This is only happening on GM EV's. But who's going to take an EV with 460 miles of range to below zero percent SoC like he did here? He used up all the buffer below 0% and ran it to completly dead on purpose. These are extreme tests that no one in the real world would do. People also have the internet in the palm of their hands. Look it up and you'll find what you need to do.
Kyle if you can with local regulations, you should price this charger at flat maximum dispensing rate. If a Bolt sits on this Charger and only pulls 50kw while a Hummer or Lucid is waiting to charge, they should pay what the dispenser can out put. Show the world how to optimize both infrastructure investment ROI, along with availability and utilization. Then cars that can’t optimize the charging rate will utilize cheaper chargers that they can.
Damn that's an interesting idea... It would be cool if the chargers could detect what kind of car it was and say something to the effect of "Your shit box charges slower than an iPhone, move along" and lock them out of charging. Though I guess they could just try to charge at 100kw and if it can't then just cancel charging.
@@Kee_Diddy it’s like idle fees, some people veiw it as a fine, others as a service. Sure bill me another ten minutes, I’ll move it when I get there, but I need a bathroom break and there is a lineup. This is no different, pricing is posted, often in apps. People will either use it or won’t. But it will be available for the heavy sessions, and for many drivers that’s a huge benefit to pay for. Like on their I-90 surge, peak charging was the primary focus, if 350kw chargers were priced on max output. The Taycan wouldn’t really be affected, and find open cords. But the i7 would have seeked out the 150kw cord instead.
It would be cool to have a website that showed real time stats for your DC fast charger(s). Not sure how difficult that would be but would be cool to see.
Hey Kyle, Harbor Freight sells composite (non-conductive) ratchets which are much safer for use on battery terminals. They’re very cheap, you might want to get one for the truck.
Can you see if you can get ahold of a Point Guard Energy DC charger? Apparently it can combine solar, battery, and AC to push 25KW DC out to an EV and supports bidirectional power so as soon as vehicles supoort it you could run your home off of your EV in a vendor agnostic way. It looks pretty promising, as long as the 2 way actually materializes.
I know this wasn't the point of the video, but these GMs ran low seem like a pain in the ass. I've had to do the 12V battery pull for years to reset GMs for various reasons. I don't know what anyone without a background in working on cars would do dealing with these things if they tend to run the batteries deep when traveling.
Ha, yeah GM should just put switches on their 12 V systems for all their cars. My last and final GM required repeated 12 V resets due to an intermittent thermostat. AC would shut off and blower fan would go crazy cause it thought the engine was in meltdown. And somehow GM took a $20 thermostat replacement 20 years ago and turned it into a $1000 job today by burying it in the engine.
Love the content Kyle. I think you did a pretty good job of starting the discussion on implications of low and high pack voltage designs. It really is a misnomer that high speed DC chargers are rated in KW instead KA. I can appreciate that the technicals of "nerd stuff" is lost on the average consumer, but what the consumer really understands is time and dollars. I have never heard a good explanation of the cost impact (% adder) of having a higher native voltage (IE 600vdc or 800vdc). For example, I own a Ford Lightning ER which has a 450vdc battery and I'm wondering how much Ford could have saved (COGS) if they made it 300vdc or conversely how much more it would have cost to make it 600vdc. If all these batteries are made up of small 1.5v modules, why does it matter if more are connected in series than parallel? The cell cost is the same. I must be missing something. My assumption here is that the real cost driver are the inverters and there's a step function change in Silicon IGBT (600V) costs. But frankly.....when a battery is >100kwh and the vehicle price is >$60k that buyer pool doesn't give care about a $5k price adder when they're paying $10k for massaging seats, premium wheels, etc They really care about 45 minute charging stops instead of 20 minute stops. If Ford said was have $5k "Lightning Fast Charge Option" I would have bought it in an instant. If I couldn't afford it, I would have removed other things from the truck to prioritize it.
DCFC content with onsite storage, YAY! Just the nerdy data alone is fascinating alone. Kudos to XCharge in working out the bugs and the location is perfect test bed to do that, it's definitely not perfect when bugs pop up when charger and/or vehicle communications protocols are not talking quite right with each other. Some day, this will be the thing of the past. Also, the onsite storage is great for those locations that are much needed is grid limited. Don't get me started with grid demand charges if you exceed it. :-P
Great video it is wild how you have to cycle the 12 V on the Silverado when it has an issue to get it working properly come on Chevy keep up the great work y’all I’ll catch you on the next one.
11:39 The reasoning likely has to do with the motor/controller voltage limitations. I'm struggling with the same thing with my Ford Ranger EV restorations because the system is limited to a maximum of 379 VDC. I believe the GM (formerly Ultium) powertrains are limited to a peak operating voltage of ~400 V. The current GM battery (formerly Ultium) configurations are all 3P, so a 10-module system would be 80S3P. That's a nominal voltage of ~290 V and a peak voltage of ~330 V. They could, in theory, use a 2P configuration (which they apparently planned to do for the 8-module and 16-module packs), but in a 10-module pack, the 120S2P configuration would have a nominal voltage of ~440 V and a peak voltage of nearly ~500 V. Realistically, they probably didn't feel like this was a huge issue because the 3P batteries appear to accept at least 500 A of current (possibly higher if the 500 A limit is due to CCS1), so charging at 115 kW near empty and at 150 kW near nominal voltages didn't seem like a huge issue. It's on the lower end of the competitive market, but the average driver really only needs a 2 C charging EV, which the Equinox EV is.
@@concinnus I disagree. You might be projecting a Tesla bias into this because that is how Tesla EVs were designed to charge. So a lot of people got used to that model early on, but it is less than ideal, which is showcased by Tesla EVs having some of the most lackluster charging of any modern EVs. Most newer EVs are (correctly, in my opinion) designed to hold higher power for a longer period of the charging profile. Doing so means that the peak charging power is typically achieved around 40-50% SoC rather than below 10% SoC. Look at all the fastest charging EVs (e.g., Hyundai, KIA, Porsche, etc.), and none of them hit their peak charging speeds between 10% and 20% battery.
@@concinnus Maybe unacceptable for you, but most people don't need a full 2 C charging EV. Especially not one with 300 miles of real-world range. As an EV community, I think we get really mixed up as early EV adopters because most of us are affluent with the freedom to travel long distances frequently. The average driver rarely makes even one 300-mile round trip in a year, so this just isn't going to come up as an issue for them. Regardless, if we ever see 10% challenges with these EVs, people might be surprised at how well they perform. The efficiency of the AWD isn't great, but the FWD Equinox EV would for sure come close to both the Tesla Model Y and ID.4 with only a 15-minute charge starting at 10% battery. Multiple reports from Blazer, Equinox, and Prologue owners see it consistently adding ~40% battery in the first 15 minutes. Even at 2.5 mi/kWh, that's 90 miles of driving with just 15 minutes of charging. So again, not class leading, but nowhere near as bad as some people are implying.
