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The pricing for charging at a Tesla Supercharger is set individually per charger by Tesla and is not - as far as we are aware - published anywhere online. At ABRP, we have to maintain prices manually, which we have not done too well so far. However, with the new Charge Cards feature we are much better up to speed with charger prices, at least in Europe. However, the Supercharger prices for North America definitely need a refresh. Anyone with a Tesla without free supercharging can see the prices for individual Superchargers in the car infotainment. If you have a North American Tesla, we need your help to correct the prices, at least to a reasonably correct level. We just did an update of the Canadian prices, so we mostly need a price per US state. Can you help us out? Just post pricing information in this thread.
One of the things that makes A Better Routeplanner special is that all of us who work on the project drive EVs ourselves and use them (and A Better Routeplanner) to take road trips. We use our own trips to debug, dream up features, and try to design the tools we want to use driving an EV. Recently we took a trip in my VW ID.4 from Texas to California and back again for a family member's wedding, and I thought it’d be informative to document the trip and how I used A Better Routeplanner (and how we envision A Better Routeplanner would integrate into anyone’s electric road trip). The trip was over a total of 2.5 weeks, and covered more than 4700 miles. We decided to road trip instead of fly to minimize the risks to our two young children who couldn't yet be vaccinated against COVID-19. Our ID.4 in all its not-dirty-from-the-trip-yet glory To get an idea of the trip, here’s the route we took: The route we took from Houston to California and Back again. I-40 on the way out, I-10 on the way back. One of our main goals with A Better Routeplanner is for it to be an easy tool to pick up and plan the day’s travels without a lot of forethought. Many of us gung-ho EV enthusiasts love planning out every little stop along the way, and knowing exactly what we’re getting into at each charge stop, but many consumers want to plug in their destination and start driving. I think we’re pretty close to that, and that’s what I tried to approximate on this trip: Set all settings possible to ‘automatic’ (Consumption, SoC, weather, traffic, etc) Live Data connected via Bluetooth OBD Planned each day’s drive when we got in the car each morning using Android Auto I recognize that for a lot of users that middle bullet is probably a bridge too far, but we are working on other solutions that should simplify the Live Data setup. The goal of this writeup is not to sugar-coat the trip, or A Better Routeplanner, but to give a real glimpse into what driving an EV is like, and some of our thoughts on our own use of the app. Pretty much all of our charging was done at Electrify America stations and slow chargers / destination chargers at our overnight stops. This is due mainly to the way A Better Routeplanner picks chargers. Not only do we try to find the fastest charger, we also give bonus points to chargers with multiple stalls because there’s a lower likelihood all of them will be broken. Electrify America generally has more stalls than the alternatives, and their chargers are well-placed near freeways. Day One - Halfway to Albuquerque The first day of the trip we hit the road excited. I’d driven many miles in our old Bolt EV, starting out before Electrify America had any stations of their own, and I couldn’t wait to see how the ID.4 held up on a really long trip. The drive in the ID.4 was great. If you haven’t driven one, the ID.4 is a very quiet and comfortable ride. This is perfect for facilitating naps for the kiddos. Travel Assist was quite nice (though not quite as good as Autopilot or OpenPilot in my experience). For those interested, the ACC was quite good, though fumbled on cut-ins sometimes. The auto-steer was also quite good on well-marked roads, but there seems to be a relatively low torque limit, limiting the tightness of turns you can take at a given speed. I really do hope VW continues to improve it over time. The ID.4 even has enough range to warrant some stops between fast charges so the kids can stretch their legs. We were consistently getting ranges of 220-240mi on the guess-o-meter at the quite high interstate speeds in the barren stretches of Texas (Often traffic is flowing at 85+mph, though we kept it to a limit of 80-85 mph). To be honest, it's extremely easy to speed in the ID.4, the smooth quietness of the drive makes it easy to forget how fast you're going. Like it was developed with the German Autobahn in mind. A typical Texas Interstate, traffic moving along at ~80mph, faster in the left lane. Unfortunately, my experience in the Bolt EV and using earlier versions of the Electrify America app actually gave me negative training for starting charges in poor-signal areas. I got our first charge started easily enough, swiping the stall in the app, but at our second charge stop I had very poor cell