This map is out-of-date and doesn't include the city driving one usually does when they're visiting for a few days, but it's fairly representative of our EVs' travels since February 2022.
We have >50,000 miles of pure EV driving (the only fossil fuel vehicles we have now are a tractor and a motorcycle). We don't have a lot of range anxiety, nor, any other kind of anxiety driving EVs. Even with the supposed sparseness of very fast chargers, we seem to be doing okay. We'll be putting another 5,000+ miles on the Lightning before the end of the calendar year and probably a couple thousand on the Mustang.
We've used both the Ford-branded NACS to CCS1 and the A2ZEV NACS to CCS1 adapters and they both seem to work just fine. Most of our DC Fast charging has been done on CCS1 chargers by Electrify America, with a smattering of other brands in there as necessary.
When charging at DC chargers, we almost never stay with the vehicle. We plug in, lock up, and go to the restroom, go eat, go stretch our legs, or whatever. This is the same way we used to do our road trips with gas vehicles, except we had to stay with the vehicle while refueling, then we'd go find a place to park and then go walk, restroom, eat, etc. We don't see any additional time on the road because of the charging unless we've been in a snow storm or it's 120 ºF out and the chargers have been in use for hours before we get to them. Both of those circumstances are rare. We've had a few challenges at charging stations, mostly to do with certain stations on our route being the only charger at a hub. For example, the Electrify America charging station in Kingman, AZ is at the intersection of two major highways, was for a time the only CCS1 charging station in town, and is often crowded, especially when some jerk in a gas vehicle decides to show us ev drivers how cool he is by blocking one.
For charging while sleeping, visiting, etc:
We also have an adapter for the brand-T destination chargers.
We have stayed overnight at RV campsites with electrical hookups, and charged on 120V, 30A and 240V, 50A.
We've charged on 120V, 12A at friends and family's houses (this is slow, but over several days it gets the job done--and we still don't spend any time thinking about it or dealing with it--it still takes less time than going to a gas station).
We've charged at hotel J1772 charging stations.
The closest we've come to running out of fuel is deliberately skipping chargers on our way home so we only have to pay $7 for a 0% to 100% charge on the Mustang instead of a more expensive charge on a DCFC. We pay $13, including taxes and fees, to charge the Lightning from 0% to 100% at home. We pay anywhere from $0.36/kWh for an EA charger to $0.69/kWh for an EVGo charger (just testing a charger nearby). Typically we pay about $0.02/mile to $0.07/mile to drive the Lightning. Our Mustang is about 50% cheaper. And to refuel, we just plug in and wake up in the morning with a charged/fueled vehicle--we don't have to spend any time at a gas station anymore.
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) is a tiny fraction of what a typical dcfc can provide. The limiting factor is usually what the battery can take so there’s plenty of headroom for the creature comforts. Ie, imagine what a 1500W space heater feels like; that’s 1% of what a 150kw charger provides, even less for a faster charger, so the effect on charge time from power usage is nil. A bigger consideration is if the heating/cooling system is also used to condition the battery, ie it can’t keep the battery as cool if it’s also trying to cool the cabin so it can’t charge as fast as it might. I don’t know how big an effect that might be, but I expect not huge. As far as money, we’re talking max around 50 cents a kWh, so if you’re sitting there for an hour with the ac on playing video games on the screen, it’ll add less than a dollar to the bill.