It looks to be a good unit but all the issues you’ve had in just the video alone is still mind boggling. Sometimes I wonder how hard can it be to make the chargers and vehicles play well with each other all the time. Obviously I have under estimated the complexity involved.
Moral of the story: EVs are not ready for mass market acceptance. This is a crazy number of edge cases and problems to overcome when compared to infinitely more complex yet clearly far more optimized gas cars.
The best EV for taxi duty is the EQS. City driving in Chicago, I get 420 miles of range. Charges form 10 to 90% in 32 min. Plus, it qualifies as a limo service.
I disagree. It’s like running your gas vehicle past the needle or when the light comes on, but knowing that most cars have a 1.2+ gallon reserve and you know the MPG of your car so you can calculate how many more miles longer you can go before the car shuts off.
Love the idea of these battery connected units. Should help decrease the strain on the grid and get more chargers in the ground without needing the expensive and timely grid updates
You're doing a fantastic job! A bit off-topic, but I wanted to ask: I have a SafePal wallet with USDT, and I have the seed phrase. (alarm fetch churn bridge exercise tape speak race clerk couch crater letter). How should I go about transferring them to Binance?
Given the Enel X situation, can you discuss OCPP compatibility in your charging hardware reviews? And native hardware compatibility vs. cloud layer compatibility
The Equinox is a good value vehicle, but man that low voltage pack really kills it as a great road tripper. Totally fine as family commuter charging at home though. FYI, the RAMCHARGER is only a 92kWh pack. Which is totally fine, that should give it an easy 170mi of battery range. That's actually perfect for 95% of my commutes. I bet I'd only have to fill the gas tank a handful of times a year if I don't use any fast chargers. Can't wait for you to thoroughly test it.
The "Ultium" modules in the Equinox are each 29.6v nominal. So 10 modules in series to get it to 296v. Chevy first anounced that Ultium could start at 50kwh. Can you imagine the voltage of a 6 module vehicle? 178v nominal.... I believe I read that the lower voltages is because under 400v is most efficient for their electric motor design
Question - that unit has a lot going on with the cooling, transformers, heaters, batteries and whatnot. Have you been able to measure the actual real-world losses yet across the unit from grid power to the vehicle? Beyond the cost and maintenance of the unit itself, now much energy is used on the unit to supply the higher output to vehicles? You are basically buying "time" with this system vs spending even more hours of grid charging time. It would be interesting to know what it costs to actually save that time both in operating costs but the raw unit.
17:50 - My Rivian has the same problem. Below 10%, towing is terrible. Below about 7%, max flat-terrain speed is only ~55 MPH, and the power drops even more. I could barely maintain 25 MPH at 2%, and the last few % went by *WAAAY* faster than they should have. I'd been averaging 1.5 miles per % the whole "tank", but was only getting 0.6-0.8 miles per % the last 10%. (Which meant the charger 8 miles away at 10% that I thought I would make with 3-4% to spare I rolled in to not even able to maintain 10MPH in the parking lot to the station at 0%/0 miles.)
@@darekmistrz4364 I think Rivian has far less buffer than Tesla. Tesla hides a lot of charge below 0%, which means 2% SOC on the Tesla is probably closer to what Rivian calls 8%.
@@AnonymousFreakYT I think that depending on battery chemistry, Tesla buffer is between 4 and 6 %. Do You think Rivian is not hiding anything and 0% indicated is 0% SOC?
@@darekmistrz4364 Rivian has essentially no usable buffer. At 0 miles shown, I got less than a mile before losing all power. At 1%, I couldn't maintain 20 MPH. I'm sure there is an actual battery buffer below 0% for battery health reasons, but Rivian doesn't let you use it at all.
It's called "electric energy". Invented ca.200 years ago when Al Gore was our high priest in charge of heavens. I know you won't read this,you're a troll.
a LFP battery like the one in the storage like to be charged to 100% and not 80% like you have set it to, you will see some weird errors where it's can't keep track of SOC
Why does the smaller cable handle more amps? Explain please? Also is there a video on low vs high voltage battery packs and why higher battery packs can charge faster
Greetings from Ireland , great video Kyle, quick question , will the charger work during a mains power cut? (assuming the onboard battery is fully charged? keep up the great work!
Kyle do some research on ELECTRIC ERA TECHNOLOGY.....they are building out ev charging for Costco....that is big sales potential for family evs and overall acceptance.....they utilize a battery support to provide 200kw charging consistently
Is the charger not supplementing the Battery with the grid during charging? shouldnt that be more efficient and quite easy to do with the installed hardware and also make the battery last for more charges?
Can you guys charge this Silverado on a Tesla charger? Just curious to see how much power it pulls when at a low state of charge compared to the 350kw EVgo or EA chargers.
Is xcharge selling units yet? I’m like 30 mins from their “test” public charger near Austin. That and your unpaid demo unit are the only active installs I’m aware of.
Great video you really tested the charger out.. too bad on the Lucid. The Uber driver is right.. probably best to stick with Gas, or Tesla if you want an EV. I drive a Bolt for Uber.. and the big issue is RANGE.. I have home charging, and still need to DC charge it most busy nights. Really need a car with 400 miles of range to not need to use public charging.
How do the economics work Uber-driving a Bolt if you just call it a day when the battery gets low, rather than using public charging? Yes, it's less revenue compared to a car with more range, but you have a lower car payment to offset that, on top of more time to be with your family, rather than hauling customers around.
Maybe I missed it during the video but when you disabled the charger or each handle, does it report it status to third-party sites like PlugShare, Chargeway etc?
1 million ? Lot of Nigerians are waiting in line for all this planet saving. They're already pouring concrete into their oil wells to make the rains go away.
I have a question about lightly used battery-backed chargers like this one. (And it only makes sense to have this kind of charger if it is lightly used.) For a car, we are told not to leave the battery at 100%. But isn't this exactly what is being done to the batter in this kind of charger? Will we see fast battery degradation as a result?
Let me see if I can get the math correct here. That RST Max Range truck has about 205-208kWh of usable battery with a GM-estimated range of 460 miles. A residential 240v AC circuit wired for 50a can provide roughly 12kw of power. With that circuit, the truck will take about 17-18 hours to fill up with an advertised 460 miles of range, if empty. So roughly 7 hours of highway driving (unloaded and no trailer) will take about 17-18 hours to refill on a 50a 240v AC circuit.
Because you're going to be pulling a continuous load for more than 3 hours, you actually need to derate to 80% of the circuit breaker capacity. 100% rated breakers do exist and that's maybe what they're using in a commercial setting but in residential they are still very uncommon.
@@otm646 If you derate a 50a 240v circuit to 40a usable continuous, you would get just under 10kw of output power. So that same 7 hours of driving would then take about 20-21 hours. Would be much, much longer on a 30a 240v circuit, a 20a 120v circuit or the most common 15a 120v circuit.