signal, so by the time my swipe made it from my phone to the charger, the car had timed out. I eventually got it working, and we were on our way. This, however, was a prelude to the next charge stop, where it really came to a head. My phone’s connection was extremely poor, and I couldn’t get the charger to start. I switched stalls, tried the old 'hold the cable' trick from the Bolt, and after a frustrating 20 minutes I called support. The representative shared the "secret sauce" for starting charges - NFC! NFC was by far the most reliable way to start charging at Electrify America stations, and I used it mostly successfully throughout the rest of the trip. For anyone interested in using this, make sure you have "Pay with NFC" set up in the Electrify America app: Accounts > Payment > Pay with NFC, then just tap your phone on the charger's NFC pad (grey with a wireless card / phone symbol) to start the charge. Doing it this way was basically instantaneous for me on the trip. This was also the first charger where we encountered a charger issue we found to be common in the hotter regions of our trip: cooling-challenged chargers. Sometimes these would start out at the normal rate for the ID.4 (125kW) then take big step-downs as the station found it couldn’t keep the cable cool. Sometimes these would just start at 30kW and stay there. I suspect a major contributor to the cooling problems with these chargers is the fact that they’re baking in the hot southern sun all day every day. We’d pull into the charger and the cable would already be hot to the touch just from the sunlight. Not only that, but being exposed to the hot sun while fruitlessly trying to start a charge just adds to the frustration. Thankfully, I was always able to find a charger at each of these stations which could keep up with the thermal load and provide full charge speeds. This first day was fraught with frustration, and it was the only point on the trip where I found myself thinking that maybe I should have just spent the extra $18k and bought a Tesla. It really underscores the need for Plug & Charge, almost all of the issues that brought huge frustration were in just getting the charge started. In fact, later in the trip I ran across stations which had been set to free, and started charging immediately after plugging in. This was a fantastic experience, and a nice preview of what’s to come for Plug & Charge. We ended the day at a hotel in Vernon TX, plugged in, and ready to rest. Day 2-3 - To the Grand Canyon via Albuquerque With the second day I left the hotel determined to have a good charging experience armed with knowledge. And it worked! All of the charges on the way to Albuquerque started without any issues. Our first stop of the day was at a rest area in the middle of the Texas Panhandle without charging. It stood out to us because they had an excellent play structure for the kids. These rest areas would make excellent charging locations. This rest area needs a fast charger or ten. Our navigation with A Better Routeplanner isn’t as good as the big players, but it never led me wrong. The main thing I encountered on the trip was extraneous instructions, such as ‘False Forks’. These are still a thorn in our side as we’re figuring out how to properly identify them and ignore them. The Texas Panhandle is extremely flat, empty, and boring to drive through, but it's great to see a small part of what makes Texas the highest producer of wind energy in the nation. Having your navigation take your SoC into account is a really good experience, and Day 2 is a perfect example. Leaving our first charge stop we had charged more than expected (kids take a while to eat lunch and run the wiggles out), and had more of a tailwind than originally accounted for with the planner's Live Weather forecasts. So within 15 minutes of leaving, A Better Routeplanner was proposing we save half an hour by skipping the next planned charge stop and catching a later one. I was happy to take it! We pulled into Albuquerque with time to spare, and stopped for a very nice river walk and dinner before pulling into our hotel. After spending a day and a half getting through Texas, it was a surprisingly short drive through New Mexico and Arizona to get to the Grand Canyon. We took a hike near Albuquerque before heading west, and saw a ton of millipedes out searching for morning dew. We also stopped at the Petrified Forest National Park. I knew from looking at our route that morning that there was a slow charger at the visitor center, so we sat down and had lunch, picking up an extra 10% charge. ABCs of an EV road trip - Always Be Charging! Don’t stress about making sure every stop has a plug, but if there’s a charger - plug in and get a few more electrons. One major success for the trip was charging every night at our hotel, or at RV parks near the hotels. It definitely sped the trip up starting each morning with a full charge. After lunch we took the scenic drive through the Petrified Forest, though the kids quickly fell asleep and we didn’t get to spend as much time exploring as we’d have liked. Next time! Day 4-5 - The