Electrify America Issues

[HC_79]

Here's one
View attachment 9326

Again, even better seeing 300+ in mid 20's SoC. So it's clear Lucid isn't bullshitting with it's marketing (which I never believed they were) but EA is just letting us down.

 

[hydbob]

Again, even better seeing 300+ in mid 20's SoC. So it's clear Lucid isn't bullshitting with it's marketing (which I never believed they were) but EA is just letting us down.

Yep. Also had this one from forever ago. Didn't get the picture snapped when it was at 300+...

 

[Tesla2.0]

Again, even better seeing 300+ in mid 20's SoC. So it's clear Lucid isn't bullshitting with it's marketing (which I never believed they were) but EA is just letting us down.

Which led me believe Tom’s SOC charging curve data is not as accurate as he did not have enough sample size data for variance since he only borrowed one from Lucid HQ for his lab test. That chart is still good for general reference, there may be many better stalls out there he hasn’t tried. EA’s product is extremely high variance, probably because alot of similar internal parts from different suppliers installed at different time.

 

[Bus Driver]

Yep. Also had this one from forever ago. Didn't get the picture snapped when it was at 300+...

View attachment 9329

Somewhat tangential - I’m less impressed with the 300 plus kW charging power than I am with the fact that after four full months of ownership, my main battery doesn’t seem to have degraded at all. I charged at home (level two charging), to 100% the other day. Once completed the rated range still read 516 miles, the advertised EPA rated range of the Air GT.

With all our Teslas, we started “losing” rated range almost as soon as we got the car home and charged for the first time. In one of them we never even saw Tesla’s EPA rated range of 295 miles at 100%.

I’ve avoided DC fast charging my Air GT, only doing it when I want to arrive back home with at least a 20% charge. I’ve charged a total of four times in four months, and NEVER to 100%. My hunch is that be it Lucid or Tesla, DC fastcharging of any kind is harder on the battery and can lead to a faster degradation rate. I’ll happily forgo the 300 plus kW charging if it means my main battery maintains full capacity a little longer.

 

[Tesla2.0]

Yes, but would that explain why when I pulled up to a 150kW EA charger on a late and rainy Sunday night, with only 31% charge, that I’d get that message right away? I think the highest I got was 49 kW, and that was a the very beginning.

EA load balancing is really unpredictable in their logic coding. I was charging in Las Vegas Prime Outlet South at 202 kW with R1S, as soon as MY pulled next to me, it went to 47~50 kW fast. But also coincidentally, it was just passed midnight. So it could be time triggered or load balance triggered. EA may want to slow down speed for upcoming maintenance or preserve station power, who knows. I wish EA can explain on its screen.

 

[hmp10]

My stomach tightens every time I pull up to an EA charger. If I can actually get a charge started -- and sustained -- I am so relieved that I almost don't care how fast the car is charging. EA has done a masterful job of lowering customer expectations. And it's saving Lucid money, too. We are now opting to take the Odyssey or Tesla more on road trips that would require charging in order to avoid charging hassles.

Between the resurgence of software bugs with recent updates and the unreliability of the EA charging network, some of the joy is ebbing away from driving the Lucid. It's still a superb driving machine and passenger conveyance and is holding up well mechanically and structurally. But charging anxiety and wondering which software feature won't work this time out is taking its toll. It's still our preferred local driver but, to my great dismay, has lost its place as our preferred road tripper.

 

[HC_79]

Somewhat tangential - I’m less impressed with the 300 plus kW charging power than I am with the fact that after four full months of ownership, my main battery doesn’t seem to have degraded at all. I charged at home (level two charging), to 100% the other day. Once completed the rated range still read 516 miles, the advertised EPA rated range of the Air GT.

With all our Teslas, we started “losing” rated range almost as soon as we got the car home and charged for the first time. In one of them we never even saw Tesla’s EPA rated range of 295 miles at 100%.

I’ve avoided DC fast charging my Air GT, only doing it when I want to arrive back home with at least a 20% charge. I’ve charged a total of four times in four months, and NEVER to 100%. My hunch is that be it Lucid or Tesla, DC fastcharging of any kind is harder on the battery and can lead to a faster degradation rate. I’ll happily forgo the 300 plus kW charging if it means my main battery maintains full capacity a little longer.

I don’t think Lucid is adjusting based on battery degradation. Go to 100% and it shows the EPA number doesn’t it?

 

[Tesla2.0]

My stomach tightens every time I pull up to an EA charger. If I can actually get a charge started -- and sustained -- I am so relieved that I almost don't care how fast the car is charging. EA has done a masterful job of lowering customer expectations. And it's saving Lucid money, too. We are now opting to take the Odyssey or Tesla more on road trips that would require charging in order to avoid charging hassles.