@@fiehlsport I thought the Silverado EV did have an onboard 80 amp charger that takes 19.2kW. So it would take about 11 to 12 hours from zero SoC. But that would be rare that you need to charge all that much. How many people drive 460 miles every day?
You would need a 100 amp circuit to provide the 80 amps needed for the onboard charger to provide the 19.2kW it takes. So 11 to 12 hours to fully charge if you start from zero SoC.
Hey Kyle, why do you think that the GM/Ultium cars are soooo "weird" at full depletion? I'd be really furious if I have to wrench on the 12 volt battery 🔋 to get the hardware to reset. And the response from the GM engineering lead that "its operating as designed" is pure GM-think of the highest order. Awesome content, love your dogs too!
Guessing an average Equinox driver wouldn't know what was going on, would think charging is crap and so all EVs are crap, and the cycle of media-driven FUD continues. Or they'd never get lower than 80% SoC and not even notice...
GM is the first automaker in the world to use a wireless BMS, and they designed their packs with zero bottom buffer. There are bound to be some early issues, but it's not 2017 anymore. The likelihood that the average EV driver arrives with a true 0% SOC is extremely unlikely, and they probably should be charging on L2 AC at that point.
Very very few people are ever going to encounter that absolute bottom charging performance. You're acting like everybody is a Tesla nerd rolling in at 2%.
I can see many small businesses installing these type of hybrid chargers, paired with solar. Awesome tech! I play your videos at 1.5X speed because you WAY over talk! Your videos would be so much better if you got to the point faster, these should be 10 min max videos. I do appreciate what you do, just would love to see these tightened up, a lot! Do you edit these at all?
In all honesty, nothing EV is ready for prime time. In the span of 45 minutes, Kyle has shown all 3 test EVs, the charger and even the grid has issues. No ICE driver would accept these faults when pulling up to a fuel station ⛽.
@@Timmymao163 This is one particular brand of charger, you can't use that to extrapolate to what happens with all chargers. Most of the time, the experience is quite a bit better than this. Kyle also stress-tested the charger by running car batteries down to zero, which is something that normal people don't do. And, of course, most people charge their EVs at home.
I can't tell you how annoying it is to deal with Uber drivers sitting to 100%. You should limit the charge max on your charger to 85% like EA has in some CA sites.. When you're not testing.
I'm guessing the the Uber driver is waiting for a ride request. If you're going to be sitting in the car anyway, may as well be charging, even if it's charging very slowly near the top of the pack.
When I come down to these batteries in EV. You have to be very careful how you charged them. Those batteries are very sensitive along with the modules. This is not like filling up a conventional car up with gasoline from empty to full.
Why would I want to deal with having to go to a gas pump when my horse can eat at home from my farm, and oats and water are available everywhere if I want to travel?
Hey Rick, Great success with the adaptor, as of now in the UK at least, we aren't seeing chademo disappearing faster than a balloon drifting across a cactus field! But if I'm reading things correctly a lot of manufacturers like ford are opting to adopt the tesla type connector , whilst Tesla are opening up some of their chargers, not all will be open to everyone..... I'm resisting the urge to purchase a Tesla adapter as I'm not quite ready to kneel down and kiss elons ass just yet, but I know Tesla supercharger stations just work and very rarely don't work One quick question, does the Tesla chargers ring fence a small amount of funds( most networks here usually take £25 and then you have to wait for the difference to be credited back to your account)? Anyways keep up vlogs, always a late evening treat in my house. Sending my best . Karl
"Chevy, make an EV that can actually fast charge" -- Everyone "200v, 55kW baby" -- Chevy "...." -- Everyone "not enough? Here's a truck" -- Chevy "IT DOESN'T CHARGE WITHOUT A 12V REBOOT" -- everyone
The world of MOST people. Who have never had an EV, and don't follow car industry stuff as we do. He probably had no choice.. It's Hertz that rents for Uber. They probably had no other EV's. Or he didn't know.. or it was cheaper to rent that than the Tesla. The Uber driver is right.. if you have no home charging.. don't buy an EV. The cost to use public charging is about the same as buying gas, plus the time spent/lost .. You are not taking rides while you sit there charging. I drive an EV for Uber, and I do actually miss my Prius sometimes... To get a better experience I would need a Tesla.. so spend $35K on an Uber car. Nope.
@kens97sto171 Then why are so many Uber and Lyft drivers renting or buying their own EV's? Your misinformation doesn't bare facts. They're doing it because it's so much cheaper to run and charge an EV. Especially on stop and go driving where EV's far outdo their ICE counterparts by recouping quite a bit of the energy they're using. All these drivers are seeing that and are acting accordingly. I don't think that Herts offers the Soltera, so I have no idea where he rented it from. They do rent out Teslas, EV6's and Polestar that I've seen in person.
@junehanzawa5165 I've been an Uber driver for 9 years. Driving 50 to 60K per year. I promise you I'm very well informed on what my costs of operation are. My previous vehicle was a Toyota Prius. Averaging 45 to 47 MPG. I've run the math I know what my costs were driving that car, versus what they are now driving my bolt EV. It's not a significant amount of savings. Less than $1,500 per year. Keep in mind I do all my own maintenance on my cars so my oil changes cost about 50% what it would cost if you had a shop do it. And the Prius being one of the most reliable cars on the planet has extremely low repair and maintenance costs in the first place. So a lot of it has to do with what car you're comparing it with versus what EV. I don't believe there is any other official rental company that can do Uber vehicles. I've looked into this There are some companies that say they can do it through some type of lease deal. And that might be possible. But Hertz is the only car that is officially listed through the Uber app as an official car rental option. Different markets they rent different cars. But I certainly have no way to know for sure who he rented the car from... Kyle has mentioned that the public charging infrastructure situation in fort Collins is pretty bad. Really not the town you want to be driving an EV unless you can charge the car at your house. You need to take a look at the location relative to drivers. In California it's a much different situation. Gasoline is double the price, everything is double the price. However a Tesla still only cost $35,000 which to people in California is a lot lower number than someone who lives somewhere else. For me spending $20,000 on a used Bolt with low miles was a lot of money to spend on an Uber car to be paid crap wages... Financially you are much better off buying a $5,000 shit box. And spending the money on the maintenance and gasoline. There's a great video out there of an Uber driver in Atlanta who went from a Toyota Camry to a Tesla Model 3. Didn't really work out that great for him, and if it wasn't for the fact that the RUclips channel that did the interview and arrange this for him also arranged to purchase a new battery for his car when it failed. I'm telling you from experience, it's pretty close to a wash on total expenditure when you're comparing a used very fuel efficient gas car versus an EV. For me I couldn't find a cheap used gas car at the time, and the bolt cost me about what any similar year and mileage car would have cost me. I also have the advantage of the EV bonus that Uber pays us at least for now. But when I run the numbers on lost time and income due to having to charge in the middle of a busy day when I could be earning money, versus the cost of doing an oil change and buying gas there isn't a massive difference between the two. But I do have the advantage also of not having to do those oil changes myself anymore. Not having to crawl under your car every 5 weeks to do an oil change certainly is an advantage. But not really a financial advantage.
