Good test, thanks for taking the time to put this video together. It does underline the convenience of Tesla Superchargers with no screens, no credit card reader. Just plug in and charge. I would like having covered parking over a charging location, but if one of these was right next to a Tesla Supercharger, I would use the supercharger.
I love these PFJ stations. They really show what’s possible for a quality EV charging experience. If I was driving super late at night I would absolutely prioritize these over other options (except other travel plazas with Superchargers). The great thing about these stations is they’re open 24/7 with clean bathrooms, usually in safe rural areas and have the amenities you’ve already mentioned like the canopy and are well lit at night. There’s no place I’d rather for EV charging at 3 am than these types of stations. With EA and Walmart I’d feel the need to open carry or get one of those break-away adapters to charge there during those sketchy hours of the night.
Thanks for the review and data! I've had a number of Tesla owners also claim that their charging was much faster than I've seen any data to support, but I get the impression that that might stem from how fast E-GMP cars charge (those Tesla owners are wanting their cars to be just as quick). Either way, 10% to 55% in 15 minutes and 10% to 80% in 30 minutes is nothing to scoff at. Also, to my knowledge, these Delta EVgo chargers are the only CCS1 stations that provide more than 500 A (even Alpitronic doesn't as far as I know), so they should be noticeably quicker for Tesla EVs than any other CCS1 dispensers.
@@newscoulomb3705 Yeah, massive difference between Ioniq 5 and this Tesla. Ioniq 5 would still be pulling 240KW when the Tesla is dipping below 100KW at 57%. Tesla's certainly behind the charging curve.
E-GMP vehicles are definitely faster, (although not by much when all is considered), however, those need 800V chargers to get those top speeds. And most EA and EVgo 800V chargers are not everywhere or in decent numbers (2 to 4 at the most on just about all sites and half, or even all, are usually down) and are highly unreliable. While on Superchargers you just plug it in and it works 99.96% of the times.
@@junehanzawa5165 I'd say 50% faster average charging speed to 80% is notable. Also, the public chargers are not as bad as you're making them out to be. Let's just say that the difference between E-GMP and Tesla charging profiles is more significant than the difference between the Supercharger network and CCS1 public fast charging networks at this point. That's been demonstrated numerous times recently with cross-country trips and parallel Tesla vs non-Tesla EV drives.
Let me start by saying that I'm all in on 800V EV's. That's the from here on out way to go as far as what manufacturers of both EV's and chargers should be building. However, we've driven both 800V and 400V vehicles (of which Teslas are by far the best, meaning vs other 400V EV's) and in the real world, we've found out the difference is not that much if at all. And due all the unrealiable CCS chargers out there, it has almost always taken us longer on a CCS vehicle. At times, much longer. As far as long distance races go, I've only seen one where CCS won where all the vehicles had roughly the same size batteries, and therefore, similar ranges. That was a couple years ago when a Porsche Taycan beat three other EV's, including a Tesla (whose driver made a mistake and went for a lever 2 Supercharger) on a race from LA to Las Vegas. That was on the Out of Spec channel. You can look it up yourself. The two other races where CCS has won, involved the CCS vehicle having a massive battery size advantage. One was an EV towing race which was only within the same state. That was won by the Chevy Silverado 4WT truck and it's massive 220kW plus battery with its 360kW (max speed) charging, and its 400 plus miles of range. And a Florida to California race between EV trucks in which the same Chevy Silverado EV won with it's great 400 plus miles of range. So clearly, the Silverado had a massive battery size advantage (almost twice as large as the other trucks) allowing it to have to charge far fewer times. Both races were also on the same Out of Spec channel. Can you point me to any other long distance race where a CCS vehicle has beaten a Tesla where the batteries were of similar sizes? Would love to see another.
@@junehanzawa5165 The "battery size" difference is a deflection, and again, my point was that E-GMP's charging advantage is greater than the Supercharger advantage at this point. Another example is two Lightnings, one using only EA and one using only Superchargers, and the trip time difference was nominal (to your point about the other parallel drives). Yes, anyone experienced with EVs knows that charging time is only a small percentage of total trip time, so E-GMP saving 30% off the total charging time of a Tesla is just a fraction of a fraction. It does, however, add up over time, and after driving 600 to 700 miles, making three 15-20 min stops in an E-GMP car would be far more convenient than making five to six 10-15 min stops in a Tesla EV. Believe it or not, at this point, Supercharger access is mostly just a "nice to have" for non-Tesla EVs rather than the necessity it might have been four to five years ago.
