Two weeks after I picked up my first EV (Tesla 60D), it turns out I'm using EVGO on the monthly plan ($15/month + per minute rates at the charger) heavily. I find its per-kWh charge of $0.15-$0.20 is cheaper than my old PG&E E6 rate plan while I'm waiting for it to switch to EV-A (I'm getting ~$0.50/kWh thru PG&E on E6, which should switch to around $0.15/kWh on EV-A), and my undersized solar system (which at 5.8kWp is half the size of my original planned 10kWp-11kWp system) isn't enough to charge my car. Of course, I use SuperChargers whenever I pass by them, but that's less than half of my journey legs, so as a result, I have become very familiar with EVGO. I drive enough that the EVGO monthly charge becomes a pretty insignificant cost; for those who don't drive far enough or use EVGO enough, the monthly cost is something to behold.
Once you follow best practices (don't switch account types; get a new card for each account type; treat them with suspect and respect; etc.), it seems that this network is pretty easy to use. The equipment is well maintained, well built, and solidly engineered. It doesn't charge the fastest, going 30kW-40kW depending on state of charge and battery type -- getting 37kW right now at Whole Foods on The Alameda in San Jose, and typical at most EVGO Chademo's is around 30kW-37kW depending on state of charge of the car (I usually get more than 30kW and less than 40kW, and occasionally run into a 30kW only charge), but it is better than half the speed of a slow SuperCharger (I often get 25kW-60kW), and around a third of the speed of a fast SuperCharger (they peak for me around 97kW-99kW).
And best of all, they all seem located near someplace that if the stores were open when you roll in, you could comfortably shop, at fairly decent stores (many places feeling quite north of the median), and if you come in off hours, the EVGO stations are still open and the parking lots are easier to navigate with less traffic. And, they are located just where they need to be, practically everywhere, at Leaf-sized intervals, meaning for a Tesla (60), they are more than ample.
Rarely have I been charging at an EVGO station where I felt heavily unsafe. Of course, there's always a little hubub that needs a careful eye (hobos, beggars are not unheard of at a minority of the locations I went to, but they seem to just pass by and not bother the EV's for some reason).
Most stations have about 2 or 3 Chademo available. Usually, you have to share the area with a Leaf, and might have to wait turns (knock on wood, I've never waited yet for an EVGO). As EV's get more popular, if EVGO stops expanding, congestion could become a problem. For now, it's clear sailing.
My very first experience with EVGO was horrible: it didn't work, and I needed it to work. Maybe I didn't push the connector in far enough, but I doubt it, since I had charged plenty with Chademo at other locations by then no problem.
But ever since then, it has been solid. Given my bad start and the underpinnings of the company, I had low hopes, and obviously, they've been far exceeded. Part of this has to do with my newly learned habits: I learned to always keep the state of charge of my vehicle at the highest possible safe charge level given my circumstances. This is also against a backdrop of trying to limit my home charging to within my solar panel system output during sunlight, at around 9amps-12amps, and charge time at 48 amps to my upcoming EV-A low rate period of 11PM-7AM the rest of the time.
But, basically, I
don't just go to Chademo (and SuperCharger, J1772, etc.) when I
have to: I
also do it
when I can. This has made my charge state a lot more comfortable, and I don't worry about it any more. I'm starting to get that feeling that most Tesla owners get, after a little initiation period of learning how to charge according to the needs of their new car and driving habits, of feeling comfortable with their charge level. The first step is getting a grasp of how to fit charging into the life of the new Tesla owner, and I think that's different for every car and every owner and every combination. After that, it becomes comfortable and unstressful. (I understand that some artistic wealthy people buy 90's and live 5 miles from work (which I'm all 100% for and love), but for many of us, it's ever slightly more nuanced than that, and we get a sort of understanding of how to find a comfort level with our vehicle. For instance, a 90 user can go a lot further than a 60 user, but the 90 user can't just charge to 100% whenever they want; they have to time it to avoid battery damage, whereas the new software-limited 75 "60" users can just leave it at 100% and not worry.)
Since that pic, caught latest spike at Whole Foods at 41kW, 121A 345V.
It keeps going up. 42kW, 122A 347V, at 89%.
It just cut me off for my second half hour, and I got all the way from 29% to 89%. That's a good 1 hour session.