Renting any car for the purpose of Uber driving seems like a dumb idea to begin with. You have to drive so many hours in the day, just to pay for the car rental before you even begin to make any money, and when you do, the hourly wage is pitiful. I would also be willing to bet that Hertz charges considerably more per day to an Uber driver than they would to a normal consumer renting the same vehicle...because they can. Uber is simply an exploitative company, ripping off customers and drivers alike in order to maximize profit for its shareholders.
@ab-tf5fl Yep. As far as the renting cost.. about $350+ per week. Not worth it.... Only benefit i could see would be if you were thinking of buying a particular car and using it for Uber. And you wanted to sort of test it extensively first before buying. As far as being an exploitive company I don't know. You volunteer to work for them. But they certainly do not pay very well anymore. You should also keep in mind though up to a couple of years ago Uber was not profitable at all... Personally I think they should raise the cost to the passengers. It's still incredibly cheap compared to a taxi. And pay the drivers better.
I here ya I have an old wrangler that doesn't even beep if the keys in the ignition and every time I drive my dad's GM and it freaks out because I haven't taken the key out yet , it's soo annoying
Yes, for the same reason running a gas tank all the way to zero in a combustion car isn't a good idea either. I personally aim to treat the last 10% as an emergency buffer, and not dip into it unless absolutely necessary.
Most of these problems with charging is due to zero SoC battery. If you charge anywhere greater than 1-3%, there’s no problem. Remember, Kyle said this is a stress test with worst possible conditions. The average consumer would never have this situation when using an EV properly.
@@johnpoldo8817 Nonsense! How many soccer moms are going to remember to use an EV properly? Don't be an idiot, do you really think your wife is going to be able to disconnect the battery to reset the car in order to get it to charge after she runs out of power?
ATTN: Kyle please do NOT send Uber drivers to Model Y or any other Tesla, as rideshare drivers we easily go past 100k HV battery warranties , I put 40k + miles a year on slighly more than as a part time Uber driver. As a VW ID 4 owner if I ever have a bad cell after warranty the battery modules are $400-$600 and $800 to have mechanic remove the module with bad cell with new module. So for less than $1500 I'm back on the road. With Tesla you have to buy a all new battery 12k to18k depending on the model, elon encased the batteries with pink slime so you cant replace modules. Musk is againt "right to repair " Forcing thier customers to buy new batteries is a revenue stream they actively litigate to protect. The only way a rideshare driver should ever consider buying a Tesla is if they have extra insurance for Teslas costly repairs and a Extended battery warranty ..200k + miles . Rideshare cars take a beating , I just had a woman pulling out of aparking stall back into me..nd of course she had no insurance . I had a semi flying through a construction zone and throw an orange cone hitting and denting/scratching front end of my ID 4. The good news is everything is fairly inexpensive for the ID 4. I purchased a a new center grill piece $65 , just ordered the bottom grill trim the woman backing into me broke ..$145 . Point being Teslas are EXPENSIVE to maintain ....FOR RIDESHARE DRIVERS... far too many miles in a short period of time. Buy something that HV modules and body repiars cheap .
and to those to rideshare drivers that want to switch to electric, do not buy an EV if you cannot charge at home. The whole point of going electric as a rideshare driver is to save on fuel costs. If you have to "fill up" at a DCFC you really are not saving anything and may cost you more.(especially considering the charging time sitting at a charger instead of making money moving passengers) It costs me literaly $6 to fill up my ID 4 at home using xcel energies midnight to 6 am EV charging plan. thats less than half price of our usual 14 cents kWh. So instead of spending $500-$800 a month in gasoline I spend around $120 a month
![Stromae, Pomme - “Ma Meilleure Ennemie” (from Arcane Season 2) [Official Visualizer]](http://i.ytimg.com/vi/1F3OGIFnW1k/mqdefault.jpg)
Kyle Connor, destroyer of grids. Consumer of kilowatts.
Carbon footprint of the Gods :p
Tbf this one is battery backed iirc, only pulls 37kw or so from the grid with a bog standard industrial three phase
Cycling the 12v is unacceptable on a flagship EV in 2024! I have to do this on my 2012 Fisker, but never had to on my 2013 Volt.
Definitely not good for EV reputation. Average drive will not be pulling the 12v terminal (never mind keeping a 10mm socket set in the vehicle).
This is only happening on GM EV's. But who's going to take an EV with 460 miles of range to below zero percent SoC like he did here? He used up all the buffer below 0% and ran it to completly dead on purpose. These are extreme tests that no one in the real world would do. People also have the internet in the palm of their hands. Look it up and you'll find what you need to do.
@@junehanzawa5165some Hyundais also have this issue.
Wonky things happen at absolute zero gasoline in the tank with ICE cars too. Sometimes the pump doesn't prime properly
I would not call GM EV’s “Flagships”. GM has been making EV’s longer than almost anyone and they still can’t get it right. Far from “Flagship”.
Love the DCFC content!
Thanks! Learned so much about electric transportation with this channel. No BS just pure content, love it.
Having your own fast charger is a flex lol.
Running the iPad battery "Out of Spec style" 😂
"Uber Driver with a Solterra" really tells a story...
Kyle if you can with local regulations, you should price this charger at flat maximum dispensing rate. If a Bolt sits on this Charger and only pulls 50kw while a Hummer or Lucid is waiting to charge, they should pay what the dispenser can out put. Show the world how to optimize both infrastructure investment ROI, along with availability and utilization.
Then cars that can’t optimize the charging rate will utilize cheaper chargers that they can.
come to vegas here and you'll find 4 bolts or kia niros charging to 100% for 1.5 hours
Damn that's an interesting idea... It would be cool if the chargers could detect what kind of car it was and say something to the effect of "Your shit box charges slower than an iPhone, move along" and lock them out of charging. Though I guess they could just try to charge at 100kw and if it can't then just cancel charging.
@@Kee_Diddy it’s like idle fees, some people veiw it as a fine, others as a service. Sure bill me another ten minutes, I’ll move it when I get there, but I need a bathroom break and there is a lineup.
This is no different, pricing is posted, often in apps. People will either use it or won’t. But it will be available for the heavy sessions, and for many drivers that’s a huge benefit to pay for.
Like on their I-90 surge, peak charging was the primary focus, if 350kw chargers were priced on max output. The Taycan wouldn’t really be affected, and find open cords. But the i7 would have seeked out the 150kw cord instead.
Absolute power corrupts absolutely 😂
It would be cool to have a website that showed real time stats for your DC fast charger(s). Not sure how difficult that would be but would be cool to see.
Hey Kyle, Harbor Freight sells composite (non-conductive) ratchets which are much safer for use on battery terminals. They’re very cheap, you might want to get one for the truck.