Thanks for the entertainment, FYI Porsche Active Lane Keeping on the Taycan is supported up to 130mph (I haven’t done extensive testing yet at that speed though) 😂
@@CrazypostmanIt’s because Tesla doesn’t categorize the road as a highway. When you’re on a designated highway (in their system) you can set the speed at up to 85mph or 140kPH. Otherwise it only lets you go 5mph over the limit on normal roadways. If it reads the signs wrong (common problem) then you’re screwed and have to deal with their speed limit. Or….. you can just press that pedal up to the speed you want (as long as it’s less than 85) and just deal with the car complaining about it 😂
I have two years free of charging on EVgo. During the third year, I think I’ll be charging only at my house but if I do any long range road trips, I’ll probably charge at Tesla superchargers since it’s more reliable than EVgo is at current. I’ve never used Electrify America or EVgo outside of New York.
@PassportBrosBusinessClass I like your NYC Lyriq vids, I have road tripped between RI and FL and used both Electrify America and EVgo without issues in 2024. Which seems to be a vast improvement from 2023. Plus I have seen a lot more sites becoming online with each road trip. SC access is just icing on the cake (I have my adapter).
The ultimate problem is who’s responsible for emptying the garbage cans and refilling the squeegee buckets? I really think it makes more sense to partner with stores like Walmart/target/movie theaters/malls. It gives people something to do while the vehicle is charging (shop) and it also creates more jobs for people to service the stations themselves. Then there is the issue about the shelter covers. Who’s responsible for repairing them if you have strong winds or hurricanes?
Our LYRIQ will put me into Supercruise jail too. You have to be nice to her to be let out. Was great to see Sayre FlyJ on vid. Not sure bout your troll comment. Your charging curve b4 looked solid to my eye and this one too. Thx for the video. I enjoyed watching.
I have the same problem in my 22 MYP. For some reason it just doesn't recognize 65mph signs. And it'll stay slow sometimes for no reason and I frequently have to tell it to speed up.
@danharold3087 Nope it is more likely that tesla needing a system input to be confident that their vehicle is road worthy as it needs a driver. FSD does not mean full self-driving (Per tesla).
I’m trying to understand who designs these things? The center space is not big enough for two cars. What were they thinking? Even in the new EVgo station set up in the parking lot of target near my home, one of the machines is set up in a way that it’s blocked by the transformers and the bushes. Considering people who have Chevy Silverado EV‘s or F150 lightnings might be towing something they really need to remember that in order for electric trucks to flourish. People need to be able to drive through while their trailers are still attached.
I'm sure you enjoy the small adapter over the Setec 😂. I still use the Setec. I have a 2018 Model 3 that requires a retrofit to use the new adapters, so decided to keep using Detection as long as it keeps working. I bought one after all the videos you made testing them. Do you still have one?
@@taknmyshot oh wow Just brought back some old memories. I hadn't heard that name in a while 😂. So it still works good? What firmware number are they up to now? I think when I quit messing with it, it was somewhere around upper 160s.
Still works at 47kw as always. It has never worked at the first station, even after 3 or 4 tries. I just keep moving station to station till it works. Most people wouldn't put up with it, but paid $600 for the thing, so gonna use it for principle sake. Don't think any new firmware updates have been required in the last couple years, but I keep checking. Can't remember the latest. I think since the new adapters are out, hardly anyone uses these and Tesla have stopped trying to block them. I am shocked they still work. The thing i hate the most is people trying to explain that Tesla has their own Supercharging network. These are people who barely understand how to plug in a connector. I have keep explaining that it's an adapter. It never takes on the first try. 🥺
Great comparison between the two CPO's. I found a near similar charging curve with our Lyriq using the same CPO's with a slight edge to the TSC showing a tad higher in the middle of the curve even though the handle seemed hot to touch. I just bought the Silverado RST but have not had a chance to road trip that one yet. I wonder how 10-80% would compare at PFJ with CT? The CT should have an edge with the voltage but the Silverado has a cooling loop for the charge port so not sure which would have the edge.
