2023 Chevy Bolt EUV Redline: Super Cruisin' to Superchargin'
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- เผยแพร่เมื่อ 13 ธ.ค. 2024
- I took the 2023 Chevrolet Bolt EUV to the closest open Tesla Supercharger in Placerville, California to see how it all worked. I used this as an opportunity to test out Super Cruise availability and functionality on various rural and connecting highways.
I really like the maps in the background. That really helps us visualize where you’re going.
Had exactly same experience on 1st charging at a Tesla SC’r. On my 2nd session, charging started in about 20 seconds!! Probably 1st use checking payment, as you mentioned.
Thanks! Good to know.
Thanks for the tip on plugging in and waiting until the handshake is complete (EA charging). I'll try that next time.
I didn't quite catch how much the Tesla charger costs, but I noticed the EA at Willow was 0.48/kWh. I'd call that very expensive.
Yes, $0.48 would be expensive, but that's the non-member price. Member pricing is $0.36 per kWh. The Superchargers are $0.55 per kWh.
Fast charging is overrated, but great when you need it
@rp9674 I just did a 6,640 mile roadtrip in my Model 7. 6kw charging would be stupid... lol
How do you know which Tesla chargers have been unlocked for other EV to use.
@@chesa1524, yes. How?
Watching you standing out in the rain gets me thinking; why don't they have roofs over the charging stations like they do at all gas stations?
They could had added solar panels as a cover and add extra juice .
They do in other countries, which also have solar panels on them.
Super Cruise only works on divided roads. It looks like earlier in your video, when you tried to use it, the road was undivided.
Yes, they state on the website that using Super Cruise is only recommended for divided roads, but many of the roads shown on their map of active roads aren't divided.
@newscoulomb3705 did you toggle off for Bolt EUV on the Super Cruise map? Otherwise it might just be in error.
@@AndrewMackoul I was looking at the main map. I wanted to see what the difference was.
@@newscoulomb3705 Yeah. I have Super Cruise with my launch edition version. It works great. I have seen a few odd times where it thinks there's no road information even though I've used it before on that same stretch. One thing that strikes me odd, I had a chance to use Super Cruise right after a newly redone section of highway. The road location, lanes, curves were all different but Super Cruise worked no problem. It makes me wonder what the real reason the mapping and subscription cost really is for? Super Cruise works in construction areas even if the lanes shift back and forth, so it does definitely work on its own.
I know this is an older video but GM has updated the online maps to show which roads are mapped specifically for the EUV. I think it is not about updating the software on the car as they seem to add new roads for the EUV. It seems more like certain roads are not compatible with the EUV hardware. I noticed for the higher end system, there are 2 lane roads that are compatible but the EUV will only work on roads with a median.
Thanks! That's good to know! Before, I was having to rely on the map from the LYRIQ. Hopefully, I'll be able to test out Super Cruise on that soon. The updated/refreshed Bolt EV should probably have that newer system as well.
Makes sense. As ev get super popular, bolts will create huge jams at public charging unless gm upgrade port.
Nonsense. Due to the Bolts efficiency it takes less time to charge the middle 50% of capacity at a 150kw charger than an F-150 lightning does. If the chargers are clogged up it wont be due to Bolts.
@@homomorphic It's not nonsense. 50KW charging was ok 5 years ago. Not today.
@@thayne559 the F-150 charges at a lower number of miles per minute than the Bolt on a 150kW charger. So if it is ok for the 2023 lightning it's ok for the Bolt.
The only metric that matters is miles per minute because that determines how long a car spends at the charger.
The comment is nonsense .
I have wondered if that can be done with a software update. I suspect that the hardware is not capable.
@@homomorphic F-150 charge rate is subpar too.
Thank you for checking out the supercharger. Maybe next time it will be faster connection. Time will tell
The billing address thing is definitely an issue in the Tesla app. I wasnt able to add my checking account to actually pay for my tesla because that was missing. I had to contact Tesla to find out what the problem was even though I had no problem with the reservation payment.
I have the same car, package, and color.
So was it a magic dock? How do you find out what tesla chargers near you cam charge non teela/ccs?
