Why the BMW i3-REx

i have to disagree here. we need to make it easier for people, not tell them here's the map and filters, figure it out for yourself. plugshare is great for enthusiasts, i'm interested in neophytes.
i don't get the liquid fuel comparison, it has been a simple matter for people to go to the gas station and get the required fuel for their car, at least for the last 50 years.

 

I disagree here too. I make it a point to get non-ethanol gas, particularly for my small engines. It can be hard to find, particularly when you don't want the high octane version. I'm constantly scouting for new locations that offer regular non-ethanol.


iPad ?

 

Even now-a-days people put the wrong octane fuel into their tanks (especially new drivers).

Neophytes don't look at plug share. They look at what their car's navigation shows. Low and behold, that shows only options their car can make use of.
Most neophytes charge in their garage, or maybe at work.
This limits the market, but that limit is perhaps 50% of car owners. So until EV market penatration passes 30-40%, it shouldn't me an issue.

Once people dive into apps such as plugshare, the filter is pretty darned simple. It can even be used to show only free chargers.

 

i think a lot of gaso drivers, might be persuaded to ev, wonder where they would fill up. they see gas stations, they don't see chargers. they don't realize charging at home will fulfill a lot of their daily driving. i think we could move things along if there were more attention paid to enlightening the general public on charger locations.

 

One of several i've won over (both pv & phev -a Ford ) are content to simply use the existing 120v EVSE that comes with the car. In part, because they don't have a 240v plug near by. That's likely par for the course. Use what you got - keep the costs to a minimum.
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Since Plugshare now asks you what EV/PHEV you have, I believe it can automatically filter to the ones compatible w/you car.

As for the map and the car's nav system, yes... kinda. The funny part is that my current Leaf doesn't have CHAdeMO, yet it can still display CHAdeMO stations (it refers them as quick charge). The CHAdeMO stations have a different icon on the map. I shut those off since they're useless to my current Leaf.

That's probably why Nissan includes the charging station map database in their nav system, despite it being pretty crappy with horrible data compared to Plugshare (e.g. no way to submit experiences/reports (e.g. charged ok, blocked, busy, broken, etc.) ala Plugshare, no prices (only whether it believes it's free or not), no hours, no photos, often inaccurate info, etc.) But! When you're driving around, if you have those icons enabled, you DO see where there are plugs near where you're passing by.

 

great. but that doesn't help prospective buyers.

 

BMW i3 Rockets To #1 In Europe Electric Car Sales (August Sales Report) | CleanTechnica

 

Maybe see if they could loan you a 328d. Get a little hands on experience with the 'competition'.

 

I really enjoyed the i3.
Now that we don't drive as much, after moving closer to the metro area, I'm sorely tempted.
I feel for you Bob, it is really tough to drive any ICE after driving electric

 

This seems similar to the charge taper on my Leaf. Above 85% L2 seems to charge faster. I don't seem to get the full change rate of 50kw unless I'm under 50% and moderate weather conditions. ymmv

 

Yep - even on our ol' antique original leaf - i've measured 3.7kW's being allowed into the onboard charger when SOC is down below 75% - & on down lower. But up nearing 95% SOC & higher? Only 1.4kW's. CHAdeMO & the other formats - same thing ... only it's even more profound, because near 0% soc you get 50kW's and (again) nearing 100% you only get 1.2kW's DC going in.
The vehicle experiencing the least amount caper effect are some of the Teslas. For example, the 60kWh pack is actually the exact same pack as the 75kWh pack - software Limited. This means the high & low unusable buffer is much larger - which has the effect of giving greater longevity because less of its gets used. Collaterally there is very little throttle back as it nears 100% SOC.
And, if there ever comes a day when you have an emergency & you've run out of juice - Tesla can ( over-the-air software mod) permit access to that extra amount to get you down the road a few miles. (no tow truck necessary) They won't do that on and on, but it's good to know it's there. And if there comes a day you want the extra range permanently, pay the extra dough & they can (over the air) adjust the excess capacity via software so you now permanently access its 75kWh capacity.

 

Peak charge rate is best done at low SoC, no point in using paid DCFC if you're at 80% or so or more, it's for getting to 80% quickly.

 

"was planned" being the operative words. CHAdeMO Network being "absolutely tiny" turns on how you look at it. Nationwide? Sure. But long before the first SAE Franknplug was installed, there was a network that ran through Oregon & Washington to the Cali border, + there were plenty in the Bay Area & La/Orange County/s.Diego too. It's no coincidence that's where the Lion's Share of users were to begin with anyway. Obviously they weren't going to be a thousand across North Dakota when there were no users. But the investment was provided where it was first needed. IF GM had any common sense at all - they'd already have an adapter for their FranknPlyg, so that they could use the existing larger Network - just as Tesla has designed their adapter for CHAdeMO.
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Of course! But as mentioned above, & though it's pricey, you build a big enough capacity buffer, you can then have the upper 20% charge at quick rate. We tend not to realize - that's exactly what's happening. We have 'smaller' batteries then we think. We are simply expecting to be able to charge the whole shebang at the same rate if speed.

good points, but one important thing is left out. It was first discussed by one of PC's plugin naysayers. In short, with our antiquated transformers in most areas, you can't simply put huge loads onto theoretically millions of plugins. Sadly, Tesla is the only company putting their skin in the game as Bob says. They are installing battery Banks & solar panels over head on many of their multi quantity supercharger locations. That gives relief to transformer loads which were likely only designed to handle loads prior to Tesla coming into existence. Is any other company installing 5 to 12 chargers per location? Do customers grasp how much power can be pulled from 10 plugins each pulling 150kW or more? Yet naysayers bitch if people have to wait 5 or 10 minutes while an existing Frankenplug or CHAdeMO user finishes up their charge. As it is, utility companies aren't changing out they're older transformers in a timely manner. When they finally do get around to it, watch how much they scream if they have to put in a unit that will do ten times as much work. Someday soon the industry is going to have to revisit the whole chicken & egg quandary.
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In our area, quite a few of the CHAdeMO's pay upwords of a buck a minute. In part it's to reduce usage to more of an emergency, pay for the WAY-more expensive QC equipment, the install/insurance/land lease, a bit of maintenance, & profit (gasp !) - AND - to forstall the need to replace transformers/subsidize inevitable changeout.
10¢/kW around here for DC use would be a serious money loser.
@Bob,

If you're seriously wanting to charge DC, this fellow could certainly give you a few pointers and actually sells his product.
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