Most (if not all) of the Chevy dealerships that I have encountered put their "Level 2" EVSE in for the VOLT, with incentives from Chevrolet & the EVSE manufacturer. This was a requirement of "Volt certification". These were 16 amp EVSE running on 206 volts for 3.3 kW. This was adequate for the Volt both because of its limited amp capability and its smaller battery (18.4 kWh) which meant they could advertise "fully charged in 5.5 hours" which did not mean much! This power level fills the Bolt battery (60 kWh) in 18.2 hours which is not even overnight destination charging! Still, they indicate "free Level 2 charging" on PlugShare. GM has provided NO incentive to upgrade to Bolt-desirable standards, which is one reason why many dealerships will not carry (sell/service) the Bolt.Most of the EVgo and ChargePoint chargers are plenty adequate at about 50 kW. The only really bad underpowered chargers I found were the 25kW DC fast chargers located at Chevrolet dealerships. Still don't understand why Chevrolet does this. There may be some other old chargers around that don't provide 50 kW, but I have never found them.
When I ordered the Bolt they changed a free tank of gas for a full charge. When I went to pick up the Bolt they had it plugged in. They wanted to wait for it to fully charge. They had no clue. I went over to the "level 2" EVSE they had it plugged in to and the nameplate had 16 amps. I was like no, just give me the Bolt and forget about charging it. It would have meant coming in the next day to get my fully charged Bolt.Most (if not all) of the Chevy dealerships that I have encountered put their "Level 2" EVSE in for the VOLT, with incentives from Chevrolet & the EVSE manufacturer. This was a requirement of "Volt certification". These were 16 amp EVSE running on 206 volts for 3.3 kW.
The Chevy dealerships I mentioned above had level 3 chargers at 25 kW. They are slow "fast chargers". Level 2 is another matter. The question I believe was to do with fast chargers. I found that such 25 kW chargers took twice as long to charge as an EVgo 50 kW charger. This is totally unacceptable while traveling upwards of 450 miles in a day.Most (if not all) of the Chevy dealerships that I have encountered put their "Level 2" EVSE in for the VOLT,
I took a look at my numbers, and I have exactly the same as you for EVgo, but my Greenlots charging in Grove City (OH), was also about the same as EVgo (0.55). Your BMW number looks like a ~ 25 kW charger similar to the Chevrolet Chargers. I think the most interesting is the 0.7 kWh number. Assuming 3.7 m/kWh, that could bring you to about 78 miles per 30 minutes, which is much higher than I have ever seen. Those chargers might be higher power than the normal 50 kW chargers. I have heard there are one or two chargers around that are above 50 kW. Looks like you snagged them! Alternatively, you might have charged from a very low range left, which might have made a difference to the average charging time.Another reason I brought this up is because I have kept track of my 9 DCFC sessions on 5 different chargers. I've actually noticed three different charging rates:
I've been making a habit of checking the electrical plates on the DC Fast Chargers I encounter and then updating the description of the charger on PlugShare to include the information. I recommend everyone do this.For planning a trip, it sure would be helpful to know which DCFC stations are, say, 100amp vs 125amp.
Does anyone know how to find this information? Even partial information from a few charging networks would be very helpful.
You are so right. I was not comparing to your Level 3 data, but simply adding my "Level 2" experience at Chevy Dealerships (3 of them).The Chevy dealerships I mentioned above had level 3 chargers at 25 kW. They are slow "fast chargers". Level 2 is another matter. The question I believe was to do with fast chargers. I found that such 25 kW chargers took twice as long to charge as an EVgo 50 kW charger. This is totally unacceptable while traveling upwards of 450 miles in a day.
With a DCFC the car's battery charging system requests a certain voltage from the charger in order to control the amount of power going into the battery. A higher voltage will result in more current, which in turn means more power. The car's charging system changes the requested voltage as the battery fills according to the charging profile designed by the designers, who have to balance fast charging speeds against battery degradation.I'm still learning a lot about DCFC. How do they achieve that 25 kW (or 50 kW)? {This is an initial wattage, right, not an "average"?} Volts x Amps = Watts.
I can't speak for Tesla chargers, but all of the CCS DC fast chargers that I've come across so far are rated at 500V. That doesn't mean they charge at 500 volts, it means that's the maximum they can produce. As noted above, the actual voltage varies according to what the car requests.It was my understanding that all (non-Tesla) DCFC were either 350 or 400 DC volts. Is there a range of voltages that qualify as Level 3? Are some above 400 V?
I have no idea what the CCS standard says about this, but if the charger isn't capable of producing at least 350 to 400 volts then it's not going to be able to charge most cars.How low can they be and still qualify as Level 3?
Yes, yes, and yes.Do you multiply 350 volts x 71.43 amps to get 25000 Watts (25 kW)? Or do you multiply 250 V x 100 A to get 25 kW? Is 50 kW gained from 400 V x 125 A?
Yes. As the battery fills, the current will decrease unless you increase the voltage. Think of it like two tanks connected by a hose that runs from one bottom of one tank to the bottom of the other - the charger is one tank and the battery is the other. The voltage is the height of the water in the tank. If you start with a full charger tank and empty battery tank, the water will rush through the connecting hose pretty quickly - in this analogy the speed of the water is equivalent to the current (amps). As the water flows, the levels (voltages) in the charger and battery get closer to each other and the flow of water slows down. In order to maintain the same flow, you have to add more water to the charger tank so that it's level (voltage) is higher compared to the battery's level.... The voltage started at 348.5 V & the "current" was 100.9 A. At 96% SoC, the voltage was up to 400.6 V and the "current" down to 25.3 A. The amperage dropped to <5 A when it shut off 15 minutes later. It had "dispensed" 53.9 kWh. Did I start at 35 kW?
Good advice. I think a lot of people don't know that you can update the PlugShare description instead of just leaving a comment.I've been making a habit of checking the electrical plates on the DC Fast Chargers I encounter and then updating the description of the charger on PlugShare to include the information. I recommend everyone do this.
Bro, can you share where you find out that some EVgo stations are 100A limited?100A "50 kW" CCS/CHAdeMO stations are a farce. There is no EV in existence that can actually observe 50 kW charge rates on such a station. Even a Tesla can't reach 50 kW from a 100A station. The fact they can get away with advertising as 50 kW is a bit of a joke.
There really is no easy way. One way I do know is the check the model name of the EVgo station. A "BTC" station is likely 100A limited, while a "Terra 53" is probably a 125A max station. However, that's not a guarantee.Bro, can you share where you find out that some EVgo stations are 100A limited?
Since you around the area, what does that equate to on the dash. I get 43 or so at from the free Easton super chargers in Columbus, OH.I took a look at my numbers, and I have exactly the same as you for EVgo, but my Greenlots charging in Grove City (OH), was also about the same as EVgo (0.55).