They are listed in the Tesla app where you have to enter your payment information. PlugShare now also lists them when filtering by CCS1 and Tesla as a charging provider.
Thank you for another great video! I have a 2017 Bolt EV. It has 155,000 miles on it. It's been rock solid so far. I charge at home and charge for free at work which helps as my commute is 60 miles each way. I was very disappointed the few times I used DC fast charging as the Bolt EV is so slow to charge. I realize it's not meant to be a road trip car but I feel it should be faster at charging. My next car will most likely be a Tesla. The charging network and speed of charging is superior in my opinion. I test drove the model Y and loved it! My only complaint is the price. I just wonder if GM will be a player in the EV market in the future or how soon they will be asking for another government bail out. I hope it doesn't come to that!
Thanks! You still have a lot of options out there. For the money, I think the Hyundai/KIA E-GMP cars are every bit as good as the Teslas; however, the lack of a full tax credit will hurt them.
As for GM, I wouldn't be worried. While I'd like to see them offer (even retroactively) a 200 A CCS socket upgrade for the Bolt EV/EUV, that would still be nowhere near enough to compete with the next generation of faster charging EVs, including GM's own Ultium line. Keep in mind, while the Bolt EV is one of the slowest DC charging EVs in kW on the market right now, GM also makes the absolute fastest charging EV on the market (the GMC HUMMER EV).
At the end of the day, DC fast charging really is much ado about nothing for most EV owners. 90% of charging is done slowly at home or work, and that's with 200-mile range EVs. With the next generation of EVs approaching 300 to 400 miles of range on average, DC fast charging simply won't be a concern. Most stations will sit completely empty 80% to 90% of the time, and the only ones that will be truly busy are destination DC charging sites and the sites that support full, pull-through parking (because EVs that are towing will be the #1 user of public DC fast charging).
Are any of those CalTrans DCFC chargers reliable? I know the 4 on the 15 between Victorville and the Nevada Border are rated 1 on plugshare which in my view makes them worse than useless.
Cool to see you out in the EUV. It is my understanding that the Bolt does not get the latest Supercruise. It is only a small subset of the roads that are on the full newer version. Supercruise is only a limited 3yr included trial and then requires a subscription it isn't something that I would be interested in. The subscription model does not work for me. Only on the EUV, not on the regular EV either.
Tesla's cost is high and looks like they still have some work to do to iron out some of the problems. I see there are some reported issues with other cars. Hopefully the other CCS networks will get on the ball and start deploying more chargers. They just aren't expanding fast enough out here into the EV deserts.
If GM would just bump that charging speed they could easily own the affordable EV space for the next couple of years. I am not a fan of the new GM products they have announced. The Bolt fits the entry level EV role well. GM should keep it around and give it that minor bump in DCFC speeds. Once GM cancels the Bolt they will have shot themselves in the foot again.
Chevy has bungle the Volt in all levels. First allowing dealerships mistakes, stop production,capping the charging speed etc
Etc . Like you stated they could had owned the entry level ev market but instead they dropped the ball.
The cooling plate on the Bolt batteries isn’t sufficient for >60 KW charging. The cells heat up too much in that battery greater than 60KW of power input which is why GM has it set at 55KW or lower. So GM is addressing the charging speed by making the next Bolt on the Ultium Platform
That is not correct. I know several outlets reported that as the reason, but they were making assumptions about the battery design and were wrong in their assessment/conclusion.
Yes, the cooling plate is on the bottom of the cells; however, the reason for the charging speed is due to a combination of the CCS1 harness and the cells themselves. The harness is limited to 150 A, and the cells are limited to a 1 C charging speed due to their electrode thickness.
Keep in mind, Ultium also has its cooling plate on the bottom, as do a number of other 2+ C charging rate batteries.
Should check out the 7-Eleven (7charge network) ABB units. Orangevale closest one maybe?, maybe the new Electrify America mega site garage in Downtown San Francisco whenever that opens.
