CNBC road test: The U.S. EV charging network isn’t ready for your family road trip, let alone the expected wave of new cars

Published

4 years ago

August 24, 2021

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Electric cars are the future. Literally.

Whether you want to go green or not, most of us are going to be driving an EV in the next two decades. Automakers are spending billions retooling factories and revamping their fleets to go most or all-electric in the next ten to 15 years, plans fully endorsed by President Joe Biden who wants half of all U.S. auto sales to be electric vehicles by 2030. That’s a massive goal considering the market, including plug-in hybrids, currently stands at about 3%.

One of the biggest barriers to EV adoption is America’s charging network. There are roughly 136,400 gas stations in the U.S., but just 43,800 EV charging stations, according to the Department of Energy. And it takes about 10 minutes to fill your car with a tank of gas but about 45 minutes to fully charge an EV, sometimes longer.

While Biden has pledged to build out 500,000 charging stations across the U.S. by 2030 as part of his $2 trillion infrastructure plan, we are still a long way from there.

So my producer Harriet Taylor and I decided to put California’s charging infrastructure to the test on an 8-hour road trip from Southern California to San Francisco. California accounted for 9% of EV sales in the first quarter and has the largest charging network in America, so it made sense to start there.

We specifically wanted to test anything other than a Tesla, which has the single-largest charging network in the world with 25,000 global charging stations. You need an adapter to use it, but the benefits and wide availability of Tesla’s charging network are generally well known.

Charging on the road with any car brand other than Tesla is something you don’t hear much about.

I admit that even as a “car guy” I had a lot of questions about charging, the new terminology, the speed, potential costs and more.

We rented a brand new Polestar 2, Volvo’s recent entry into the electric car market, from Enterprise. Most EVs have a range, how far it can drive on a single full charge, of between 100 and 300 miles. The Polestar’s range was advertised at 265 miles, but that can change depending on a variety of things: cold weather, driving up or down hills or using the AC, for instance.

I had driven the Polestar 2 on a brief test a few months earlier so was familiar with it enough to feel comfortable on a long drive.

CNBC

We drove about 60 miles from Enterprise to our first stop at Mountain Pass, Calif., about 15 miles from the Nevada border in the “high desert” at around 5 p.m. on a Tuesday night at 105 degrees.

We had to remove a metal cover from a power outlet at the mine but then we were able to plug in and get to 100% before setting off.

Two initial takes after just a few miles: One, its easy to get anxious by staring at the giant “percent charged” screen (so we turned it off) and two, we had to download a bunch of apps as we learned to navigate the new “range world.”

Source: CNBC

Our go-to became PlugShare, which shows you where charging stations are regardless of who owns them, which network it was on, how fast it took to charge, whether its currently available and, hopefully, a picture so you can see what you’re getting into.

PlugShare became a favorite because it was brand-agnostic and customers left reviews of their experience. Those reviews were valuable, because we found that many chargers weren’t nearly as fast as advertised and some just didn’t work or were in weird locations.

The Polestar also has Google map integration that shows charging stations along the route as well as your projected percent charge when you arrived. We found the charging forecast very accurate, but we think Google could improve the experience by filtering by types of chargers (we had Tesla envy as their stations popped up everywhere).

Stop 1: Electrify America at a Walmart

We rolled into our first stop at a Walmart in Barstow, Calif. It was an Electrify America location, and they had about eight chargers. Only one was occupied — by an Audi eTron — and so we plugged in, hitting the store for the facilities and, honestly, just to walk around in the air conditioning (did we mention it was hot, hot, hot?!).

Charging took 37 minutes and cost us $13.33.

Brian Sullivan using a charging station in Sunnyvale

CNBC

Now, off to Bakersfield.

The drive along Route 58 was fascinating. We passed one of the airplane storage fields along with the Alta Wind Energy Center, one of the biggest wind energy facilities in the world. It was a gorgeous drive at sunset coming down the mountain with lots of hills along this route.

