EVgo Opens Its 800th DC Fast Charging Station

NOV 15 2016 BY MARK KANE 27

EVgo has opened its 800th fast charging station, which strengthens the company’s position as the nation’s largest network of public fast charging locations by volume (but still mostly West Coast specific).

BTCPower charger

BTCPower charger

The 800th station is installed at a SaveMart in Madera, California and consists of two double-head BTCPower chargers – both with CHAdeMO and J1772 Combo plugs.

Another 130 EVgo stations are currently under construction or in the permitting process.

The 800 charging station are spread across 66 markets in U.S., but most of the sites (over 400) are in California.

“EVgo is leading the charge to offer convenient fast charging options to EV owners, with DC fast charging sites that utilize all current charging standards in order to service the entire fleet of EVs on the road.

EVgo is able to offer exemplary service by owning and operating its own charging stations, and utilizes a variety of flexible charging solutions including pay-as-you-go, low-cost membership charging plans and unlimited charging plans for customers of partner OEMs, including BMW, Nissan and Ford.”

Terry O’Day, Vice President, Product Strategy and Market Development at EVgo said:

“The addition of our 800th fast charging station is a significant milestone in EVgo’s mission to drive EV adoption and create a beneficial grid that can make daily EV use and long distance EV travel the most convenient method of travel. The site at SaveMart Madera is a perfect example of where EVgo feels infrastructure expansion is needed; it is located in a high-traffic retail area close to many other amenities and major travel arteries.”

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27 Comments on "EVgo Opens Its 800th DC Fast Charging Station"

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Here’s my thought….

we currently have 4 options at stanky gas stations.

Regular 87 (regular)
Midgrade 88–90 (midgrade)
Supreme 91–94 (premium)
and sometimes Ethanol

That’s 5 options. Why not just have 3…
AC L2 (6.6KW – 10KW or more)
CHAdeMO (50KW to whatever)
CCS (50KW to whatever)

Yup, we already have “Multiple Standards”…..lol

The number of EV quick chargers being built has still been extreamly slow on the east coast. Evgo hasn’t opened up a new DC quick charging station in at least seven months on the east coast.

As if now 70% of Evgo go’s DC quick chargers are being built in California.

Probably because more than 70% of the EV’s being sold are being’ sold in California…Can’t blame them for building them where they’ll be used.

No, it’s 40%. Get your facts straight.

If it is 40% in CA, then that may mean that CA buys 70% more EVs than any other state. So let’s give him a B- for effort.

Fast charging is meaningless to many plug-in drivers right now. Volt and early leaf as well as some Leaf owners who chose not to get DCFC options. And rightly so since it isn’t “needed” but rather “wanted” by those driving long distances.

Scattering DCFC among the current L2 scattering is fine as long as it is positioned near highways at locations that can make sense for travel. On major highway routes, in front of participating restaurants or malls. Thing is, the price should be “attractive”. Not .49/kWh. That is about six to eight miles per dollar of charge. Not good. I think we need to see these firms stop at .30/kWh to be commercially attractive and to have enough customers to “make it”. Otherwise, building a network of unused charging stations is meaningless to the EV roll-out. As is the variety of car dealerships installing chargers and then blocking them with lot-cars when they are closed.

Ocean Railroader, yes it has been slow for EVgo in the east coast, but what you are saying about no new stations on the east coast in the last 7 months is simply not true!!!

I record all fast chargers added to PlugShare, and from now back thru June there has been about 10 added on the east coast.

As I recall you once before made a similar comment about EVgo fast chargers that was inaccurate. Could we ask that you please don’t put out similar sweeping statements that are inaccurate or not true?

Evgo however has not really gained any new territory in terms of DC quick charger coverage. The only few DC quick chargers were in the New York City area and in a small group around Philadelphia.

Also the number of Evgo DC fast chargers has remained the same in Vriginia with no new ones built.

What I’m really wanting EVgo to do is built at least sixity new DC quick chargers in Washington DC’s suburbs and Southern Pennsyvinia

Yes, like I acknowledged too, it’s been slow. Its ok to complain about it, but it’s not ok to lie.

California State Energy Commission (funded by a small fee on all of our Electricity Bills) also handed out checks to any company who had a DCFC installation plans…


Congrats to eVgo. They are wisely positioning themselves by having Chademo (now with the better one-handed Yazaki plugs replacing the overbuilt two-handed lever-type ones in my area in Maryland) alongside CCS and J1772.

It would have been nice to have a single DC standard, but it is what it is.

Now, on to filling in the charging corridors!

Without economic gluon (money), I doubt they’ll fill rarely used DCFC in middle of nowhere just to satisfy few people who do travel in those areas.

There are also a good number of Tesla superchargers sitting idle in many areas right now too.

Tesla is pumping out over 1800 cars a week that all have Supercharging I would be shocked to see a Tesla Super Charger sitting empty with how the Teslas are breeding in my home town.