I have a 7-Eleven with the new 90/180 kW units coming online near me soon, so I'll definitely go check it out soon.
watching Eric charging in a supercharging station in a Bolt and criticizing the rate is amusing
I've been critical of the Bolt EV's max current limit for a while, but just wait until I post my site review, where I criticize the output power limits of the Superchargers and CCS1 adapters. 🙂
please do a video on using a Tesla destination adapter for a 2022 bolt euv
Unfortunately, I wasn't able to. My adapter is only 40 A, and I didn't want to risk burning it out pulling 48 kW. Hopefully, I'll get another one of these 11+ kW charging EVs soon, so I can showcase that. But before I do, I need to pick up an 80 A adapter.
I wonder if EV & EUV headlights are functionally identical despite the different enclosures
Besides the lower charging rate, and subsequently longer charging times, the Bolt would have effectively taken-up two Tesla charging spots if you had to use one of the stalls to he left, correct? That would make for some unhappy Tesla owners.
Absolutely, and not just the Bolt EV. Most non-Tesla EVs have to block multiple stalls in order to hook up. That's why I really don't consider these as anything more than a back up or emergency in the case that there are no public chargers available. V4 should be better, but there aren't a lot of them deployed yet.
You said the 2023 EUV doesn't have wireless connection for Android Auto. My 2022 seemed like it had to be plugged but I kept after the dealer until they swapped out a new radio, Now it works great - WIrelessly. Hard to believe it would not be so on 2023 EUV
Sorry that was unclear. My phone doesn't support wireless charging, so it would have be plugged in if I was using AA. But yes, the 2023 Bolt EUV does have wireless AA.
Geez that CCS plug is so friggin BIG, why does it need to be so BIG?
Because it has separate AC and DC pins. Tesla combined their AC and DC pins in the charging socked and added additional hardware to the car's onboard charger in order to switch between the two inputs.
@@newscoulomb3705 Smart plug vs dumb plug.
It's going away. They will eventually adopt the Tesla model.
Strong enough for a man, built for a woman
I wish caltrans would add a bunch of level 2 chargers at rest stops. It seems like a perfect place for them.
Waiting for next gen Bolt...... have been looking to EUV more than a year... a
Good to see non-Tesla Supercharging working for you in the Bolt EUV and the side stall deployment is interesting. Works well for nose-in parking/driver side charge ports but adds a new challenge for Kona Electric/Niro EV.
Have you noticed any installations of the ChargePoint Express Plus units in your area? I was surprised/happy to see some of those going in at a key travel location in Pennsylvania and hoping to see more of them out in the wild soon.
Thanks, Steve! Yes, the way those stalls are configured, a non-Tesla EV needs to take the right-most stall, otherwise someone will be blocking an additional stall somewhere down the line.
As for the ChargePoint Express Plus, I'm a bit disappointed. I actually visited the first one ever installed last year, but that one is at ChargePoint's Headquarters and not open to the public (it's one of the only chargers at their Headquarters that is closed to the public). Outside of that, there are no publicly accessible Express Plus units in California, and the only places I've seen them going in are Colorado and some sections of the East Coast.
@@newscoulomb3705 Production of Chevrolet Bolt EVs to stop by end of 2023 as GM focuses on electric pickups?
@@shotelco That specific facility is being used for EV trucks, yes, but it appears that GM wants the Chevrolet Equinox EV to replace the Bolt EV/EUV. From their perspective, I can see how the two models fill the same space, though I would like to see them revisit the Bolt line as an entry level hatch.
How much was the 711 charging?
That location is at current $0.46 kWh but might have been $0.45 when that was recorded.
Yes, I think it was about $0.46 per kWh. Not cheap, but the way power rates have been going lately, not terrible either.
@@newscoulomb3705 That's not much more than I pay at home! Glad I can charge at my office for free! Its definitely not bad for public chargers. I think Tesla chargers are about the same.
@@thayne559 To me, a fair rate for public fast charging is between 30 to 40 cents per kWh. Anything less is a great deal, and anything more is expensive. I try to not pay more than 50 cents per kWh if I can help it.
I just remembered, where is your little dog you used to have accompany you on trips?
I only bring him with me sometimes, and he sheds badly, which I try to avoid with press cars.
this is absurd. how hard can it be to have chargers work?
So all that Tesla fanboy speaking how great the Supercharger network is is all hogwash, because they relied on a proprietary system which worked and only worked with their cars. Now they're "financially forced" to open up their network, Superchargers are no different than EVgo, Electrify America or Chargepoint at the end of the day.