With regards to your Tesla not following the speed limit apparently there is a data base error with speed limits so the way to report it is under something called bug fix which allows you to send and error report to Tesla. I was reading about this on reddit under the Tesla lounge so your Tesla is not the only one doing this. It looks like a Tesla data base issue and not a bug with the car as the car thinks its following the speed limit when its actually not.
@@allencrider I'm bet in 20 years it'll probably be flipped. The electric dispensers will be under the big canopy and the gas dispensers will be under the little canopy.
@@J0j0m10 I've played with it a few times, but I'm never going to actually use it, I don't think. Maybe pulling forward and backwards into a parking spot, but having it drive across the parking lot, too much liability. When it's out of beta and Tesla is responsible for accidents, then maybe I won't mind using it.
Excellent pull through layout plus the canopy, but compare this to a Supercharger location and -- Ouch. You see why GM is so behind outside of their EV pickup trucks.
Sorry, but you are doing way too much bitching about small things. With 974 miles, give it a chance and get used to the Tesla system again. It's not fun to hear someone complaining 😮. With Tesla and the CCS1 & J1772 adapters, you can now charge anywhere. The Flying J Station layout would be great for towing 😊
Good test, thanks for taking the time to put this video together. It does underline the convenience of Tesla Superchargers with no screens, no credit card reader. Just plug in and charge. I would like having covered parking over a charging location, but if one of these was right next to a Tesla Supercharger, I would use the supercharger.
I love these PFJ stations. They really show what’s possible for a quality EV charging experience.
If I was driving super late at night I would absolutely prioritize these over other options (except other travel plazas with Superchargers).
The great thing about these stations is they’re open 24/7 with clean bathrooms, usually in safe rural areas and have the amenities you’ve already mentioned like the canopy and are well lit at night.
There’s no place I’d rather for EV charging at 3 am than these types of stations. With EA and Walmart I’d feel the need to open carry or get one of those break-away adapters to charge there during those sketchy hours of the night.
Thanks for the review and data! I've had a number of Tesla owners also claim that their charging was much faster than I've seen any data to support, but I get the impression that that might stem from how fast E-GMP cars charge (those Tesla owners are wanting their cars to be just as quick). Either way, 10% to 55% in 15 minutes and 10% to 80% in 30 minutes is nothing to scoff at.
Also, to my knowledge, these Delta EVgo chargers are the only CCS1 stations that provide more than 500 A (even Alpitronic doesn't as far as I know), so they should be noticeably quicker for Tesla EVs than any other CCS1 dispensers.
@@newscoulomb3705 Yeah, massive difference between Ioniq 5 and this Tesla. Ioniq 5 would still be pulling 240KW when the Tesla is dipping below 100KW at 57%. Tesla's certainly behind the charging curve.
E-GMP vehicles are definitely faster, (although not by much when all is considered), however, those need 800V chargers to get those top speeds. And most EA and EVgo 800V chargers are not everywhere or in decent numbers (2 to 4 at the most on just about all sites and half, or even all, are usually down) and are highly unreliable. While on Superchargers you just plug it in and it works 99.96% of the times.
@@junehanzawa5165 I'd say 50% faster average charging speed to 80% is notable. Also, the public chargers are not as bad as you're making them out to be.
Let's just say that the difference between E-GMP and Tesla charging profiles is more significant than the difference between the Supercharger network and CCS1 public fast charging networks at this point. That's been demonstrated numerous times recently with cross-country trips and parallel Tesla vs non-Tesla EV drives.
Let me start by saying that I'm all in on 800V EV's. That's the from here on out way to go as far as what manufacturers of both EV's and chargers should be building. However, we've driven both 800V and 400V vehicles (of which Teslas are by far the best, meaning vs other 400V EV's) and in the real world, we've found out the difference is not that much if at all. And due all the unrealiable CCS chargers out there, it has almost always taken us longer on a CCS vehicle. At times, much longer.