Can you see if you can get ahold of a Point Guard Energy DC charger? Apparently it can combine solar, battery, and AC to push 25KW DC out to an EV and supports bidirectional power so as soon as vehicles supoort it you could run your home off of your EV in a vendor agnostic way. It looks pretty promising, as long as the 2 way actually materializes.
I know this wasn't the point of the video, but these GMs ran low seem like a pain in the ass. I've had to do the 12V battery pull for years to reset GMs for various reasons.
I don't know what anyone without a background in working on cars would do dealing with these things if they tend to run the batteries deep when traveling.
Ha, yeah GM should just put switches on their 12 V systems for all their cars. My last and final GM required repeated 12 V resets due to an intermittent thermostat. AC would shut off and blower fan would go crazy cause it thought the engine was in meltdown. And somehow GM took a $20 thermostat replacement 20 years ago and turned it into a $1000 job today by burying it in the engine.
These are the units I wish rolled out in northern BC, NWT, Yukon and Alaska where many remote communities are genset based microgrids
Love the content Kyle. I think you did a pretty good job of starting the discussion on implications of low and high pack voltage designs. It really is a misnomer that high speed DC chargers are rated in KW instead KA. I can appreciate that the technicals of "nerd stuff" is lost on the average consumer, but what the consumer really understands is time and dollars.
I have never heard a good explanation of the cost impact (% adder) of having a higher native voltage (IE 600vdc or 800vdc). For example, I own a Ford Lightning ER which has a 450vdc battery and I'm wondering how much Ford could have saved (COGS) if they made it 300vdc or conversely how much more it would have cost to make it 600vdc. If all these batteries are made up of small 1.5v modules, why does it matter if more are connected in series than parallel? The cell cost is the same. I must be missing something. My assumption here is that the real cost driver are the inverters and there's a step function change in Silicon IGBT (600V) costs. But frankly.....when a battery is >100kwh and the vehicle price is >$60k that buyer pool doesn't give care about a $5k price adder when they're paying $10k for massaging seats, premium wheels, etc They really care about 45 minute charging stops instead of 20 minute stops. If Ford said was have $5k "Lightning Fast Charge Option" I would have bought it in an instant. If I couldn't afford it, I would have removed other things from the truck to prioritize it.
DCFC content with onsite storage, YAY! Just the nerdy data alone is fascinating alone. Kudos to XCharge in working out the bugs and the location is perfect test bed to do that, it's definitely not perfect when bugs pop up when charger and/or vehicle communications protocols are not talking quite right with each other. Some day, this will be the thing of the past.
Also, the onsite storage is great for those locations that are much needed is grid limited. Don't get me started with grid demand charges if you exceed it. :-P
Great video it is wild how you have to cycle the 12 V on the Silverado when it has an issue to get it working properly come on Chevy keep up the great work y’all I’ll catch you on the next one.
11:39 The reasoning likely has to do with the motor/controller voltage limitations. I'm struggling with the same thing with my Ford Ranger EV restorations because the system is limited to a maximum of 379 VDC. I believe the GM (formerly Ultium) powertrains are limited to a peak operating voltage of ~400 V. The current GM battery (formerly Ultium) configurations are all 3P, so a 10-module system would be 80S3P. That's a nominal voltage of ~290 V and a peak voltage of ~330 V. They could, in theory, use a 2P configuration (which they apparently planned to do for the 8-module and 16-module packs), but in a 10-module pack, the 120S2P configuration would have a nominal voltage of ~440 V and a peak voltage of nearly ~500 V.
Realistically, they probably didn't feel like this was a huge issue because the 3P batteries appear to accept at least 500 A of current (possibly higher if the 500 A limit is due to CCS1), so charging at 115 kW near empty and at 150 kW near nominal voltages didn't seem like a huge issue. It's on the lower end of the competitive market, but the average driver really only needs a 2 C charging EV, which the Equinox EV is.
The issue is that the highest charge power should be at low SoC, where that low voltage will bottleneck DCFC to
@@concinnus I disagree. You might be projecting a Tesla bias into this because that is how Tesla EVs were designed to charge. So a lot of people got used to that model early on, but it is less than ideal, which is showcased by Tesla EVs having some of the most lackluster charging of any modern EVs.
Most newer EVs are (correctly, in my opinion) designed to hold higher power for a longer period of the charging profile. Doing so means that the peak charging power is typically achieved around 40-50% SoC rather than below 10% SoC.
Look at all the fastest charging EVs (e.g., Hyundai, KIA, Porsche, etc.), and none of them hit their peak charging speeds between 10% and 20% battery.
@@newscoulomb3705 I mean, the thing is still at 300V @ 30% SoC, so even @ 500A it would be 150kW minus vehicle losses, which is still
@@concinnus Maybe unacceptable for you, but most people don't need a full 2 C charging EV. Especially not one with 300 miles of real-world range. As an EV community, I think we get really mixed up as early EV adopters because most of us are affluent with the freedom to travel long distances frequently. The average driver rarely makes even one 300-mile round trip in a year, so this just isn't going to come up as an issue for them.
Regardless, if we ever see 10% challenges with these EVs, people might be surprised at how well they perform. The efficiency of the AWD isn't great, but the FWD Equinox EV would for sure come close to both the Tesla Model Y and ID.4 with only a 15-minute charge starting at 10% battery. Multiple reports from Blazer, Equinox, and Prologue owners see it consistently adding ~40% battery in the first 15 minutes. Even at 2.5 mi/kWh, that's 90 miles of driving with just 15 minutes of charging.
So again, not class leading, but nowhere near as bad as some people are implying.
It looks to be a good unit but all the issues you’ve had in just the video alone is still mind boggling. Sometimes I wonder how hard can it be to make the chargers and vehicles play well with each other all the time. Obviously I have under estimated the complexity involved.
Moral of the story - NEVER drain your high volt battery to zero. Unless of course you're Kyle doing testing...
Moral of the story: EVs are not ready for mass market acceptance. This is a crazy number of edge cases and problems to overcome when compared to infinitely more complex yet clearly far more optimized gas cars.
@@Nabeelco
Mmmm, no.
Amen!
The best EV for taxi duty is the EQS. City driving in Chicago, I get 420 miles of range. Charges form 10 to 90% in 32 min. Plus, it qualifies as a limo service.
I disagree. It’s like running your gas vehicle past the needle or when the light comes on, but knowing that most cars have a 1.2+ gallon reserve and you know the MPG of your car so you can calculate how many more miles longer you can go before the car shuts off.
Love the idea of these battery connected units. Should help decrease the strain on the grid and get more chargers in the ground without needing the expensive and timely grid updates
Will it charge with the battery if the grid loses power?
You're doing a fantastic job! A bit off-topic, but I wanted to ask: I have a SafePal wallet with USDT, and I have the seed phrase. (alarm fetch churn bridge exercise tape speak race clerk couch crater letter). How should I go about transferring them to Binance?