Grand Canyon This blog post is about the journey, not the destinations, but I absolutely have to plug the Grand Canyon. It’s fantastic, and visiting mid-week we had the place almost to ourselves. Plus, I got a fantastic shot of our ID.4 on the rim which looked like something out of a commercial. Having a charger at the lodge made exploring the Grand Canyon an absolute breeze. The shuttles were also very convenient for exploration when there was no parking at trailheads, though made us a little uncomfortable with the enclosed space with a bunch of strangers during COVID. The drivers did do a very good job enforcing the mask requirement, so that added some comfort back in. Glamour shot at the Grand Canyon We need to add a proper 3D map mode to really highlight the amazing landscape we can drive our EVs through Day 6+ - To California! The last driving day was similarly uneventful, and it’s a testament to the awesome efficiency of the ID.4, we only needed two charge stops from the Grand Canyon to my parents’ house in Southern California. As we got into California we started seeing a lot more EVs at the chargers we stopped at. We even saw an absolutely gorgeous Porsche Taycan charging, and I chatted with the driver. He works for Porsche driving around the country testing Electrify America stations and identifying problems to help make the Porsche charging experience top-notch. Driving around California was really quite interesting, for the first time we had real choices on charging, instead of having to stop at the pre-ordained next Electrify America station along the interstate, we could choose to charge early or late. It really drove home the need for us to prioritize adding the “Alternative Next Chargers” button to Android Auto, so that’ll be in work in the coming weeks. It was also really cool seeing so many other EVs charging, probably the craziest stop was at Harris Ranch, with six Electrify America stalls next to a row of twenty Tesla Superchargers, with pretty much all of them full. We need more! More EVs, and definitely more ultra-fast chargers to go with them. That fourth stall was filled shortly after this photo by a Hyundai Kona. Everywhere we stayed in California we were able to plug in overnight, and even the AirBNB we rented for the wedding had just recently installed a NEMA 14-50 plug for that express purpose. It's very encouraging to see interest from the most unexpected places in supporting EV infrastructure. Our ID.4 overlooking the Pacific Ocean, enjoying a beach day in California. Day E-3,2,1, Home! The drive back home to Houston was more or less uneventful from a charging perspective. We ran into two more stations in Arizona with a few stalls which couldn’t keep up with the heat and charged at ~30kW max. It didn’t help that we were still getting very high temperatures, and these chargers were baking in the sun in 110°F heat. Electrify America isn’t the only one with these problems, even Tesla’s Superchargers slow down in the heat on occasion. In Arizona I talked with some new EV drivers and got to help them figure out the charging station, and introduce them to A Better Routeplanner. One person I met even had A Better Routeplanner installed on his phone, but had forgotten why he’d installed it. He was enthused to learn how easy it made the trip planning. It was also interesting to see how few people I met randomly knew about A Better Routeplanner. I think we are definitely an enthusiast's tool to some extent. The people who are really into their EVs and like to pre-plan their trips use A Better Routeplanner. We need to figure out how to reach those who don't do that, those who want to just plug in their phone and go. Part of the fun was in bringing up the name of our app, it often resembled a rendition of the classic "Who's on first" sketch. On the way back, we learned another cardinal rule of road trips - not only is it very important to have a slow charger at the hotel to top up overnight, also make sure they have a pool! After pulling into the hotel at the end of a long day of driving the kids often have a lot of energy to burn. Burning that energy in the pool made bedtime a lot easier. We finally pulled in at home with electrons to spare. A long lunch break on our last day filled us up more than we needed, and we cruised home with no problems at all. We set to the task of unloading, settling back in and making sure all the toys still worked the same as when we left. Within 5 minutes of pulling into the driveway, our oldest had already gotten his electric tractor out and begun patrolling the back yard to make sure everything was still in order. Hardware for a Successful Trip Cargo Box - We have a hitch-mounted Thule cargo box, and it sits inside the wind shadow of the ID.4. Aside from the extra weight going up over mountains, it had effectively no impact on our efficiency. Our calibrated consumption before leaving was 270Wh/mi, and on the road it hovered right around 260-280Wh/mi. Jesla Jr - The Jesla Jr I bought years ago for our old Chevy Bolt is still the best EVSE I can find on the market. For those unaware, it's a standard Gen 