Between the resurgence of software bugs with recent updates and the unreliability of the EA charging network, some of the joy is ebbing away from driving the Lucid. It's still a superb driving machine and passenger conveyance and is holding up well mechanically and structurally. But charging anxiety and wondering which software feature won't work this time out is taking its toll. It's still our preferred local driver but, to my great dismay, has lost its place as our preferred road tripper.

I still prefer AGT as road tripper. EA has been kind to me mostly than problems I’ve read in this forum. Just stay away from older generation 350 kW stalls, then you will encounter less frustration. I don’t use EA ever since I got WallBox installed, home charging is the best way to go.

Currently, it’s cold here at 35F. Our AGT 21” cannot be on the road, so we have to take upcoming trip in R1S. My wife rather wanted to drive ICE as we had nightmare experience with 2018 MX 75D, I promised her it won’t be like that frustration back then, when I was newbie waiting in long line at Tesla supercharging station with 75kW and 125kW speed not knowing charging curve. Finger crossed this weekend at EA.

 

[Tesla2.0]

I don’t think Lucid is adjusting based on battery degradation. Go to 100% and it shows the EPA number doesn’t it?

There are many used Tesla in the marketplace I saw has max SOC from 88% to 98% because of battery degradation. I would stay away DC fast charge as much as possible and wonder when I would see my first 99% max SOC.

 

[HC_79]

I still prefer AGT as road tripper. EA has been kind to me mostly than problems I’ve read in this forum. Just stay away from older generation 350 kW stalls, then you will encounter less frustration. I don’t use EA ever since I got WallBox installed, home charging is the best way to go.

Currently, it’s cold here at 35F. Our AGT 21” cannot be on the road, so we have to take upcoming trip in R1S. My wife rather wanted to drive ICE as we had nightmare experience with 2018 MX 75D, I promised her it won’t be like that frustration back then, when I was newbie waiting in long line at Tesla supercharging station with 75kW and 125kW speed. Finger crossed this weekend.

If you’re divorced next week we will know things didn’t go well

 

[Bus Driver]

There are many used Tesla in the marketplace I saw has max SOC from 88% to 98% because of battery degradation. I would stay away DC fast charge as much as possible and wonder when I would see my first 99% max SOC.

Our oldest Tesla is a March 2017 build, a Model S75D. We are still charging to 100%. What has changed is its miles at 100%. 233 miles versus 259 miles when it was brand new. In the beginning I supercharged this car a lot, and a lot of times to 100%. Not so much in the last few years. I believe charging it mainly at home has slowed its battery degradation.

 

[Bus Driver]

I don’t think Lucid is adjusting based on battery degradation. Go to 100% and it shows the EPA number doesn’t it?

It does at 100%. On one or two occasions in the last four months I’ve even seen 517 miles at 100%. But mostly it has settled at 516 miles at 100%.

Lately I’ve been charging to 100% about once a week, at home. For the sake of longterm battery health I think I should stop doing that too, and just charge to 90% instead. I can still make my 280 mile weekly roundtrip commute to work at 90% if I’m willing to arrive home with less than 10% charge, which, by the way, is also not such a great thing for longterm battery health; or if I do a little hypermiling. Such as setting cruise control at 70 mph instead of 80 mph or 85 mph. It also means never having any fun, like blipping from 80 to 110 mph in SPRINT mode, in a blink of an eye

 

[Bus Driver]

My stomach tightens every time I pull up to an EA charger. If I can actually get a charge started -- and sustained -- I am so relieved that I almost don't care how fast the car is charging. EA has done a masterful job of lowering customer expectations. And it's saving Lucid money, too. We are now opting to take the Odyssey or Tesla more on road trips that would require charging in order to avoid charging hassles.

Between the resurgence of software bugs with recent updates and the unreliability of the EA charging network, some of the joy is ebbing away from driving the Lucid. It's still a superb driving machine and passenger conveyance and is holding up well mechanically and structurally. But charging anxiety and wondering which software feature won't work this time out is taking its toll. It's still our preferred local driver but, to my great dismay, has lost its place as our preferred road tripper.

Oh I would just hate it, arriving at an EA charger with literally, a visceral reaction like that. Who needs that kind of worry on a road trip, when all you should be worrying about is how quickly you can charge up to get enough miles, to get to the next charging stop.

Your remark is particularly discouraging to me. I love road tripping, and I especially love road tripping in EVs. Tesla and their network of reliable, dare I say bulletproof supercharging stations have spoiled me rotten. How I wish EA could even come close to matching them. I bought my Air GT especially for its “longer legs”, and the tantalising possibility of fewer and shorter charging stops. I wish this was the reality.

 

[Tesla2.0]

Oh I would just hate it, arriving at an EA charger with literally, a visceral reaction like that. Who needs that kind of worry on a road trip, when all you should be worrying about is how quickly you can charge up to get enough miles, to get to the next charging stop.