Wow easy for you to say! Thanks for making your talk understandable 😊
I like the fact that you take the components to the max, so we don’t have to. Cheers
Given the Enel X situation, can you discuss OCPP compatibility in your charging hardware reviews? And native hardware compatibility vs. cloud layer compatibility
The Equinox is a good value vehicle, but man that low voltage pack really kills it as a great road tripper. Totally fine as family commuter charging at home though.
FYI, the RAMCHARGER is only a 92kWh pack. Which is totally fine, that should give it an easy 170mi of battery range. That's actually perfect for 95% of my commutes. I bet I'd only have to fill the gas tank a handful of times a year if I don't use any fast chargers. Can't wait for you to thoroughly test it.
This was more exciting than watching a football game!
The "Ultium" modules in the Equinox are each 29.6v nominal. So 10 modules in series to get it to 296v. Chevy first anounced that Ultium could start at 50kwh. Can you imagine the voltage of a 6 module vehicle? 178v nominal.... I believe I read that the lower voltages is because under 400v is most efficient for their electric motor design
Awesome unit
Question - that unit has a lot going on with the cooling, transformers, heaters, batteries and whatnot. Have you been able to measure the actual real-world losses yet across the unit from grid power to the vehicle? Beyond the cost and maintenance of the unit itself, now much energy is used on the unit to supply the higher output to vehicles? You are basically buying "time" with this system vs spending even more hours of grid charging time. It would be interesting to know what it costs to actually save that time both in operating costs but the raw unit.
Thanks guys another great video 👍
Finally!!
17:50 - My Rivian has the same problem. Below 10%, towing is terrible. Below about 7%, max flat-terrain speed is only ~55 MPH, and the power drops even more. I could barely maintain 25 MPH at 2%, and the last few % went by *WAAAY* faster than they should have. I'd been averaging 1.5 miles per % the whole "tank", but was only getting 0.6-0.8 miles per % the last 10%. (Which meant the charger 8 miles away at 10% that I thought I would make with 3-4% to spare I rolled in to not even able to maintain 10MPH in the parking lot to the station at 0%/0 miles.)
Low state of charge is so weird. Me on the opposite side doing 6s 0-60mph pulls with 2% SOC on my Model Y, where a 100% one is 5s.
@@darekmistrz4364 I think Rivian has far less buffer than Tesla. Tesla hides a lot of charge below 0%, which means 2% SOC on the Tesla is probably closer to what Rivian calls 8%.
@@AnonymousFreakYT I think that depending on battery chemistry, Tesla buffer is between 4 and 6 %. Do You think Rivian is not hiding anything and 0% indicated is 0% SOC?
@@darekmistrz4364 Rivian has essentially no usable buffer. At 0 miles shown, I got less than a mile before losing all power. At 1%, I couldn't maintain 20 MPH.
I'm sure there is an actual battery buffer below 0% for battery health reasons, but Rivian doesn't let you use it at all.
Been waiting for thsi video ever since the install happened
So chill, love the energy in this vid!
It's called "electric energy". Invented ca.200 years ago when Al Gore was our high priest in charge of heavens.
I know you won't read this,you're a troll.
a LFP battery like the one in the storage like to be charged to 100% and not 80% like you have set it to, you will see some weird errors where it's can't keep track of SOC
Why does the smaller cable handle more amps? Explain please? Also is there a video on low vs high voltage battery packs and why higher battery packs can charge faster
Surprising spread of cell voltages in the storage unit. 3.45 max, 3.34 min... Looks like it needs balancing
Greetings from Ireland , great video Kyle, quick question , will the charger work during a mains power cut? (assuming the onboard battery is fully charged?
keep up the great work!
Anyone else just wanna tell kyle "Land The Plane" LOL
Kyle do some research on ELECTRIC ERA TECHNOLOGY.....they are building out ev charging for Costco....that is big sales potential for family evs and overall acceptance.....they utilize a battery support to provide 200kw charging consistently
Is the charger not supplementing the Battery with the grid during charging? shouldnt that be more efficient and quite easy to do with the installed hardware and also make the battery last for more charges?
The Silverado beeped 3 times when you opened the door to tell you the charge door was still open and not plugged in. My Equinox EV does that.
My Teslas just close the door.
@ I prefer a manual charge door myself.
Great information. Thanks.
Can you guys charge this Silverado on a Tesla charger? Just curious to see how much power it pulls when at a low state of charge compared to the 350kw EVgo or EA chargers.
Is xcharge selling units yet? I’m like 30 mins from their “test” public charger near Austin. That and your unpaid demo unit are the only active installs I’m aware of.
I’d love to see Kyle talk to the ElectricEra team since their strategy is very different with the battery storage.
That's fascinating how the NACS cable is higher rated and looks way thinner.
"I am pleased with the current setup" No pun intended. BTW, I am not going to lend you my EV...
Great video you really tested the charger out.. too bad on the Lucid.
The Uber driver is right.. probably best to stick with Gas, or Tesla if you want an EV.
I drive a Bolt for Uber.. and the big issue is RANGE.. I have home charging, and still need to DC charge it most busy nights. Really need a car with 400 miles of range to not need to use public charging.
How do the economics work Uber-driving a Bolt if you just call it a day when the battery gets low, rather than using public charging? Yes, it's less revenue compared to a car with more range, but you have a lower car payment to offset that, on top of more time to be with your family, rather than hauling customers around.
With your screen on the front there, do they have a configuration where the screen and charging cables are on the right side?
Maybe I missed it during the video but when you disabled the charger or each handle, does it report it status to third-party sites like PlugShare, Chargeway etc?
how much did this cost for equipment and installation? This would be nice to have if I had a place to put it.
1 million ? Lot of Nigerians are waiting in line for all this planet saving. They're already pouring concrete into their oil wells to make the rains go away.
I have a question about lightly used battery-backed chargers like this one. (And it only makes sense to have this kind of charger if it is lightly used.) For a car, we are told not to leave the battery at 100%. But isn't this exactly what is being done to the batter in this kind of charger? Will we see fast battery degradation as a result?
Kyle said he normally sets the charge limit to 80-90%. He bumped it up to 100% for one day specifically for the purpose of the test.
Let me see if I can get the math correct here. That RST Max Range truck has about 205-208kWh of usable battery with a GM-estimated range of 460 miles. A residential 240v AC circuit wired for 50a can provide roughly 12kw of power. With that circuit, the truck will take about 17-18 hours to fill up with an advertised 460 miles of range, if empty. So roughly 7 hours of highway driving (unloaded and no trailer) will take about 17-18 hours to refill on a 50a 240v AC circuit.
Because you're going to be pulling a continuous load for more than 3 hours, you actually need to derate to 80% of the circuit breaker capacity. 100% rated breakers do exist and that's maybe what they're using in a commercial setting but in residential they are still very uncommon.