It's rocket surgery. Every station should also have level 2 Chargers, especially High amperage 48 amp
50kw charging limit is one of the reasons I didnt get a Bolt EUV. That and greedy dealer markups.
Same here…. The 92 mph top speed, sort of uncomfortable seats and mainly slow charging kept me from buying.
A GM rep has said it could go up to 60KW, haven’t ever see that rate…
@@MikeRadioNY So you drive at 90 mph? I hope police take you off the road. Very dangerous.
@@thekretch The speed limit is 85 in some locations.
@@thayne559 Lol, one road in Texass
The sooner any car gets off a charger the sooner another car can get charging. That should be a major consideration for manufactures to include in their EV design.
Most chargers (even in high-traffic areas) sit idle nearly 80% of the time. Even Tesla's highest-traffic Superchargers might only be occupied 40% to 50% of the time.
As for power, in Tesla's case, they've put more rated power into the ground at the dispenser side than the site itself actually supports, so when the site is full, almost no one is seeing max power anyway. Most of the public charging providers appear to be right-sized in that the site should be able to be fully occupied while still outputting the max rated power at each dispenser. I still have mixed feelings about which is the better model (chargers more likely to be accessible versus chargers more likely to output full, rated power).
Either way, realistically (at least for Tesla), it's probably a net benefit to have at least some portion of their chargers occupied by EVs only charging at 50 to 100 kW, which should free up enough power for everyone else's cars to be able to charge at their max rates.
Did you purchase a 2023? I thought you had an older one or is this a press car?
This is a press car. I still have my 2017.
@@newscoulomb3705 oh ok. I dont understand GM not increasing the DC charging like Hyundai did with the Kona. Doesn’t the Kona peak at 90 now? I believe they use the same batteries too
@@bangbangbowman284 Yes, very similar batteries. I understand why GM didn't push as hard as Hyundai, whose EVs suffer much worse battery fade over time. But the spec sheets for the cells themselves say they are okay to accept more power, and that's why it's a bit disappointing that GM undersized the CCS harness. Realistically, the Bolt EV/EUV should be able to do 10% to 50% in about 20 minutes, which is more than fast enough for most people's expectations.
Thanks Eric!
How much Tesla are charging non-tesla vehicles per kWh? 30-40- or 0.50c
You're welcome! It was $0.55 per kWh for non-members. A $13 a month membership drops the price a bit, but it's still more expensive than EA even without a membership.
@@newscoulomb3705 so which one is the best deal: EVgo,EA or ChargePoint?
@@heribertosarmiento1265 Overall, Electrify America is consistently the cheapest. But after memberships, EVgo can come pretty close. ChargePoint is similar to Tesla in pricing, but every now and then, you can find cheap ChargePoint locations.
@@newscoulomb3705 thank you for the info. I sign up for all 3 but haven’t use then since I’m still researching which EV to get since I been driving through the tri state area(NJ,NY,CT) and New England (mostly RI and MA) and gas prices are killing my wallet
WHAT happened to your steering wheel?!?!?!?
Did you call the toll free number?
For CalTrans? If so, that charger has been reported by a number of people for several months. If CalTrans isn't aware of the problem by now, a single phone call won't fix that.
@@newscoulomb3705 Caltrans repaired its charging station near Clear Lake in a few days. The Fresno charging stations were out of service for over a year. Someone took the charging cables. So it varies. I have noticed many free Caltrans charging stations from Madera to the ones off Willow Creek have black circular holes in the screens. I don't understand why some charging stations aren't being repaired quickly. However, squeaky wheel gets the grease. We probably need more people to report problems to Caltrans. Personally, I have encountered more DC charging problems at various EA charging stations. By the way, I got my 23 Bolt EV two months ago. The redesigned seats are definitely more comfortable than the 17, 20, and 21 models. The Bose stereo system sounds better as well. Cheers.
So, do you pay the same to charge at 51 kWh as you would if it could charge at 200 kWh? (slower = longer = more expensive)?
It's per kWh, so you pay for what you use.