Hills matter for the Polestar 2 in two ways: first, up hill seems to burn more charge as the car is under load pulling its own weight up hill, but going down is a win because the car has a system that generates power by slowing the car without braking. So once you get the hang of it, you almost never touch the brake pedal and produce some power while you do it.

Stop 2: The Hampton Inn

We rolled into Bakersfield at 18% charge after covering 135 miles and plugged into Chargepoint system at the Hampton Inn. It only had two plugs but we were the only car there and the night manager said he’s actually never seen anyone use it. It was slow, but free, and we left with an 89% charge about 10 hours later.

The long, boring and hot (did we mention it was hot?) drive straight up I-5 through the breadbasket of California was next. Harriet had a 4 p.m. flight out of San Francisco airport so we were on a bit of a tight schedule and had to leave time to charge.

Pro tip: when planning a trip, it helps to be relatively good at math to help calculate various charging time scenarios.

Source: CNBC

Stop 3: Electrify America at Shell gas station

The various apps showed us the best possible stop was in Firebaugh, about 140 miles up the road. There looked to be a few fast food joints and places to get a coffee. And that’s pretty much all it was. Our Electrify America plug was at a Shell gas station (as many seem to be) with a small convenience store.

Source: CNBC

We grabbed some water and just, well, stood around. It took us 41 minutes and cost $21.93 to get to an 87% charge, and we enviously eyed the Tesla network across the road, where drivers charged more quickly and had shade from the stations’ roof (did we mention how hot it was?). We went back in to buy sunscreen.

Now, the final leg. Firebaugh to the San Francisco International airport. Or not. The car’s software indicated we would hit SFO with a meager 5% charge. And since I was continuing on to the city, it wouldn’t be enough. We would have to stop again. Annoying, but not the end of the world given that we were going to be hungry and we were rolling into Silicon Valley, where charging stations are as plentiful as garlic in Gilroy. We found a charger near a ramen joint and powered up both ourselves and the car.

I dropped Harriet off at the airport and finished the short ride into the city, arriving near the CNBC studio with a solid 42% charge and a lot of curious looks from drivers wondering what kind of car it was.

Pro tip #2: Because of the hills, SF is the perfect place for the Polestar 2 and its regenerative braking!

Final thoughts

A long road trip in an EV right now is not impossible, but it’s not ideal. Yes, we know that something like 95% of trips by car are short hops along the same routes: Work, school, store, repeat.

Electric cars may be the future, but the future needs to speed up. And by that, we mean charging speeds have got to accelerate as quickly as the Polestar 2 at a green light: 45 minutes every 200 miles or so won’t cut it for any family looking to make a longer road trip.

We didn’t see a shortage of charger. Even in the desert we found chargers to use. There is, however, a shortage of chargers in places you really want to stop. Ultimately, I think the EV play is less about cars and more about real estate.

The more EVs on the road, the more charging stations that will be needed. There’s not a lot of demand for them right now, so charging ports were plentiful on our trip. But just think of 20 cars sitting for 45 minutes or more at a time at a single charging station. That takes up a lot of time and space.

For most people, a new car needs to have utility 100% of the time. Based on this trip, it’s not clear we are there yet.

CNBC’s Michael Wayland contributed to this article.

Environment

Durham finally gets its first downtown DC fast charger

Published

1 hour ago

November 19, 2025

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Durham finally gets its first downtown DC fast charger

Durham DC fast charger — Photo: Kempower

Kempower just cut the ribbon on downtown Durham, North Carolina’s first public DC fast-charging station. The new charger is operated in partnership with National Car Charging.

The new station at 111 W. Chapel Hill Street has two plugs (CCS1 and CHAdeMO) and is near restaurants and shops. The Durham area has plenty of Level 2 chargers, but this is its first DC fast charger downtown. Until now, the closest fast charger was three miles away from downtown.

Kempower, a Finnish company with its US office and factory in Durham, doesn’t mention the number of kilowatts its DC fast charger can deliver. However, PlugShare reports that a Ford F-150 Lightning managed 171 kW yesterday.

