All told, while on the EA Charging Network Status and Improvement project, I was specifically searching out the most reliable, high charge rate chargers for a possible future GWR. With Tesla designing and maintaining their own network for their own known vehicle configurations, it is hard for me to believe that any current or future non-OEM DCFC based charging network will ever match theirs for the overall positive charging experience.
On the other hand, If Lucid, Toyota, or let us imagine a conglomerate of utilities were to build their own DCFC charging network(s), this would surely improve the overall charging network reliability and performance for non-Tesla owners. It is sad that the public DCFC networks do not work 100 percent of the time like the L1s and L2s in our homes and garages but even Tesla owners have felt the sting of an underperforming or inoperative Tesla charger from time to time. The EA network is an order of magnitude or more behind the Tesla network in terms of charging reliability at this time unfortunately.
I want to mention one other item here. A DCFC cabinet, cord and connector are exposed to the harshest climate extremes and in the case of those CCS handles, dropped from 2 to 3 ft onto hard pavement far more often than they should. There are temp sensors in those connectors and once that sensor is broken, the charger will not provide max current as the comms protocol will limit power flow due to a mismatch of sensors at the connector interface in comparison to the vehicle sensors and the cabinets sensors upstream. That is probably where the EA and just ramping up EVGo network is at a significant disadvantage to the Tesla V2 and V3 chargers. The EA/EVGo CCS connectors are heavier, the cables are bulkier, and the connections alignment makes it harder to connect and disconnect. This paragraph includes my own thoughts while providing some wild @$$ guesses as to where the weak link in the EA DCFC system is occurring when compared to the Tesla V2 and V3s.
With all of the above, I was never stranded at an EA Charger location while traversing those 22-states during the charger network status and improvement project. I had to move from cord to cord or cabinet to cabinet at some locations, but I was never stranded. I was arriving at a given EA charging location with between 1 and 20 percent SOC 80+ percent of the time to ensure the Taycan would reach theoretical maximum charging rates. In other words, I had few options to reach the next one so hopefully that provides a broader picture of my experiences and trust of the EA network. In a nutshell, I would not hesitate to drive the country while relying on the EA DCFC network, but I have seen enough underperformance and outright charger failures to know there is still apprehension when I arrive with a range less than 50-miles and am in the middle of nowhere.