Did I miss the max charge rate? I hope they are at least 100 kW charge rate.

Some of these newer stations are 40 kW units, not 50 kW like old ABB units, never mind 100 kW.

Rats. 40 kW charge rates are kind of lame for a fast charger. Getting past 75 kW charge rates really opens up the utility of a BEV.
The problem is that a 100 kW charger probably costs 3 times as much as a 50 kW charger. The Bolt is ok with the ability to charge fast enough to get 90 miles of AER in 30 minutes, but faster would be better.

Spark EV is right, I don’t think any of them are over 50 kW yet.

But last year when they announced they were going to expand their fast chargers, they stated that the new chargers were designed to be updated to 100 kW once the need arose.

I don’t know exactly what their plan is, but it’s actually impressive that just last summer they only had ~350 chargers installed.


“The future moves fast, and for EV charging that future is based on speed of delivery. EVgo’s vision of fast charging includes laying the groundwork for future chargers to deliver 100 kW. Our stations are designed to adapt to standards as they improve and shift with the rapidly evolving technology of both the charging infrastructure and the needs of the vehicles being charged.”

Maybe the stations are designed to handle 100 kW but the chargers, at least in Texas, are only rated for 50 kW. The chargers would have to get replaced (again!) to go up to 100 kW.

The more precise way to describe a DCFC’s capabilities is by DC amps. Many of the new sites in California use the BTC dual standard chargers that deliver up to 100 amps. The Nissan and ABB chargers also used by EVgo deliver 115-125 amps. So, an ABB charger can deliver up to 25% more energy to the same car in the same 30 minute session, depending on the car’s battery and its tapering characteristic.

Why would amperage be more useful than kW rate? If all you have is amperage and the voltage isn’t stated, you won’t be able to tell how many miles of AER you will be able to get (sans taper effect) per hour.
If you know the kW rate, you can just multiply the charge rate by the fraction of an hour you charge and multiply the result by 3.5 to get a ballpark figure for AER gained in a potential charge session. (i.e 50 kW * 0.5 hr * 3.5 = 87.5 miles of additional AER at a 50 kW charge rate charger, in 30 minutes, if you avoid charge taper).

naive question:

Is this the 800th DCFC “pump” – or the 800th *location*?

I fear the former. That’s what they always do in PR releases.

Still, good we have EVgo. Without them, the Pacific Northwest non-Tesla DCFC would now look hardly different from what it was in 2012, save for some Nissan/Kia dealerships, often inconveniently located.

Good question, especially since there are now NRG EVgo sites that have 3 or 4 fast chargers per site. The ones I know of in Northern California are Lucky’s Fremont (4), Raley’s El Dorado Hills (4), and Whole Foods Roseville (3). Most of the rest have either one CHAdeMO and one Dual CHAdeMO/CCS or two Dual CHAdeMO/CCS.

It’s definitely getting better in California, and evgo has high reliability in my experience, but individual installations can be slow (one in Santa Clarita has been sitting constructed but without power for almost three months now), and we really need dual-standard DCQC on Interstate 5 between Santa Clarita and the southern San Joaquin Valley. For anyone with a CCS port, there’s still almost 80 miles over a 4,000 foot mountain pass with no fast charging. EV Express put in a ChaDeMo in Gorman, but it’s only 25kw. The CA energy commission should have made them put in a higher power and dual-standard unit — they definitely did not get enough bang for the buck there. EvGo could make some good money if they installed units at Gorman or Frazier Park and one near Wheeler Ridge on the north side of the pass.

The 2014 grant that just recently resulted in the EV Express chargers on I-5 and CA-99 was only $500,000 for the whole lot of them. At that price, all you get is 25kW piggybacked onto a hotel’s existing electrical service. The newer grants that have been awarded but not built are much higher dollar amounts because they require 50kW to start and 125kW minimum capacity and conduits installed for expansion. Those grants practically guarantee dedicated 480V 3-phase service and allow much more flexibility is site selection. These new grants were also awarded to commercial charging networks, not non-profits.

Good to know. Wish they had paid a little more and had the higher standards from the start. Hope they don’t take years to get built.

Absolutely lacking DCQC to get over the I-5 Grapevine pass. They need to open the Santa Clarita charger soon, and they need one at the Tejon Ranch area. Charging is mainly needed at the base of each side of the long Grapevine pass. Don’t really need one at the top as much, because once you go up to the top, you will make it down the other side with plenty of regeneration to be achieved. It’s odd when you look at the California map from LA to the Bat area. It’s almost complete except for the Grapevine where it is needed the most.

EVgo will not issue a membership card to Canadians, so I hope other networks expand in the North instead of them. For example, there’s an EVgo 20 miles from the border in Vermont that Canadians have to jump through hoops to use.