EA charger reliability an issues? I am shocked. 🤪
Heh, well, to be fair, only one out of eight that I visited was down. Not great, but still reasonably reliable.
@@newscoulomb3705 Many times when I use EA chargers, I have to move to a different changer. This last trip, I did not have to change chargers, but did have to restart a charge after 10 minutes.
This is EA's biggest problem... reliability.
@@mikus4242 I agree that it's definitely one of their top issues. I'm a bit more concerned about sessions that end prematurely or chargers that aren't providing full power without an onscreen warning. If a single charger is down at a site, I'm not that concerned (unless the site is undersized for the demand, which I consider a different issue).
I like that Tesla is opening up the network but the cable length may be a problem as you can block 2 stalls.
Getting ready to take my ‘23 Bolt EUV on the first electric road trip this week. ~400 miles one way. I’m not so much worried about the car, but I am concerned EA is going to let me down.
What region are you traveling in? I often find myself prioritizing other charging providers over EA. It's not that they're necessarily better than EA, but they are often less busy and less of a hassle.
@@newscoulomb3705 going from Ohio to Washington DC. I agree on other providers; I can make the trip using only EVGo and ChargePoint but it’s not as convenient. I have backup plans for my backup plans. Such is road tripping a non Tesla today unfortunately.
It won't let you down. It might be inconvenient at times, but the Bolt will cover 150-200 mile stints at this time of year and if you pick stations with sufficient stalls and/or positive feedback in Plugshare, it will be minimal.
Remember that the negative voices ring out far louder than the many EV owners just making successful journeys that are uneventful, beyond a stall switch here and there or a congested location in busy areas. Plan ahead of time for those scenarios and you'll be golden.
@@SteveBirkett There's an old saying: "If people like something they'll tell three or four people....but if they HATE something they'll tell a dozen."
The Bolt was such a great car, was disappointed to see GM has decided to drop CarPlay/Android Auto going forward from 2024.
It says they are keeping it for bolt and a few others people only ready the click bait and not the actual release from gm.
@@markfitzpatrick6692 yes, and? The bolt isn’t going to be around forever they’re going to uptick and all of those are losing CarPlay/android auto
I wonder what kinda clown show their infotainment software is gonna be like in the upcoming ultium vehicles without CarPlay to use. Software is a big thing now, legacy auto needs to get on that. Most of them can’t even do OTA and a lot of the times those OTA have to be done at a dealership
That took too long to start charging in the tesla supercharger. It’s so much faster with a Tesla
I've heard it's been faster for other non-Tesla EV users, too, so I'm hoping it's just a billing issue. I'll have to check it out with my personal EV soon. I've seen issues where Hyundai Ioniq 5 owners haven't been able to activate either, but now I'm wondering whether they simply didn't give it enough time.
no illuminated charge port
The bolt was going to have a higher charging. The cost was literally less than $80. Management said no. It has to do with the cables and connectors. Hardware is capable. The car is designed for over night charging and local driving.
While what you're saying is at least partially true, there are two things to account for. First is, how much faster is the hardware capable of charging? While $80 per car might not seem like a lot, if the difference in peak charging speeds is only 10 to 15 kW under 50%, some still might view it as not being worth the cost. Especially when we consider that, even with 70 kW charging, the Bolt EV would be scoffed at by detractors.
Second, there's a HUGE difference between "local driving" and "cannonball running," and "road tripping" falls well within that difference. The Bolt EV, even with slower charging, can travel 300 to 400 miles in the same time someone would typically spend traveling that distance in a gas car, and about half of all drivers will never drive farther than that in a single day.
So I would say that the Bolt is simply designed to be a car, but it wasn't designed specifically for high-speed, cannonball running (something GM obviously could have done).
Eric. Hi. I was glad to see you try and use the Tesla Magic Dock. I did notice that your hand or the connector did not go up in flames when you touched it. Hahaha. It's good to see you were able to charge, and you did not block other units. I think CCS1 vehicles will only use Tesla chargers when they are best placed on your trip. I only use my CCS1 adapter with my Tesla when no superchargers are available. I think-hope the version 4 units will be laid out better so more CCS1 vehicles can charge without problems reaching the short cables that Tesla uses.
