How far are you from a DCFC? (Within 200 miles in the Contiguous US)

[Rip]

I was curious about a statement @Ford Motor Company made in one of their threads that claimed a Ford driver on most highways is within 30 miles of a DCFC.

I pulled data from the Dept. of Energy Alternative Fuels database. Those data are somewhat out of date (2022), but still a good enough set of data.

The heat maps below show every DoE-known DCFC within the contiguous US with a 50-, 100-, and 200-mile radius circle plotted around it.

A point of interest in the US is within straight-line range of a DCFC if it's in the maroon coloring. The darker the maroon, the more DCFC chargers within that range.

Caveats:
Not every charger is compatible with every vehicle. For example, this includes V2 brand-T chargers. Not every charger is operational all the time.

Regardless of the caveats, this is why I feel perfectly comfortable picking up and going on a road trip whenever the mood strikes. Other than the northern reaches of some midwest states, everywhere in the US is within 200 miles of several DCFC stations.

50 miles:

100 miles:

200 miles:

Great question. I live in Maine, and tried to go north a couple of years ago (had a Tesla at the time). When I got to Presque Isle, I found one charger that was a very weak parking lot charger at some public works facility. I spent several hours there getting enough charge to get back to the closest supercharger (one of the two shown in central Maine on this map). There was a supercharger in Canada (this map shows it way up north, but it's not in the US). However, we had not brought our passports, so we couldn't get to it.

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[USA EV]

Yeah, local DCFC is a bit irrelevant to many (most?) EV owners. I have never even tested my local chargers.

The title of the thread maybe should have been, "You're always within 200 miles of a DCFC." Wherever you are in the US, you're within 200 miles of at least one and most likely several; you're within 100 miles of at least one and probably several; most people and most places are within 50 miles of at least one.

Being within 50 miles is cold comfort if it's not "on the way". I've been in the situation where I've been within 40 miles of one, but it was not on the way, so I figured 40 miles there 40 miles back, chilly spring day, 80% realistic charge, 1.5 hours of driving, 45 minutes of charging, it all added up to a pretty hefty overhead for a net addition of around 100 miles range.

 

[Hammick]

EA across North Dakota is only option.

If you can stomach using muskrat's network (I can handle a little puke in my mouth) the V3 SCs across ND are spaced appropriately even for sub zero temps. Below are my prep notes from our trip across ND last December. It was as cold as -7 and we didn't have any issues.



SC Sisseton to SC Fargo (Casey’s): 89 miles (route to Chargepoint 2050 Sheyenne St. to precondition)

SC Fargo to SC Jamestown: 90 miles (route to EA to precondition)

SC Jamestown to SC Bismark: 102 miles (route to EV Connect to precondition)

SC Bismark to SC Dickinson, SD: 97 miles (time zone change) (route to Chevy dealer level 3 to precondition)

SC Dickinson to SC Glendive,MT: 96 miles. (route to EA to precondition)

SC Glendive to SC Miles City: 77 miles. (route to EA to precondition)

SC Miles City to SC Billings, MT 139 miles. (route to EA to precondition)

 

[RickLightning]

If you can stomach using muskrat's network (I can handle a little puke in my mouth) the V3 SCs across ND are spaced appropriately even for sub zero temps. Below are my prep notes from our trip across ND last December. It was as cold as -7 and we didn't have any issues.



SC Sisseton to SC Fargo (Casey’s): 89 miles (route to Chargepoint 2050 Sheyenne St. to precondition)

SC Fargo to SC Jamestown: 90 miles (route to EA to precondition)

SC Jamestown to SC Bismark: 102 miles (route to EV Connect to precondition)

SC Bismark to SC Dickinson, SD: 97 miles (time zone change) (route to Chevy dealer level 3 to precondition)

SC Dickinson to SC Glendive,MT: 96 miles. (route to EA to precondition)

SC Glendive to SC Miles City: 77 miles. (route to EA to precondition)

SC Miles City to SC Billings, MT 139 miles. (route to EA to precondition)

I misremembered. We did use SCs almost the entire way out there, until Bozeman where we used EA because SC was not near us. But the spacing is the same as the EAs and SCs are in the same cities.

It's on the way back going through Wyoming that you have only EA options on I-80, as all the SCs are old and we can't use them.

 

[DenverDan]

The map is out of date, there are several in Michigan's UP (Tesla/Chargepoint) and the map data shows none. It is good that the maps are not keeping up with reality as that means you are closer than you think to a DCFC.

 

[SpaceEVDriver]

The map is out of date, there are several in Michigan's UP (Tesla/Chargepoint) and the map data shows none. It is good that the maps are not keeping up with reality as that means you are closer than you think to a DCFC.

Yep, as I mentioned in the first post, these data are from 2022. They're the most easily accessible, public data that can be imported into a GIS application without a lot of work and/or signing agreements that I'm not willing to sign.

 

[Scorpio3d]

I would say closer to 150 - 165 in nice weather for 70% of battery. As to speed, we were out west in an 80mph area and had no problem doing 65... Doing 60 in a 70mph zone would also be easy.

In addition to distance to a charger, it has to be a working charger. We have done trips (across North Dakota, Wyoming, Montana) where there is one fast charging location on the route. If it is down, you are hosed.

Last trip was to Bozeman, MT via North Dakota. EA across North Dakota is only option. 150 miles between Billings and Bozeman. Strong headwind. I drove 63 much of it.