2 Tesla UMC with the plug converted to a J1772. I have almost every NEMA adapter, and some that Tesla doesn't make like a TT-30 adapter. We used this repeatedly on the trip to charge at RV parks, or on outlets with the friends and family we stayed with. TeslaTap Mini (60A) - This one turned out to be useful twice, and is a nice item to have on hand for this kind of long road trip. Many of the hotels we used had Tesla Destination Chargers, which are often installed side-by-side with Clipper Creek J1772 EVSEs. When those were in use, the TeslaTap gave us a backup option. Bugs Encountered This trip was made while we were implementing the “Reference Images” for highways and interstates, and I’m always running development builds of A Better Routeplanner, so I ran into a few visual glitches. The nice part about being on the dev team is being able to either fix these yourself, or know the right person to talk to about getting them fixed. The extra nice part about being on a dev team which resides mostly in Europe is you can report some bugs before passing out at a hotel and have a fresh build in the morning before heading out again with the bugs fixed! Instructions, while not bugs, are another area we could definitely use improvement on. The bulk of the instructions worked really well. Some lack detail, which is due to varying availability of details on Open Street Map. For example, in rural areas a lot of information is often missing, like lane details. Some are bugs in our routing engine, mis-identifying what should be a fork, or just ignored as an offramp we’re not taking. The biggest source of ‘bugs’ is our relative lack of a true offline mode. A large portion of my trip off-interstate was in areas with poor cell coverage. At the Grand Canyon, and in the mountains and foothills in California cell coverage can be quite sparse. Some of these bugs were easy to solve, and are already live. But really, we need to think on this and come up with a much more cohesive offline framework to help you get off the grid with your EV. Final Thoughts Aside from the issues I mentioned, A Better Routeplanner worked fantastically well across the whole road trip. Having a consistent and accurate State of Charge prediction gave both me and my wife (who is a lot less familiar with all of this than I am) confidence on the long stretches of interstate with few chargers. Charger reliability issues are greatly overplayed, but understandably. When a charger issue does happen it can be incredibly frustrating. The incident on our first driving day sticks with me, and if that was my only (or first) charging experience I definitely would have been turned off to the whole idea. I personally think Plug & Charge is an absolute must-have technology to make it accessible to the general population. Charging is a big departure from the gas station flow with a lot more points of potential failure which can be frustrating. A gas station merely needs payment to begin flowing fuel. A charging station has to establish communication with the car, authenticate, test the safety of the connection, and also process payment. And it has to do this all before the car decides to time out and give up. Most of the time this works great, but sometimes your phone has a bad connection, and you can't get the "go" signal from your phone to the pump. This is a large part of why I'm not so enthusiastic about Tesla's 'easy' solution of having non-Tesla drivers start the charge from the Tesla app on their phones. Finally, Charger locations could use some improvement. A lot were pretty great, in fact we even saw a few at rest stops in California which was incredible! But many were at barren parking lots at big box stores (I’m looking at you, Walmart) with not much to do. It didn’t help that we stayed outside as much as possible to keep our youngest’s exposure down (too young to wear a mask). That aspect I’d hope to see improved for future trips where that’s not a concern. Would we do this trip again? Definitely. I would want to add some more down days between the driving days, to see more sights. The driving/charging cadence was perfect, if not a bit too quick. We were never really waiting on charging to complete, the car was always done charging to the goal set by A Better Routeplanner 10-20 minutes before the kids were ready to get back inside. I don't think this trip would have been any more convenient if we had taken a fossil car. I heartily look forward to our future electric road trips!