I asked the City of Durham’s spokesperson why it’s taken this long to install a DC fast charger downtown, and they replied that the “downtown core in Durham is densely developed and there are not many locations for chargers that have the right conditions and available power infrastructure for commercially viable fast chargers.”

Durham Mayor Leonardo Williams said the charger represents another step forward for the city’s clean energy goals: “With this locally built EV fast charger in the heart of downtown, we’re not only reducing our community’s carbon footprint – we’re supporting local jobs, clean energy, and a more connected future for everyone who calls Durham home.”

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As of 2025, North Carolina had more than 306 DC fast-charging stations and 1,385 ports.

Electrek’s Take

The City of Durham’s explanation of why it’s taken this long to get a fast charger downtown is a bit of a head-scratcher for me. It must be more of an infrastructure issue, or perhaps a matter of politics or funding, because density hasn’t stopped other cities from installing fast chargers in urban areas. Kempower provided 10 fast chargers at Pier 36 in Lower Manhattan, in collaboration with Revel, in September 2024. At any rate, it’s progress for Durham worth celebrating.

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Environment

Porsche’s new electric Cayenne can charge without plugging in

Published

4 hours ago

November 19, 2025

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Porsche's new electric Cayenne can charge without plugging in

Porsche unveiled its new Cayenne EV today, and it comes with an option for something we haven’t seen out of a factory-equipped car before: inductive charging.

Over the years, we’ve heard plenty of attempts by companies to trick consumers into thinking that it’s possible to make an electric car that doesn’t need to charge.

From Toyota’s dumb “self-charging hybrid” claim, to the new fad of “range extenders”/EREVs (aka plug-in hybrids with a bigger battery), to all manner of solar vehicles, people seem to think that convincing customers that they don’t need to plug in will get them to buy an EV (or, will help them greenwash their gas-guzzling hybrids).

And now the next entry into that group has arrived: the Porsche Cayenne electric, which can indeed be driven without ever plugging in, or gassing up, or even parking in the sun.

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It does have to be parked somewhere specific though: over a pad in your garage. Because this car can be equipped to use inductive charging, right out of the factory.

Inductive charging uses magnetic fields to transfer electrical power, as opposed to conductive charging, which uses a plug. Inductive charging is how phone charging mats work, but in this case, it’s scaled up significantly in size and power.

We’ve seen a few inductive charging projects before, but they’ve always been aftermarket or experimental so far. Or, they’ve been targeted more at commercial or fleet buyers (buses, for example).

There is one mass-produced EV which is rumored to have inductive charging capability, the Tesla Cybertruck, and we know that Tesla is working on a charging pad, which will be helpful if autonomous vehicles ever roll out properly. But nothing has been announced as available yet.

Porsche, however, is ready to announce that the capability is coming to its upcoming Cayenne EV. Porsche has shown off its inductive tech before, but now we got to see it ourselves when we checked out the Cayenne in a studio preview.

Porsche says that its inductive charging system can push 11kW of power, which is plenty for overnight home charging (on the car’s 113kWh battery). It does this at 90% efficiency – not as much as the ~95% of conductive charging, but still quite good. It also requires an extra ~33lbs of coils and wiring onboard the car, which is a significant if not massive weight gain.

To activate the system, the charging pad makes contact with the car via wide-band wireless communication to determine location, then activates when you park in just the perfect spot. The car’s screen shows guide lines to help you find the way to where you need to be – or there’s always the tennis-ball-on-a-string trick if you want to go low tech.

When we tried it out in LA, once we got the system up and running (hot tip: don’t daisy chain two extension cords if you want your inductive charging pad to work), it quickly charged at 11kW, at least according to the in-car system.

The inductive charger includes a lot of safety features to ensure nothing weird happens. Even though it only uses magnetic fields, the mat includes sensors to detect any living or metal objects nearby, it will stop (yes, this includes your cat that likes to sleep under the car, and yes, Porsche gets asked this question often). We saw this happen once in the studio demo, but it quickly turned back on after deciding everything was okay.