I agree that the 2023 Bolts should have a better faster charge rate of 70 to 90 kw. My friend that has a 2020 Bolt EV Premiere still loves it and gets by on level 1 charging at 1.4 kws.
V4 stalls will have a 50% longer cord and have the cord attachment on the left side to help out with cars having the left front fender charger port (the most common location for non-Teslas).
They will not update this model. The NEW release of the Bolt will be on the ULTIUM BATTERY PLATFORM and will fast charge.
They are talking about fast tracking the update, which means we are probably looking at a BEV2.5 chassis that's compatible with Global B. Beyond that, it's not clear other than that we can expect an Ultium battery and powertrain plus Super Cruise as an option.
I'll never get tired of seeing the Chevy Bolt hooked up to a Tesla Super Charger. The Redline edition looks cool for sure. However, it's extremely disappointing that it doesn't come with an increase in horsepower or at the very least an increase in top end speed from 93mph to 100 mph which could be done with a soft update. Gr8 vid as usual. 🚙 🇺🇸 🔌
Of all the limitations of the Bolt, top speed and horsepower are the least of my concerns. In 18 months of ownership, I have never come close to maxing out my car's 150 kW power maximum, and why anyone would ever need to go over 93 mph in a country where the highest posted speed limits are 80 mph is beyond me. Also, at those speeds, air resistance is so high, driving faster doesn't even save you any time on road trips - whatever time you save on the road, you just pay back by needing to put in more energy at the charging station.
@@ab-tf5fl I'm talking about the Redline edition only. Redline is a buzz word that more often than not refers to speed. Of course no one drives top speed all the time. I've owned my 2013 chevy spark since new and I've only driven it to 100mph twice in 10 years for several seconds. Each time I was on a wide open interstate in the middle of nowhere. Between Pecos, Tx and El Paso. The car is only 84 horsepower. People practically never drive the top speed of there vehicles. Even if they drive a super car. It's just nice to know that their cars can do those high speeds. I'm surprised you didn't know that.
That charging speed is so bad.
It's all relative to battery size and efficiency. In terms of miles per hour of range added, it's as fast or faster than the original Model S, so certainly passable for road trips and travel.
They probably didn't up the charging speed to push you to the next biggest/expensive car.
Maybe, but I think it has more to do with using up their stock of existing CCS sockets. Also, GM tends to be fairly conservative with their charging speeds, and they seem to value battery life/longevity over charging speeds.
There’s no way that “mapped” highways and roadways are the future of self driving tech. I view “mapped” self driving tech the same way I view hybrid power trains… they are a crutch. No substitute for going all the way to an active, adaptable driving tech.
Please enjoy your wait. I'll take those bridging technologies where they exist to avoid other inconveniences.
@@hellsop My point was that vision based technology (some combination of cameras, LiDAR, radar, etc) is superior to one where roads need to be mapped. Teslas system works great for me, so I’m not waiting at all. :)
@@ThisIsTeslaTrippin What I suspect the mapping IS is an assertion that the road isn't sharing pavement with oncoming traffic and the markings are clear enough that those "visual" systems can work reliably and therefore the road is safe enough to actually use this level of driver assistance on, and allow the accompanying separation of attention. Someone's actually gone out there and looked at the road. Leaving that decision up to the driver looks like its a gaping opportunity for poor choices, and overreliance.
(I'll set aside the discussion of whether omitting radar from driver assistance is a good idea for now.)
@@ThisIsTeslaTrippin You seem to be implying that Super Cruise isn't camera/radar based when it actually is. The only difference is, Super Cruise doesn't try to apply additional logic in order to compensate for a lack of LiDAR mapped roads. Unfortunately, that logic has failed Tesla a number of times over the last few years, resulting in a number of fatalities, and that appears to be way beyond GM's risk appetite. After all, their mission is for "zero crashes," and so far, Super Cruise appears to be holding up to that standard.
I have high hopes for intelligence based autonomous driving which sensors that can exceed human vision. w
When it gets an almost perfect level, it will still be a big cardiac risk and very dangerous. Better than human is a low bar
GM has good reason not to upgrade the charging Capacity: 1) it's on their older battery architecture, 2) they've announced they are sunsetting the car, 3)people who buy it don't need DCFC(or very, very rarely.)