From Big Sky south to Driggs, ID to ski Grand Targhee and then Jackson Hole, there were 2 independent chargers to hit. They used to be on the now defunct Juicebox network. At the first stop outside West Yellowstone, one of two chargers was broken. The other took 6 tries to work (as it did for others). In Driggs, same chargers, 2 side by side.

Then we had to head home and cut through pretty desolate area. Again, only one charger to hit, a different organization, 2 times before we got to interstate. One had been down the week prior, but I emailed them and they confirmed it was up.

I know you have posted this picture in a previous thread, but it just hit me how ironic it really is!!!
On the left, you have very early fuel dispensers and on the right you have somewhat early EV dispensers!
My how things have changed and how much they will change going forward!

 

[Scorpio3d]

Yep, as I mentioned in the first post, these data are from 2022. They're the most easily accessible, public data that can be imported into a GIS application without a lot of work and/or signing agreements that I'm not willing to sign.

Yeah, three years in technology is kind of like dog years!!
Three years ago, there was no cyber truck and Ford had just released or was about to release the Lightning!
I.e. first deliveries

 

[Hammick]

I misremembered. We did use SCs almost the entire way out there, until Bozeman where we used EA because SC was not near us. But the spacing is the same as the EAs and SCs are in the same cities.

It's on the way back going through Wyoming that you have only EA options on I-80, as all the SCs are old and we can't use them.

I-90 is even worse. Only V3 SC is in Gilette and that just went in 6 or less months ago. Sheridan is the big problem. Only available DCFC is a single plug Chargepoint at the Jeep Dealer. It's getting busier by the months and if it ever goes down the local campground is anti-EV and won't let you charge. Only one hotel has destination chargers and they are down most of the time.

 

[farmtruck]

From my place in SD to Bismarck ND, it is 230 miles. I can make it using 91% of my battery in the summer. Not trying it in winter. There is a 50 kW charger in Mobridge but I do not use it. It is 25 miles off my route and if it isn't working, I am dead in the water. One thing I do is stay off of I-94. Uses too much power.
The challenge to driving EVs in my area is driving North and South. The chargers are all on the interstates which run East and West.
My nearest DCFC are 50kW units 45 miles away in Pierre SD.

 

[CD4TNF]

I think the talk about distance from a DCFC alone is a little rough since I have watched a lot of videos with people that road trip EVs and while they can get to a DCFC for all of their trips, sometimes they are going 5-10 miles off the expressway to get to it.

That's better than dead battery on the side of the freeway, but it's an element that needs to be improved as well. This is more typical more in those central and west areas than the super dense east and coastal west of course.

Agreed, 5-10 miles that's adding another 5-20 mins to the charging stop.

 

[FloridaMan655321]

If you can stomach using muskrat's network

I don't see any network called this in the Ford list of available networks. I've looked at traveling through ND and it's not perfect, that is for sure, but it's actually gotten better recently (even if it's chargers at a dealership).


As for how close I am to a DCFC, I'm in FL so there's really no issues here. Even the central parts of the State have gotten a few decent DCFC's (both EA and Tesla). Surprisingly nice and relaxing traveling in FL.

 

[WaterboyNorCal]

Lets see how long it takes that 50 mile map to look like the 200. 200 miles isn't feasible at anything other than 100% SOC and that's assuming ideal weather and not having a lead foot. If you're not testing your BMS, I suspect the average person is at most going from 80%-10% which ideally would get you 125-150 miles on an ER. Some say slow down, but that can just be a hazard to you and others on the road.

Totally agree with everything you said except the “slow down” part. The Lightning will give you 2.0 miles / kWh at 70mph or less (assuming no headwind, not going up into the mountains, and weather above 55 degrees, hahaha. I know, that’s a lot of assumptions).
I get triggered when people say that driving the speed limit is somehow dangerous because others are driving faster. That’s ludicrous. Big rigs are almost always going under 70mph. Nobody needs to be doing 80+ mph,. Especially not in a 7000lb vehicle. Stay out of the fast lane and speeders can go around if they so choose. You know what’s dangerous? Speeding up. And in an EV, it just doesn’t make any practical sense either.

 

[SpaceEVDriver]

I regularly get 2.5 mi/kWh going 72-73 mph on the freeway for a monthly-or-so 1200 mile round trip road trip. I usually have to pass big rigs or end up going 60 mph.

 

[PJnc284]

Nobody needs to be doing 80+ mph,. Especially not in a 7000lb vehicle. Stay out of the fast lane and speeders can go around if they so choose. You know what’s dangerous? Speeding up. And in an EV, it just doesn’t make any practical sense either.

True but people are idiots and act like they're in the Indianapolis 500. I was going 75 here on I-40 in eastern nc (70mph) last week and can probably count on 1 hand the number of cars that I had to pass over 100+ miles. Had one narrowly miss my rear bumper trying to cut in front of another car that wasn't going quite fast enough for their liking. I have a hard time trusting blue cruise around other cars so I usually nudge it closer to the outside line which probably saved me in this case. That's why I normally take a 2 lane highway that's 55mph the entire way. That and I get 2-2.2 mi/kWh @ 60 v 1.7-1.8 @ 75.

I regularly get 2.5 mi/kWh going 72-73 mph on the freeway for a monthly-or-so 1200 mile round trip road trip. I usually have to pass big rigs or end up going 60 mph.

2.5 @70+? Downhill both ways? lol. Best I can get between 70 and 75 is about 1.8 even on a warm day and it's flat here.

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