Evaluating Petro-Canada's EV Charging: The Truth Exposed
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- Опубликовано: 15 сен 2024
- Video footage of the Hyundai Ioniq 5, Petro Canada Charging station Moncton
In this eye-opening video, we uncover the truth about Petro-Canada's EV charging at some stations that might just surprise you. Join us as we delve into a comprehensive evaluation of their advertised promises and the reality experienced by electric vehicle owners.
With the rising popularity of electric vehicles, it's crucial to examine the effectiveness and reliability of charging infrastructure. Sadly, Petro-Canada's EV charging network falls short of its proclaimed capabilities.
Through research and experience, we debunk the myths and shed light on the disheartening realities surrounding Petro-Canada's charging services. Discover why many electric vehicle drivers are left feeling frustrated and let down by the subpar performance of these charging stations.
Not only will we discuss the misleading aspects, but we'll also provide valuable recommendations for improvement. Our intention is to encourage Petro-Canada and other charging providers to enhance their facilities for the benefit of the electric vehicle community as a whole.
Join the conversation as we expose the truth behind Petro-Canada's EV charging system, highlighting the issues faced by electric vehicle owners and offering potential solutions for a smoother and more efficient charging experience.
Don't miss out on this revealing video that aims to bridge the gap between expectation and reality in the world of EV charging. Hit the play button now and be prepared to have your perspective challenged!
Stay tuned to our channel for more thought-provoking content and insightful discussions on all things electric vehicles. Remember to like and subscribe if you found this show informative. We appreciate your continued support!
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Interesting News: Parkland to deploy 2,000 DC faster chargers with $210-million CIB loan
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I drove my Ioniq 5 from Edmonton to Winnipeg using PetroCan along highway 1. Our trip was in the fall and before battery preconditioning was available.
We saw a couple of things.
If one of a pair of chargers was down, the power of the other seemed to be reduced.
Second, the chargers wouldn't respond to changes in the power being requested by the car. If the battery temp was below 20 C, we would get reduced power that didn't increase when the battery reached higher temps and the BMS requested additional current.
We found that restarting a session once the battery temp hit 20 or 25 C would get us additional power, but we never got the advertised charging rate. We hit 175 kW in Whitewood, SK on consecutive days but every other charger was
That sounds like a good idea to me, thanks for the info!
We owned a Tesla M3 for 3 1/2 years and DC Charging was fast and reliable. Fast forward 7 1/2 months later we purchased a CCS Genesis GV70 EV. Fabulous car. We home charge. We really don’t DC charge very much and since we are retired DC speed is not really an issue. So far we have DC charged at Ivy 100 KW & 50 KW (very consistent) Electrify Canada (150 KW) also very consistent. Have not charged at Petro Canada but from the reports I’ve viewed they are sub standard. It kind of tells me that Petro Canada (Suncor) are being compliant and purposely deceptive. With our Government’s resolve to EV adaption government needs to set standards for consistent reliance of performance. Until this happens EV adoption will stall. It’s a complex situation..
Unfortunately I believe you are right. Thank you for commenting!
Charged today on an Electrify Canada 150 KWh unit and with the EV6 battery preconditioned I managed 182 KWh!
Well that's a first, Great to hear!
Went to a different Electrify Canada 150Kwh station today with batteries preconditioned, minimum cell temp 24C maximum charging speed 183kwh/h it took 8min 51 sec to receive 25.4 kWh, I was not able to initiate the 350kwh and after phoning and talking to the Electrify Canada rep I was advised to change chargers.
Thanks for the comment, I will be testing an Electrify Canada Charger in Nova Scotia shortly, brand new install we will see how it goes.@@bobstevenson4396
Make sure you precondition your battery to 24-25C, I started at 30% charge and stopped at 65% when the rate started decreasing to 174 KWh. My highest charge rate was between 55% & 60% at 183 KWh. I am planning a return trip from Vancouver to LA using Electrify America so I am testing various Electrify Canada locations to sort out any issues. The two PetroCanada EV locations on Vancouver Island never seem to be operating, they only have 1.0 PlugScores so I have never been able to try them out.