As far as long distance races go, I've only seen one where CCS won where all the vehicles had roughly the same size batteries, and therefore, similar ranges. That was a couple years ago when a Porsche Taycan beat three other EV's, including a Tesla (whose driver made a mistake and went for a lever 2 Supercharger) on a race from LA to Las Vegas. That was on the Out of Spec channel. You can look it up yourself.
The two other races where CCS has won, involved the CCS vehicle having a massive battery size advantage.
One was an EV towing race which was only within the same state. That was won by the Chevy Silverado 4WT truck and it's massive 220kW plus battery with its 360kW (max speed) charging, and its 400 plus miles of range.
And a Florida to California race between EV trucks in which the same Chevy Silverado EV won with it's great 400 plus miles of range. So clearly, the Silverado had a massive battery size advantage (almost twice as large as the other trucks) allowing it to have to charge far fewer times. Both races were also on the same Out of Spec channel.
Can you point me to any other long distance race where a CCS vehicle has beaten a Tesla where the batteries were of similar sizes? Would love to see another.
@@junehanzawa5165 The "battery size" difference is a deflection, and again, my point was that E-GMP's charging advantage is greater than the Supercharger advantage at this point. Another example is two Lightnings, one using only EA and one using only Superchargers, and the trip time difference was nominal (to your point about the other parallel drives).
Yes, anyone experienced with EVs knows that charging time is only a small percentage of total trip time, so E-GMP saving 30% off the total charging time of a Tesla is just a fraction of a fraction. It does, however, add up over time, and after driving 600 to 700 miles, making three 15-20 min stops in an E-GMP car would be far more convenient than making five to six 10-15 min stops in a Tesla EV.
Believe it or not, at this point, Supercharger access is mostly just a "nice to have" for non-Tesla EVs rather than the necessity it might have been four to five years ago.
Thanks for the entertainment, FYI Porsche Active Lane Keeping on the Taycan is supported up to 130mph (I haven’t done extensive testing yet at that speed though) 😂
@@ronb4633 Usually the limit is 85. I have no idea why it decided 70. I'm guessing maybe because the speed limit was wrong?
@@CrazypostmanIt’s because Tesla doesn’t categorize the road as a highway. When you’re on a designated highway (in their system) you can set the speed at up to 85mph or 140kPH. Otherwise it only lets you go 5mph over the limit on normal roadways. If it reads the signs wrong (common problem) then you’re screwed and have to deal with their speed limit.
Or….. you can just press that pedal up to the speed you want (as long as it’s less than 85) and just deal with the car complaining about it 😂
I have two years free of charging on EVgo. During the third year, I think I’ll be charging only at my house but if I do any long range road trips, I’ll probably charge at Tesla superchargers since it’s more reliable than EVgo is at current. I’ve never used Electrify America or EVgo outside of New York.
@PassportBrosBusinessClass I like your NYC Lyriq vids, I have road tripped between RI and FL and used both Electrify America and EVgo without issues in 2024. Which seems to be a vast improvement from 2023. Plus I have seen a lot more sites becoming online with each road trip. SC access is just icing on the cake (I have my adapter).
$0.50 kw/h is CHEAP compared to the one in Winslow AZ. Over there it's $.066 kw/h.
The ultimate problem is who’s responsible for emptying the garbage cans and refilling the squeegee buckets?
I really think it makes more sense to partner with stores like Walmart/target/movie theaters/malls. It gives people something to do while the vehicle is charging (shop) and it also creates more jobs for people to service the stations themselves.
Then there is the issue about the shelter covers. Who’s responsible for repairing them if you have strong winds or hurricanes?
@@PassportBrosBusinessClass While I was there, a dude came by on a golf cart with a trailer and checked the trash.
Our LYRIQ will put me into Supercruise jail too. You have to be nice to her to be let out. Was great to see Sayre FlyJ on vid. Not sure bout your troll comment. Your charging curve b4 looked solid to my eye and this one too. Thx for the video. I enjoyed watching.