@@otm646 If you derate a 50a 240v circuit to 40a usable continuous, you would get just under 10kw of output power. So that same 7 hours of driving would then take about 20-21 hours. Would be much, much longer on a 30a 240v circuit, a 20a 120v circuit or the most common 15a 120v circuit.
Yeah, this truck really needs an 80A onboard charger. Never thought I’d say any EV needed that, but we’ve come pretty far in the last few years.
@@fiehlsport I thought the Silverado EV did have an onboard 80 amp charger that takes 19.2kW. So it would take about 11 to 12 hours from zero SoC. But that would be rare that you need to charge all that much. How many people drive 460 miles every day?
You would need a 100 amp circuit to provide the 80 amps needed for the onboard charger to provide the 19.2kW it takes. So 11 to 12 hours to fully charge if you start from zero SoC.
Awesome, mega super interesting
Hey Kyle, why do you think that the GM/Ultium cars are soooo "weird" at full depletion? I'd be really furious if I have to wrench on the 12 volt battery 🔋 to get the hardware to reset. And the response from the GM engineering lead that "its operating as designed" is pure GM-think of the highest order. Awesome content, love your dogs too!
What happened to the Tesla Supercharger stall you bought?
Why limit it to 180 KW and not like a 350 KW charger? is it due to amp limited or Volts limited?
GMs low SoC behavior is embarrassing
Guessing an average Equinox driver wouldn't know what was going on, would think charging is crap and so all EVs are crap, and the cycle of media-driven FUD continues. Or they'd never get lower than 80% SoC and not even notice...
GM is the first automaker in the world to use a wireless BMS, and they designed their packs with zero bottom buffer. There are bound to be some early issues, but it's not 2017 anymore. The likelihood that the average EV driver arrives with a true 0% SOC is extremely unlikely, and they probably should be charging on L2 AC at that point.
Very very few people are ever going to encounter that absolute bottom charging performance. You're acting like everybody is a Tesla nerd rolling in at 2%.
Totally agree. GM has enough time and staff to make the edge cases work better.
Please tell me, how much it costs to charge the Silverado.
Of course, Kyle would set it to "Max Mode." 😂
how well does it handle having both connectors hooked up at the same time?
Does it like being DP'd ?😂
oh yeah I just casually called up the CEO at night
I can see many small businesses installing these type of hybrid chargers, paired with solar. Awesome tech! I play your videos at 1.5X speed because you WAY over talk! Your videos would be so much better if you got to the point faster, these should be 10 min max videos. I do appreciate what you do, just would love to see these tightened up, a lot! Do you edit these at all?
So you see small businesses "investing" 200,000(?) to earn some sweet astro money in few decades ?
Do they accept bitcoin?
Silverado - not ready for prime time.
In all honesty, nothing EV is ready for prime time. In the span of 45 minutes, Kyle has shown all 3 test EVs, the charger and even the grid has issues.
No ICE driver would accept these faults when pulling up to a fuel station ⛽.
@@Timmymao163
This is one particular brand of charger, you can't use that to extrapolate to what happens with all chargers. Most of the time, the experience is quite a bit better than this.
Kyle also stress-tested the charger by running car batteries down to zero, which is something that normal people don't do. And, of course, most people charge their EVs at home.
I can't tell you how annoying it is to deal with Uber drivers sitting to 100%. You should limit the charge max on your charger to 85% like EA has in some CA sites.. When you're not testing.
I'm guessing the the Uber driver is waiting for a ride request. If you're going to be sitting in the car anyway, may as well be charging, even if it's charging very slowly near the top of the pack.
set the standby battery to charge to 100 for daily use.
What a pain that you need to disconnect 12 v. Most people will not do this and require a tow.
I wouldn't have known that unless I watched the video.
and hever i thought the test Telo trucks where low voltage, dead in the 320v range, this is insane
When I come down to these batteries in EV. You have to be very careful how you charged them. Those batteries are very sensitive along with the modules. This is not like filling up a conventional car up with gasoline from empty to full.
All this or 5 minutes at the pump?
Tough call.
Did you watch the video?
Why would I want to deal with having to go to a gas pump when my horse can eat at home from my farm, and oats and water are available everywhere if I want to travel?
Wow, these XCharge units are really terrible! If I was a CPO I'd never buy one with so much issues. The concept is nice but this is not acceptable!
How much would one of these cost?
70k
@@Kimbrough87 for just the hardware, or hardware + install?
@@gn0s1s hardware about 7k to install
@@Kimbrough87 basically 80k all in, not bad
only thing missing is a good wash! LOL.
The screen in the truck was asking to “charge now” charge later”
What would this charger cost to install?
10 average yearly salaries ?
You might be able to put in a similar charger at your home for about $100K installed.
Hey Rick,
Great success with the adaptor, as of now in the UK at least, we aren't seeing chademo disappearing faster than a balloon drifting across a cactus field! But if I'm reading things correctly a lot of manufacturers like ford are opting to adopt the tesla type connector , whilst Tesla are opening up some of their chargers, not all will be open to everyone..... I'm resisting the urge to purchase a Tesla adapter as I'm not quite ready to kneel down and kiss elons ass just yet, but I know Tesla supercharger stations just work and very rarely don't work
One quick question, does the Tesla chargers ring fence a small amount of funds( most networks here usually take £25 and then you have to wait for the difference to be credited back to your account)?
Anyways keep up vlogs, always a late evening treat in my house.
Sending my best .
Karl
"Chevy, make an EV that can actually fast charge" -- Everyone
"200v, 55kW baby" -- Chevy
"...." -- Everyone
"not enough? Here's a truck" -- Chevy
"IT DOESN'T CHARGE WITHOUT A 12V REBOOT" -- everyone
38:46 "Bettery start charging." LOL to the bad english translation in the app.
Please, show the logs during the failed handshake attempts.
@38:44 says b(e)ttery charging. Is that like a better battery? LOL
bitter butter for better batter 🥞
This video is why I own a Tesla! Love the video though. Looking forward to more on this
This video is exactly why I own the Silverado.
So who out there is renting a Subaru Soltera POS to Uber with? And the guy was concerned about paying for charging? In what world does he live in?
The world of MOST people. Who have never had an EV, and don't follow car industry stuff as we do.
He probably had no choice.. It's Hertz that rents for Uber. They probably had no other EV's. Or he didn't know.. or it was cheaper to rent that than the Tesla.
The Uber driver is right.. if you have no home charging.. don't buy an EV. The cost to use public charging is about the same as buying gas, plus the time spent/lost .. You are not taking rides while you sit there charging.
I drive an EV for Uber, and I do actually miss my Prius sometimes... To get a better experience I would need a Tesla.. so spend $35K on an Uber car. Nope.
@kens97sto171 Then why are so many Uber and Lyft drivers renting or buying their own EV's? Your misinformation doesn't bare facts. They're doing it because it's so much cheaper to run and charge an EV. Especially on stop and go driving where EV's far outdo their ICE counterparts by recouping quite a bit of the energy they're using. All these drivers are seeing that and are acting accordingly.