One of the most important things for the accuracy of our plans is the knowledge of Charging Stations. To help with this knowledge, there are several ways you can help us out: Contributing to Our Charge Database Partners Most of our charger knowledge comes from a few excellent databases. The main ones which are editable are: Supercharge.info - A community run map of supercharging locations Open Charge Map - An open source database of all types of charging locations. Comprehensive, but sometimes out of date GoingElectric - Focused mainly near Germany, but covers most of Europe Uppladdning.nu - Another open database which focuses mainly on Scandinavia, but covers most of Europe. Note! Only to be used for the following countries; Denmark, Finland, Norway, Sweden. A submission made to any of these databases will update plans on A Better Routeplanner within 24 hours. You can easily find direct links to edit by finding a charger which is out of date on our map, click 'actions' and selecting the edit link on the interface: This will take you directly to the edit page we have associated with that location. Raising Awareness with Charge Networks The best way to improve our charger knowledge is to get it straight from the source. We're more than happy to work on direct interconnects with all charge networks, no matter how big or small. We often find, however, they're hard to get in contact with. If there's a charge network you'd like us to have a direct interconnect with you can send them a tweet: Or letter/email: Once we have a direct interconnect we can provide: Automatic routing around full or down stations Suggest an ideal stall for you to charge in (best for your car) Predictive routing using station traffic analytics (Premium feature) And of course, for any charge networks reading this, we're happy to talk to you about integrating route planning into your own apps to better serve your drivers.
Thanks to all who have contributed data to help improve the planner! Without you, we wouldn't be able to plan routes with such accuracy. We've finally achieved enough data (and I finally had time to sit down and analyze it!) to produce updated real-world charging models for many of the EVs you've been providing live data. Before we start, it's important to understand that the baseline curve is a best-case curve which planner limits based on real conditions (like the charger's maximum current output). In the future we'll be implementing other limitations, such as battery temperature. First up is the Chevrolet Bolt (pre-2020): Some really interesting features of this data! To start with, our charge curve for the Bolt has been highly optimistic for some time. This matches up with my experience when charging. The next thing I note is the many "warmup" ramps under 50% SoC, these are likely preset cold-battery curves, and I will be revisiting these in the coming months as we work on our cold weather models. At the moment, our charging model is relatively naive, assuming a single curve for all conditions. It also seems like the step-downs also vary depending on condition, but generally are within the same several percent of each other. Next we've got the Hyundai Ioniq (28kWh): In this case, our original estimate was a little pessimistic. Tapering too early and too harshly. The actual performance is quite impressive. Maintaining full charge over 60kW all the way to nearly 80%! The middle "shelf" in the curve corresponds to the max power on a 50kW charger, limited only by the battery voltage and the charger output current. The final feature that's quite apparent is the 94% DCFC cutoff (The line is extended to 100% along the L2 power level). Next for an interesting chart is the Hyundai Kona / Kia Niro / Kia Soul (64kWh): All three vehicles share a powertrain, though we only had enough data from the Kona to produce a charge curve. We'll be applying this charge curve to all three models. The chart has some interesting characteristics. First, there's a lot of "shelves" in the chart, where either the car is throttling itself by requesting a lower amperage. This is likely due to colder batteries, but interesting that there seem to be preset levels that don't change as charging warms the car. Finally, and longest coming, we've finally got enough of the right kind of data from the Nissan Leaf to produce full driving and charging models! This post will only focus on the charging models, I may post an analysis of the Leaf driving when I have some more time in the future, but those models have all been updated. Nissan Leaf (24kWh): Some interesting features here, there seems to be a lot of variability in the charge rates on the Leaf, different taper points, and taper rates. This suggests some realtime optimization by the battery management, and likely some compensation for degradation on the battery. As I have time to dig into building out more detailed charging models this will be an interesting avenue of analysis! Nissan Leaf (30kWh) Our original estimates were pretty close to the bounding max power curve, though as those who own a Leaf can probably attest, it seems that often it follows a more limited power curve. Again, likely managed by the BMS and limited by conditions. Nissan Leaf (40kWh): The 40kWh leaf definitely presents a more consistent charging experience than previous models, with a few lower-power "shelves" likely just due to lower-current chargers. At the moment we only have Leaf e+ 50kW charging data, since very few are in the wild and even fewer >50kW Chademo stations are available yet. Once that data is available we'll make a separate post for that (and other cars which are ready for updates. Hope you've found this data interesting, and more importantly - use it to plan some exciting trips!