Oh my goodness, the credit card reader actually worked! The electron dispenser gods is finally playing nice for once. :-p
I have the same problem in my 22 MYP. For some reason it just doesn't recognize 65mph signs. And it'll stay slow sometimes for no reason and I frequently have to tell it to speed up.
Not all E
GM Engery Flying J’s, not all have the canopies. The one in Winchester VA is pull in and no canopy, but that’s okay with me. 😊
Remember how long it took the NHTSA to stop requiring the steering wheel nag. The strictness of the eye monitor could be NHTSA driven.
@danharold3087 Nope it is more likely that tesla needing a system input to be confident that their vehicle is road worthy as it needs a driver. FSD does not mean full self-driving (Per tesla).
@@kelviskelvis7140 Was talking about how strict the eye monitoring system was. Not the need to have one.
I’m trying to understand who designs these things? The center space is not big enough for two cars. What were they thinking?
Even in the new EVgo station set up in the parking lot of target near my home, one of the machines is set up in a way that it’s blocked by the transformers and the bushes.
Considering people who have Chevy Silverado EV‘s or F150 lightnings might be towing something they really need to remember that in order for electric trucks to flourish. People need to be able to drive through while their trailers are still attached.
I'm sure you enjoy the small adapter over the Setec 😂. I still use the Setec. I have a 2018 Model 3 that requires a retrofit to use the new adapters, so decided to keep using Detection as long as it keeps working. I bought one after all the videos you made testing them. Do you still have one?
@@taknmyshot oh wow Just brought back some old memories. I hadn't heard that name in a while 😂. So it still works good? What firmware number are they up to now? I think when I quit messing with it, it was somewhere around upper 160s.
Still works at 47kw as always. It has never worked at the first station, even after 3 or 4 tries. I just keep moving station to station till it works. Most people wouldn't put up with it, but paid $600 for the thing, so gonna use it for principle sake. Don't think any new firmware updates have been required in the last couple years, but I keep checking. Can't remember the latest. I think since the new adapters are out, hardly anyone uses these and Tesla have stopped trying to block them. I am shocked they still work. The thing i hate the most is people trying to explain that Tesla has their own Supercharging network. These are people who barely understand how to plug in a connector. I have keep explaining that it's an adapter. It never takes on the first try. 🥺
Great comparison between the two CPO's. I found a near similar charging curve with our Lyriq using the same CPO's with a slight edge to the TSC showing a tad higher in the middle of the curve even though the handle seemed hot to touch. I just bought the Silverado RST but have not had a chance to road trip that one yet. I wonder how 10-80% would compare at PFJ with CT? The CT should have an edge with the voltage but the Silverado has a cooling loop for the charge port so not sure which would have the edge.
@@kelviskelvis7140 Congratulations on the Silverado RST!
With regards to your Tesla not following the speed limit apparently there is a data base error with speed limits so the way to report it is under something called bug fix which allows you to send and error report to Tesla. I was reading about this on reddit under the Tesla lounge so your Tesla is not the only one doing this. It looks like a Tesla data base issue and not a bug with the car as the car thinks its following the speed limit when its actually not.
My Freightliner cascadia reads speed limit signs and displays them on the dash. I don't see why Tesla can't just read the signs.
You said it was 12:18 and the pump says 12818. Thought that was interesting.
Huge site for just four dispensers.
@@allencrider I'm bet in 20 years it'll probably be flipped. The electric dispensers will be under the big canopy and the gas dispensers will be under the little canopy.
How does your A.S.S. Work? 😂 Thanks for the video!
@@J0j0m10 I've played with it a few times, but I'm never going to actually use it, I don't think. Maybe pulling forward and backwards into a parking spot, but having it drive across the parking lot, too much liability. When it's out of beta and Tesla is responsible for accidents, then maybe I won't mind using it.
Excellent pull through layout plus the canopy, but compare this to a Supercharger location and -- Ouch. You see why GM is so behind outside of their EV pickup trucks.
Sorry, but you are doing way too much bitching about small things. With 974 miles, give it a chance and get used to the Tesla system again. It's not fun to hear someone complaining 😮. With Tesla and the CCS1 & J1772 adapters, you can now charge anywhere. The Flying J Station layout would be great for towing 😊