I don't think that Herts offers the Soltera, so I have no idea where he rented it from. They do rent out Teslas, EV6's and Polestar that I've seen in person.
@junehanzawa5165
I've been an Uber driver for 9 years. Driving 50 to 60K per year. I promise you I'm very well informed on what my costs of operation are. My previous vehicle was a Toyota Prius. Averaging 45 to 47 MPG. I've run the math I know what my costs were driving that car, versus what they are now driving my bolt EV. It's not a significant amount of savings. Less than $1,500 per year. Keep in mind I do all my own maintenance on my cars so my oil changes cost about 50% what it would cost if you had a shop do it. And the Prius being one of the most reliable cars on the planet has extremely low repair and maintenance costs in the first place. So a lot of it has to do with what car you're comparing it with versus what EV.
I don't believe there is any other official rental company that can do Uber vehicles. I've looked into this There are some companies that say they can do it through some type of lease deal. And that might be possible. But Hertz is the only car that is officially listed through the Uber app as an official car rental option. Different markets they rent different cars. But I certainly have no way to know for sure who he rented the car from...
Kyle has mentioned that the public charging infrastructure situation in fort Collins is pretty bad. Really not the town you want to be driving an EV unless you can charge the car at your house.
You need to take a look at the location relative to drivers. In California it's a much different situation. Gasoline is double the price, everything is double the price. However a Tesla still only cost $35,000 which to people in California is a lot lower number than someone who lives somewhere else. For me spending $20,000 on a used Bolt with low miles was a lot of money to spend on an Uber car to be paid crap wages...
Financially you are much better off buying a $5,000 shit box. And spending the money on the maintenance and gasoline.
There's a great video out there of an Uber driver in Atlanta who went from a Toyota Camry to a Tesla Model 3. Didn't really work out that great for him, and if it wasn't for the fact that the RUclips channel that did the interview and arrange this for him also arranged to purchase a new battery for his car when it failed.
I'm telling you from experience, it's pretty close to a wash on total expenditure when you're comparing a used very fuel efficient gas car versus an EV. For me I couldn't find a cheap used gas car at the time, and the bolt cost me about what any similar year and mileage car would have cost me. I also have the advantage of the EV bonus that Uber pays us at least for now.
But when I run the numbers on lost time and income due to having to charge in the middle of a busy day when I could be earning money, versus the cost of doing an oil change and buying gas there isn't a massive difference between the two. But I do have the advantage also of not having to do those oil changes myself anymore. Not having to crawl under your car every 5 weeks to do an oil change certainly is an advantage. But not really a financial advantage.
Renting any car for the purpose of Uber driving seems like a dumb idea to begin with. You have to drive so many hours in the day, just to pay for the car rental before you even begin to make any money, and when you do, the hourly wage is pitiful. I would also be willing to bet that Hertz charges considerably more per day to an Uber driver than they would to a normal consumer renting the same vehicle...because they can.
Uber is simply an exploitative company, ripping off customers and drivers alike in order to maximize profit for its shareholders.
@ab-tf5fl
Yep. As far as the renting cost.. about $350+ per week.
Not worth it.... Only benefit i could see would be if you were thinking of buying a particular car and using it for Uber. And you wanted to sort of test it extensively first before buying.
As far as being an exploitive company I don't know. You volunteer to work for them. But they certainly do not pay very well anymore. You should also keep in mind though up to a couple of years ago Uber was not profitable at all...
Personally I think they should raise the cost to the passengers. It's still incredibly cheap compared to a taxi.
And pay the drivers better.
Before watching the video and hearing about what is going to happen in the video this unit is going to blow up lol jp. Been looking forward to this
The incessant door open chiming from the Equinox would drive me insane.
Both Ford and GM love doing that for some reason. I find it absolutely infuriating as well.
I here ya I have an old wrangler that doesn't even beep if the keys in the ignition and every time I drive my dad's GM and it freaks out because I haven't taken the key out yet , it's soo annoying
This and all other chargers at Power House should demand a fee for power. Who is paying for this electricity, a university or US tax payer?
So lesson being that 0% on your EV battery probably not a great plan.
Yes, for the same reason running a gas tank all the way to zero in a combustion car isn't a good idea either. I personally aim to treat the last 10% as an emergency buffer, and not dip into it unless absolutely necessary.
Cool charger Kyle, but does it do ChaDeMo? 😏
yuck and nope
"300 amps isn't a ton".....
No solar system in the background ? :O
How many times did these vehicles fail to charge? This is why people hate electric cars!
Most of these problems with charging is due to zero SoC battery. If you charge anywhere greater than 1-3%, there’s no problem. Remember, Kyle said this is a stress test with worst possible conditions. The average consumer would never have this situation when using an EV properly.
@@johnpoldo8817 Nonsense! How many soccer moms are going to remember to use an EV properly? Don't be an idiot, do you really think your wife is going to be able to disconnect the battery to reset the car in order to get it to charge after she runs out of power?
I'm glad Apple doesn't make a car, surely it would only come with a 5w charger
ATTN: Kyle please do NOT send Uber drivers to Model Y or any other Tesla, as rideshare drivers we easily go past 100k HV battery warranties , I put 40k + miles a year on slighly more than as a part time Uber driver. As a VW ID 4 owner if I ever have a bad cell after warranty the battery modules are $400-$600 and $800 to have mechanic remove the module with bad cell with new module. So for less than $1500 I'm back on the road. With Tesla you have to buy a all new battery 12k to18k depending on the model, elon encased the batteries with pink slime so you cant replace modules. Musk is againt "right to repair " Forcing thier customers to buy new batteries is a revenue stream they actively litigate to protect.
The only way a rideshare driver should ever consider buying a Tesla is if they have extra insurance for Teslas costly repairs and a Extended battery warranty ..200k + miles .
Rideshare cars take a beating , I just had a woman pulling out of aparking stall back into me..nd of course she had no insurance . I had a semi flying through a construction zone and throw an orange cone hitting and denting/scratching front end of my ID 4. The good news is everything is fairly inexpensive for the ID 4. I purchased a a new center grill piece $65 , just ordered the bottom grill trim the woman backing into me broke ..$145 .
Point being Teslas are EXPENSIVE to maintain ....FOR RIDESHARE DRIVERS... far too many miles in a short period of time. Buy something that HV modules and body repiars cheap .
and to those to rideshare drivers that want to switch to electric, do not buy an EV if you cannot charge at home. The whole point of going electric as a rideshare driver is to save on fuel costs. If you have to "fill up" at a DCFC you really are not saving anything and may cost you more.(especially considering the charging time sitting at a charger instead of making money moving passengers)
It costs me literaly $6 to fill up my ID 4 at home using xcel energies midnight to 6 am EV charging plan. thats less than half price of our usual 14 cents kWh. So instead of spending $500-$800 a month in gasoline I spend around $120 a month