Yes, but only because they procrastinated so long in upgrading it. This is a change that, at the latest, should have come with the MY 2020 refresh. Again, we're not looking at anything more significant than 10 to 15 minutes saved per DCFC session, but that should have still been an option for some buyers.
48 amps x 240 volts = 11.5 kw.
All EVs should have this as standard in 2023.
100 kw+ battery packs should have a 19.2 kw onboard ac charger. Use a 100 amp breaker, using 80 amps x 240 volts = 19.2 kw.
It depends on the efficiency of the car. My experience with the Bolt is that, at least with home charging, 32 amps is plenty and, truthfully, I could even charge at 16 amps and barely notice the difference, except on those rare days when I wake up the morning of a trip and realize I forgot to plug the car in. For public charging on trips, faster L2 charging would help - but, only if the charging station is able to handle it, and at least currently, most public charging stations max out at 32 amps, anyway. To date, I've visited exactly one charger where 48 amps would have been nice - the charger went up to 70 amps, and I actually had to plug in for 30 minutes at 32 amps in order to have enough range to reach a DC fast charger further up the road. But, even that site, the benefits of having a 48-amp onboard charger are only temporary - according to PlugShare, there's now a DC fast charger there marked as "coming soon", and once it opens, the car's AC charging limit won't matter anymore.
For home charging, 48 amps also starts to get into the range where you have to worry about tripping your main breaker if your air conditioner, clothes dryer, and car charger are all running at the same time, if your home has only 100 amp service, something that home charging at 32 amps has never, ever been an issue for me.
Yes, I didn't break down the exact numbers. I just knew they refer to it as an ~11 kW onboard charger, versus the 19.2 kW being used in the Ultium EVs. I can typically see 10 kW on my 40 A home charger with these units, but that's because it's a true 240 V connection (versus some of the 208 V I've seen) and I believe the Bolt EV/EUV's interface rounds up to the nearest kW.
@@newscoulomb3705 Your video was very informative. Thanks for your reply.
Those Caltrans chargers are terrible and often don't work or cause car problems. They don't listen to feedback and the ones over Donner Pass are terrible.
Don’t hog superchargers with that 20yr outdated charging curve
“Probably isn’t enough margin on the Bolt EV/Bolt EUV for better Supercruise camera hardware…” ummm… GM is losing money on every EV it sells. So yes, that would be accurate. 😅
How do you know that GM is losing money on the Bolt? Did they tell you that? If you were in business would you reveal your profits? I don't think so. This is just more disinformation on the internet.
The limitation isn't with the cameras, as far as I know, but the functionality is limited (possibly computer). Either way, though, the statement that GM is losing money on its EVs isn't accurate. Apparently, they are currently one of the few EV automakers that has a four-digit positive margin on each EV they sell, and that doesn't appear to be counting the additional revenue from ZEV credits.
@@newscoulomb3705 GM execs are on record in multiple articles that they are targeting 2025 to be profitable on their EV line. I’d link to one here if it weren’t for TH-cam’s limitation. But it’s widely reported.
@@ThisIsTeslaTrippin TSLA folk tend to latch onto and share quotes and statements that might not mean what they think they mean. Typically, GM is going to refer to "profitability" in the absence of any additional subsidies (such as ZEV credits). They might also be accounting for the need to offset their current investment in infrastructure and tooling.
Either way, considering each Bolt EV sold in a CARB state is worth $19,500 in ZEV credits, it's hard to imagine that GMs EVs aren't already quite profitable.
@@newscoulomb3705 Of course they are accounting for the need to offset investments in tooling and infrastructure. That is how you measure profitability, or lack thereof. When you’re using words like “maybe” and “hard to imagine” in your answer, I’d like to know why you think your answer is any more definitive than mine?? If you think GM isn’t losing their shirt on each $25k or $30k Bolt they sell, you’re dreaming. Tesla has industry leading economies of scale in EVs, and even they aren’t selling a $25k EV yet. When GM is building their own EV powertrains at scale, instead of relying on LG, then they can make a dollar on a $25k EV, but not until then.