At least part of the reason for the less than stellar non-Tesla L3 public charger locations is because Tesla literally created L3 public charging from the very outset. They have therefore identified and taken the best locations years ago now, so the rest of the competitors are left trying to find less than stellar locations in comparison. Tesla uptime is also unparalleled due to a combination of superior engineering and superior maintenance practices.
For robotaxi vehicles the manufacturer will be responsible for liability - those vehicles will literally not have steering wheels, pedals, etc. Like Waymo, there will likely be remote drivers that can take over the vehicle on the rare occasions when the vehicle cannot figure out what to do. Liability would obviously be on the company that owns the robotaxi, whether Tesla or a third party fleet company perhaps - though even in that case - since it is the Tesla end-to-end NN that is driving the vehicle - ultimate liability may still rest with Tesla. I would surmise that how auto insurance is handled will change as driverless vehicles gradually become the norm, in addition to how moving violations are handled. It's a new world in some ways, whenever this transition eventually occurs.
There is a Tesla SuperCharger at the Visitor's Center at the bridge & most hotels & car dealers have destination chargers. Some are at shopping centers. We charge at home, so I don't pay much attention to what others do. It must not be an issue as I see EVs far & wide and none of 'em out of electrons parked along the roads.
I charge at home. I bought my Bolt EV as a commuter and "town" car. It is so effective and convenient at that role, I have to FORCE myself to use my ICE vehicle once a week to make sure the battery does not discharge due to the parasitic draw of the car.
id actually thought the opposite... with a 10min charge time I went into the store both times to buy items (drink/etc).
Bill, our PHEV is over 6 years old and it still charges to exactly the same level it did when new. That amount varies with ambient temp. When it's hotter 'n Hades (our climate is similar to yours in Yakima valley) and in Winter when nighttime temps are well below freezing, the car only charges to around 75-80% of the published range. I think the computer simply reduces the range computation because of the amount of electrons going to cabin climate control.
No, between charging at work and charging at home, the battery was between 75% and 100%. That battery bank was swapped out for the current battery pack under the Bolt EV recall 2 years ago.
The higher you charge any NMC pack percentage wise over time - the more degradation occurs over time. This is why all EVs that use NMC/NCM/NCA packs recommend no more than 80% charge for daily driving. We set our daily driving at 70% for daily driving and my wife typically consumes between 10-30% of the pack energy daily dependent upon her work commute and errands day to day. Only LFP batteries can persistently be charged to 100% without any accelerated degradation over time.
It doesn't matter whether it's a Tesla or Lightning, or a Bolt, plugged into level 1, 110v household current will add about 4 miles of range for every hour it's plugged in. So 'how long' it will take depends wholly on how many kW it needs to transfer. Level 2 (240v) adds about 20 miles of range per hour of charging.
that's what i just told you. 1.3% per hour on a 110v, 8% on 240v. The average person drives 40 miles per day which is about 15% so that takes 12 hours on the 110v and two hours on my 240.
That's what all home chargers do by design. For our L2 Tesla Wall Charger - it charges at 11.5kwh - or 48amps at 240 volts - or roughly 44 miles per hour. I could set it to a lower amperage if I wanted to, but there's no reason to do so as the lower you set the amperage - generally the less efficient the charging session is. We typically see 95-99% efficiency at 48 amps - since less power has to be used to heat the pack itself (which is what occurs more frequently when charging at lower amperages). Below is our charge session from overnight last night as one example.
Studies show different results. There was a major study done that actually shows that over a three year period - there was no more battery degradation between packs that used primarily L1/L2 chargers vs packs that used L3 public chargers. That said, there aren't any decent studies that show results over a longer lifetime such as 5-10 years for example. Generally, the more heat that is generated within the pack and within the cells, the more degradation occurs over the long term. Every BEV has an onboard charger that negotiates all L1/L2 charging sessions. L3 public chargers bypass the onboard charger entirely and interact directly and only with the high voltage system since there's way too much amperage for any onboard charger to handle L3 public chargers - generally somewhere between 50-350kw at 150-500amps dependent upon the BEV voltage architecture (most BEVs today use a 400v HV architecture, though some BEVs have 800v HV architectures and this is the future).
You can play with this https://evadept.com/calc/
I dont believe thats the case at all. the actual margin on gas is ridiculously low for the store owner (measured in pennies per gallon). the bulk of their profit comes from shopping in the store. Id bet they make more on a large cup of soda than they do on a 10 gallon fillup.
