Stop being churlish, please. That was uncalled for.
alozzy said:I should also add that BC has a lot of older LEAFs on the road.
SageBrush said:If you are so keen to compare to petrol, then pay petrol rates
alozzy said:SageBrush said:If you are so keen to compare to petrol, then pay petrol rates
Thank you for strengthening my argument - that's why I recommended to the OP to sell his LEAF, if his "go to" charging option is DC fast charging. Thanks to this pricing scheme, BC Hydro has made an older EV a poor choice for anyone who can't charge at home. Fortunately, I have that luxury and so I rarely charge at DC fast chargers, but it's an older EV or an ICE for most moderate income earners.
I would definitely sell my LEAF and go back to an ICE, if I had to DC fast charge frequently. I can't afford a modern EV, neither can most people who aren't in the top 10% of income earners.
Despite their political spin of being in favor of EV adoption, BC Hydro has all but assured that, for moderate income British Columbians who live in an apartment or townhouse complex with no EV charging facilities, buying an EV is a bad decision.
Jctz1 said:Thankfully, by the look of it, we drive little enough that we wont need to DC fast charge all the time, rather only for long commutes. Level 2 seems to fit our needs for now, and there's still the chance we will be charging from home at a point in the near future.
alozzy said:Despite their political spin of being in favor of EV adoption, BC Hydro has all but assured that, for moderate income British Columbians who live in an apartment or townhouse complex with no EV charging facilities, buying an EV is a bad decision.
Lucky for BC, not all the populace share your views or have your facility with arithmetic.
And beyond the savings in fuel, there are other substantial EV advantages:
Much less noise pollution
Much less air pollution
Much less global warming
Much better driving experience
Better reliability
Savings in maintenance
Heck, there are even people who prefer a better EV over a diesel motorhome.
alozzy said:Sagebrush likes to label me as a cheapskate for railing against time based charging.
GerryAZ said:The new BC Hydro rates for DCFC are much cheaper than what EVgo charges in Arizona (but still much more expensive than charging at home). I found that actual DCFC charging rates were similar for my 2011 and 2015. My experience was that battery deterioration does decrease the maximum DCFC charge rate as well as maximum regeneration when the battery is cold (for both 2011 and 2015), but charge rate (and regeneration) was close to normal when battery was warm. The 3.3 kW onboard charger in the 2011 and 2012 LEAF's is actually 3.3 kW to the battery (AC input power is about 3.8 kW) so the 6.6 kW onboard chargers in later cars are not twice as fast. I think the OP will enjoy the car as long as its limited range meets the need. Once they have charging at home, they will really enjoy it. The 2011 and 2012 models have some features that were deleted from later models.
Jctz1 said:My only question left is that sometimes the charger (not the car, but the app related to the public charger) counts incoming energy in Amperes. I was wondering how that translates to how much energy in kWh is coming in.
SageBrush said:watts = amperes * volts
watts * time = energy
Example:
Say the car pulls 16 Amps for 80 minutes at a public EVSE that supplies 208 v
watts = 208 * 16 = 3,328 watts = 3.328 kW
time = 80 minutes = 4/3 hours
kWh = 3.328* 4 /3 = 4.44 kWh
IMHO it would be fairer to bill for whichever is more expensive. You want a disincentive for folks using DC chargers to reach 100% SOC.alozzy said:The most fair system would be if the DC fast chargers calculate based on both time and per kWh and then bill for whichever is cheapest.
oxothuk said:IMHO it would be fairer to bill for whichever is more expensive. You want a disincentive for folks using DC chargers to reach 100% SOC.
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