCS EV car for sale then Nissan should just raise the white flag.

What’s the point? You look for a location, hope the SINGLE bay is available (not ICEd, in-use or is down) and wait 30mins so that you can then drive for another hour at best.

All that and you still gotta pay $10!!!

No thanks….

Sure it could be better, especially number of QCs per site, and/or it’d be nice to be able to reserve stations (for a fee), but it worked great for me the couple times I needed it.

I payed between 7 and 9$, which I’d say compares quite favorably with the 160~200$/month I used to spent on gas (or, to reply to Tom, the extra 50k$ needed for a QC-capable Model S).

Well if you are buying an 80 mile range EV to do long trips then you are doing it wrong. Rent a car for those. Or have a PHEV. Or a Tesla. Or carshare. Or take a plane. Or take a train.

Fully agree with you, Spec9.

Yes, I would not take long trips with an 80-mi EV, but there might be the occasional day trip that I can just about make it if I can just get a quick L3 top off. So a monthly payment plan with eVgo doesn’t make sense. In that case, it’d cost me $10 for that one-off recharge. Someone said that compares favorably to gas. Heck NO! I don’t have to hunt for a gas station and wait 30mins.

So back to my point – in that there is then no point in having these overpriced, highly inconvenient L3 stations if they are not located by freeways with multiple bays and 24/7 accessible (which will be best suited for tomorrow’s longer range EVs).

Otherwise, only the die-hards today will be the ones driving 60 mins, then charging 30 mins and paying $10 for that privilege. The only EV’s that does not suffer the above fate are Teslas.

This is why I got a Tesla….

Not bad …

NRG eVgo has gone from having 20 DCFC to 80 DCFC stations in the last eight months (+60 DCFC). A deployment rate of ~8 DCFC per month. If the current rate continues, eVgo will reach the 200 DCFC mandated for California in ~15-16 months.

California currently has ~107,000 PEVs (~40% of 260,000 PEVs in US). Odds are likely that California will have ~200,000 PEVs at about when the 200th eVgo DCFC comes online (late-2016/early-2017).

Unfortunately the ratio of PEVs to DCFCs will remain about constant* for the foreseeable future.

*Kia has stated it will deploy 17 DCFC in 2015 at Soul EV dealers.
*Nissan also plans to deploy more DCFC, but no specific numbers, or timeframe has been announced.
*California has no official PEV DCFC infrastructure plans or allocated funding; but Gov. Brown has set targets of 1 million ZEVs for 2023 and 1.5 million by 2025. At the current rates of growth, a majority of the ZEVs will likely be PEVs (with at least 50-60% BEVs needing access to public DCFC).

There are grants approved by the California Energy Commission charging infrastructure, some of which are for DCFC installation. When I checked last month, only the Encinitas charging plaza had actually gotten final approval by the board. The most interesting one is for corridor charging along CA-99 and I-5 between Sacramento and the LA basin.

Dual plug chargers are awesome, switch to the second auto seamlessly. These should be required.

Is the converter for CCS to Tesla possible or simpler than chademo?

In theory a “CCS to Tesla Adaptor” is possible, but it would depend on there being numbers of CCS chargers where there are few Superchargers, or no 20 kW Tesla AC wall chargers are availabe.

In the US there are currently 700+ CHAdeMO and 33 CCS DCFC. At least 100 of eVgo’s 200 DCFC in California will have CCS & CHAdeMO dual connections (but a single session at a time).

The Tesla CHAdeMO Adaptor could also be used in Europe (1300 CHAdeMO and ~130 CCS), or Japan (2100 CHAdeMO). Currently some field testing has occurred, but Tesla’s website still lists the adaptor as “coming soon”.

On every blog discussion about Chademo (including here!) people are quick to point out that Chademo locations usually have a single outlet, and may be busy.

If you get to a Chademo charger and there is a Leaf plugged in, at least you know it will be gone in 30 minutes, so the wait is not too long.

But what would you do if you get to a Chademo charger and see a Tesla is plugged in? It might stay there for hours!

Bottom line – if Tesla starts shipping the Chademo adapters, there will be extra pressure on the Chademo network and more complaining on the blogs.

Yeah, well f*#k California. I need a network here in the Richmond-Boston corridor.