Charged at a 350kwh Electrify America unit highest rate 245kwh/hr and in 20mins added 62kwh to the EV6 battery, temperature was 28C minimum 30C maximum battery. It is the car that controls the charging rate not the station.
20% of advertised rate! Misleading and deceptive. Simply terrible service @ $0.50/min.
Agreed, thanks for your comment
What temperature was the lowest preconditioned cell in your EV? I find in my EV6 if I precondition to 21C minimum I can pretty well make full use of a 150kwh/h charger, if I get to 25C minimum I can make full use of a 350kwh/h charger.
Not sure I have to figure out how to set up the ODP thing. Stay Tuned!
Your car's battery needs to be preconditioned, by the car, to be warmed to the optimum temperature for best charging.
Maybe, but that charge was clearly running the same current the entire time with the power following the increase in voltage. If it were only preconditioning, I would expect a jump in rate once the battery was warm enough. Finally, if no one is getting the higher speed, this issue is less likely all the cars and more likely the charger, or its interconnect.
It was the charger I ensured the battery preconditioned before I arrived on site.
Yes I am seeing poor performance at several Petro Canada Chargers, I would be interested if others are finding the same thing in their area.
@@NorthernEVexperience IIRC, your car requires 800v for max charging rate. Are you getting 800v? We drove from SW BC to Toronto last May in our TM3 (and I have a CCS1 Adapter). The PC chargers in Abbotsford and Hope BC are conveniently placed but not all that reliable, although the PC app is easy to use, IMHO. On our trip to the centre of the universe we used PC chargers three times: Brandon MB, Thunderbay ON (worked OK and we charged and ate, ditto for Thunderbay ON), and we tried to charge in Marathon ON at the PC charger and both DCFCs and the J1772 charger had the power shutoff. The Marathon PC DCFC is a critical link in the non-Tesla DCFC network along the Trans Canada in ON, and having even the J1772 shutoff was very inconvenient and I am sure that some EVs might have been stranded there.
My personal belief is the rating of PC and Electrify Canada chargers should be rated at 350amps. If a Porsche Taycan is at 25C and charging at 1,000V at 350amps it would be receiving around 350KWH. If my EV6 is at 25C and charging at 730V at 350Amps it should be receiving about 245kwh. I believe it is the AWG (max temperature allowed) size of the copper wire in the charging cable that limits the kwh delivered.
You must be an electrical engineer because I only followed about half of that. :) It is my understanding that station operators often install undersized cables because they are cheaper, that is unfortunate. my big problem with PC is that they say the thing is a 350kwh charger, now if thats limited by the cable or the grid or the charger that doesn't matter, they sticker should say what that charge can deliver right now to the right vehicle. Thanks for the comment.
The CCS connector maximum specification is indeed 1000 Volts and 500 amps but most installations limit the current to 350amps because the connection cable would need to be much larger/heavier for 500 amps. If one has a vehicle that has a battery capable to receive 350 amps at 1000 volts then PC should be able to deliver 350 Kwh and hence their advertising under perfect lab conditions is indeed correct. Unfortunately the vehicle being charged is never able to match those conditions and it is the vehicle being charged that is limiting the KWH. PC could claim they have future proofed their systems for 1000 volt vehicles at 350kwh!
Thanks Bob for the great detail.@@bobstevenson4396
WHY are we paying based on TIME? I am NOT charged for time at a GAS station when I fill up! I pay for gasoline based on volume (litres) pumped. This is NOT going to win any new EV adopters.
Actually at first it was illegal to charge by kw unless you are a utility. That was recently changed for charging providers so they are now starting to switch. It is the only fair way.
Does PetroCanada provide full 350kwh at line voltage without a battery buffer? If there is no buffer the utility would charge PetroCanada a very expensive Peak Rate and the switch gear/Transformer required for that 350Kwh Peak would be very expensive. Parkland has installed 150kwh at their Chevron stations in BC but they only deliver near full capacity if the battery buffer is fully charged. The battery buffer needs time to recover between vehicle charges because Parkland is trying to provide KWH at the lowest cost by avoiding utility Peak billing rates.
Yes I think this is what's causing PC to derate their units. Without a batter buffer the peak rates would be brutal. I like the Freewire units Parkland is putting in, with the battery buffer its a good idea. However I think a separate grid scale battery would be big enough to avoid the wait to charge problem.