Your remark is particularly discouraging to me. I love road tripping, and I especially love road tripping in EVs. Tesla and their network of reliable, dare I say bulletproof supercharging stations have spoiled me rotten. How I wish EA could even come close to matching them. I bought my Air GT especially for its “longer legs”, and the tantalising possibility of fewer and shorter charging stops. I wish this was the reality.

I recently did a road trip from Santa Monica to Las Vegas to Houston. 1900 miles, 90%+ DC fast charging all on EA and on 316 miles Rivian range in 28F~55F climate. No problemo! Just need EA app to get stall info and ABRP app.

https://lucidowners.com/threads/dc-fast-charging-adventure-from-so-cal-to-east-texas.4551/

Thanks for all the wisdom I’ve picked up in this forum, I was fearless in my adventure.

 

[hmp10]

Your remark is particularly discouraging to me. I love road tripping, and I especially love road tripping in EVs. Tesla and their network of reliable, dare I say bulletproof supercharging stations have spoiled me rotten. How I wish EA could even come close to matching them. I bought my Air GT especially for its “longer legs”, and the tantalising possibility of fewer and shorter charging stops. I wish this was the reality.

Without even knowing it, the Air was the car I was waiting for my whole life: a stylish and comfortable luxury sedan with torrents of silken power, the handling of a sports car, and built like a bank vault. It is a triumph of automotive engineering and design.

It's just such a damn shame that it has been beleaguered by so many software issues and such a shoddy CCS charging infrastructure. While my patience is wearing thin, I still harbor hope on the software front. But I've pretty much given up on Electrify America. I just hope some of its competitors seize the opportunity to expand their networks beyond their urban concentrations onto more open highway routes and take on Electrify America head on.

As I posted earlier, though, my first experience with ChargePoint was no better than with EA: a long phone call with a service advisor only finally to conclude that the station itself was inoperable.

I don't really mind 30-minute charging stops on a road trip -- especially as infrequently as you have to make them with a Lucid. But I long for the day that I can drive up to any brand charging station (and one protected from rain), swipe a credit card, and plug in for a charge. Having to fool with setting up separate accounts on different apps for each brand and then familiarizing yourself with different log-on protocols is a major annoyance that ICE drivers don't have to endure at refueling stops. Neither should EV drivers. And they should get no more soaked by rain than an ICE driver . . . .

There's so much focus on the complicated technology around faster charging times and so little focus on easy things that gas stations have been doing for decades to make refueling easy.

If you want to understand just how primitive EV charging is in the U.S. -- even at Tesla Superchargers -- you should look at some of the videos of the charging plazas that are going up in Europe.

 

[Bobby]

It's a shame to hear this from an early owner and believer. I think it just sucks that EA hasn't gotten their act together. I think it varies by area. I have extremely little trouble with EA here in San Diego, except once when I was in Baker, California and I was getting a low charging rate so I had to switch chargers. Everything seems to work as it should, especially at my local charger (see picture).

Software issues: I 100% percent agree. I truly believe that if Lucid addressed and implemented each of the over 40 items from our recent poll in the software, the car would be pretty dang close to perfect. Of course, this means addressing bugs that will no doubt rear their ugly heads. They need to be addressed more quickly than we are currently seeing, in my opinion.

Charging: In the end, assuming electric cars stick around, I imagine all of these early charging issues will be ironed out. I also think we need to see the disappearance of "free charging" included with vehicle purchases. As soon as we see much more demand for home charging, building codes will begin to change and require the inclusion of the appropriate wiring and receptacles in the garage. Heck, I am personally guilty of using the free charging because it's free.

 

[Shuasha]

It seems they've fixed some problems with replacing the old chargers/dispensers with new ones, which has brought on the new problem of taking entire sites out for upgrades and not reflecting that in their app. It seems like that would be a simple and basic thing to do.

 

[DeaneG]

I had a very frustrating first road trip in my Air with a single charge enroute some months ago. After letting that experience wear off a bit, I'm about to try it again. I'm encouraged by many people's reports of few problems road-tripping. But it's still daunting to rely on the combination of EA and our relatively new Air for a trip out into the wild.

 

[hmp10]

It seems they've fixed some problems with replacing the old chargers/dispensers with new ones . . . .

Well, not quite. Kyle Conner of "Out of Spec Motoring" recently tried several EA sites that had switched out the old ABB chargers for the new Bosch chargers. He found that none of the new chargers would initiate a charge in cold weather, no matter what the brand of car.

 

[DeaneG]

Well, not quite. Kyle Conner of "Out of Spec Motoring" recently tried several EA sites that had switched out the old ABB chargers for the new Bosch chargers. He found that none of the new chargers would initiate a charge in cold weather, no matter what the brand of car.

I think I saw that this had been fixed, even though it hasn't been long.