@@NorthernEVexperience I have seen that some charging equipment can supply one, two or more buffer batteries to increase the storage capacity and hence the supply kWh/h and it may just be a matter of economics on how much kWh the unit can supply at any particular time
It is economics but the cost of batteries is going down and stationary batteries even more. You can use LFP or Flow batteries for stationary storage at a lower cost. Also for larger operators they could cut deals with the grid to offer storage and supply for the grid as a service.@@bobstevenson4396
The petro canada in Halifax . I got best out of it is 65 . I was disappointed
It would surprise me if Petro-Canada misrepresented the capacity of their DC fast chargers intentionally - see more further below - negligence may be the reason. I suspect there is a good reason for the charge rate being different from your expectations. There may be software/firmware issues with these chargers. Normally DC fast chargers deliver charge at the rate requested by the vehicle - that’s why it handshakes with the vehicle before charging ramps up. Did you get confirmation that the battery has successfully pre-conditioned before plugging in? If so, I suspect problems with the charger, if not, I suspect the vehicle was requesting the power being delivered. I just checked the name plate data on your charger (Thanks for showing it). This reports voltage ranges from 200-1000 VDC and a maximum of 350 Amps. So, 350 KW can only be achieved with a vehicle with 1000 VDC architecture. The Hyundai Ionic 5 supports 400 VDC and 800 VDC, so if the charger handshakes at 400 VDC that maximum charge rate is 140 KW (400 X 350 = 140,000), if 800 VDC then the maximum charge rate is 280 KW. So, technically, Petro-Canada didn’t lie but I don’t think anyone will achieve a 350KW charging rate as I am not aware of any EVs with 1000 VDC architecture. If I was a guessing man, I would speculate that the Petro-Canada purchasing agent didn’t know what they were buying and simply asked for a 350KW charger not realizing what they were buying. BTW, Teslas all use 400VDC architecture (CyberTruck is supposed to support 800 VDC) so they will only achieve 140 KW (280 KW CyberTruck) maximum charging rate. BTW, to me it would be a lot fairer to charge by the KWH delivered given instead of minutes connected.
Excellent Comment, Thank you!
I would agree it is likely more a case of incompetence then malice. It seems to me that Petro Canada is less committed to their electric Highway then when it started. I imagine it has to do with management changes or something. I did fully precondition before starting the charge, so that's not it, I made sure of that going in. Its telling that the charge history on Plugshare doesn't show anyone really getting more then 145 kW and that was also an Ioniq 5. The up an down nature of the reports suggests that winter is having an effect but I still contend there is something not right on the operator side. I'm not sure what it is yet but I'm going to continue to poke that bear and see if at least we can get them repaired faster then they tend to be. I have invited someone from Petro Canada for a comment but I have heard nothing yet. I will wait for Spring and run my test again here in Moncton. There are two PC chargers in Nova Scotia I will try them both this weekend and see what happens. Petro Canada has the Money to do this right, I'm hoping my very small spotlight, more of a flashlight really will encourage Petro Canada to do better. Thanks again for your detailed comment, really useful for all of us.
Yes it's the amps that count. 1000 volts at 350 amp current. V3 may give 500 amps over 400 volts to give 200 kW. A 50 kW DCFC rated at 200 amps over 400 volt DC rating. Now we are in summer with over 20C battery temp🎉🎉
My Bolt euv seldom charges at more than 40kw, so I'm good with most chargers :)
yup that was my experience as well, although in the last year I found it charger closer to 50Kw most of the time, there must have been an update or something. Thanks for the comment
@@NorthernEVexperience -- My Bolt often starts charging at 51-52kw, but doesn't stay above 50 for long.
Not only are PC EV charging stations the MOST expensive, MOST of them are OUT OF ORDER. It is pure junk and marketing BS. Well what did we expect from a GAS company???
thanks for the comment. The Units can be fine or I've seen them working okay elsewhere, Ultimately I think it comes down to the maintenance and repair situation. PC did this as a promotional thing or someone who used to be in charge did it and now they are adrift. Sad.
I want so bad to like ev's.
A lot of the EVs out there are great but the charging network still has a long way to go