The Cayenne will still have its regular conductive charging ports, capable of 11kW AC or 400kW DC charge. But for those who want to forgo the plug, at least at home, the mat is an available option.

That said – pricing and availability are still TBD. The system costs €7k in Europe, plus an electrician, but we don’t know what it will cost in the US yet.

So, there’s still a chance that someone else beats Porsche to the “first” moniker – possibly Tesla, given that it seems to be close to offering an inductive charging system. But there are a lot of hurdles to ensure that the system is reliable in every type of weather and real world situation, and lots of electrical codes to follow. So, it looks like the race is on.

Electrek’s Take

I was quite interested in talking to the engineers about this system, because I hadn’t actually experienced inductive charging in an EV before.

People have been talking about this for a long time, and I used to be excited about the concept of electrified roads where cars could just drive on them and get a charge and never have to plug in.

However, after conversations over the years and experience with how easy driving and charging an EV is, I came to think that inductive charging is mostly a gimmick, and that we will likely rely on conductive charging in the long term (and especially that in-highway charging is a boondoggle that’s never going to be a good option, especially when catenary/pantograph systems exist).

That said, there are still niches and benefits to be had. In a potential fully autonomous future, we’ll need to figure out autonomous charging, and inductive charging could be a good answer for that.

In addition, some drivers do have difficulty with cables. While the NACS cable is much easier to handle than the old CCS cable, an older driver or one with mobility issues might have a hard time plugging in a car. Inductive charging could be good for them.

Or, heck, maybe someone is just lazy. Or doesn’t like cords. And doesn’t mind spending money for these marginal improvements. We can imagine there are Porsche buyers who could fit that description.

I still think the take rate will be relatively low, but it will be interesting to see real world tests of this, how buyers get along with it, and what sort of problems they manage to solve. As much as I’m a skeptic of inductive charging’s usefulness and acknowledger of its limitations, it’s nice to see new things get tried sometimes.

What do you think about Porsche’s inductive charging system? Would you prefer it to conductive charging? How much would you pay to add this option to your EV? Let us know in the comments.

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Hyundai now has Germany’s best-selling EV under €25,000

Published

5 hours ago

November 19, 2025

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Hyundai now has Germany's best-selling EV under €25,000

The Inster, Hyundai’s most affordable EV, is Germany’s best-selling small electric car and top overall vehicle priced under €25,000.

The Hyundai Inster is Germany’s best-selling small EV

After launching the Inster in Europe in late 2024, Hyundai’s smallest and most affordable EV quickly became one of the most popular electric cars in the region.

According to JATO Dynamics, the Hyundai Inster was the 19th most popular EV across Europe in June, outselling the Dacia Spring, Hyundai Kona, and Toyota bZ4X.

In Germany, the heart of Europe, Hyundai’s most affordable EV is making an even bigger impression. Since this summer, the Hyundai Inster is Germany’s best-selling small EV so far in 2025 and just won the Golden Steering Wheel award for best car under €25,000 ($28,900) by AUTO BILD & BILD am SONNTAG.

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Hyundai said the recognition is proof that its vehicles are resonating with buyers across Europe. The Korean automaker will continue expanding its EV lineup, from the small Inster to the three-row IONIQ 9.

The award comes after the Inster was crowned the 2025 World Electric Vehicle at the World Car Awards ceremony in the spring, held during the New York International Auto Show.

Hyundai’s electric city car starts at just €25,000 ($28,900) in Germany. Despite its small size, the Inster delivers up to 370 km (230 miles) WLTP driving range, fast charging (10% to 80%) in 30 minutes, and a surprisingly spacious and feature-rich interior.

The Inster features dual 10.3″ driver display and infotainment screens with wireless Android Auto and Apple CarPlay as part of Hyundai’s digital cockpit.

By 2027, Hyundai plans to electrify all vehicles sold in Europe. The Inster and IONIQ 9 are now rolling out across the region, and Hyundai plans to build momentum with new EVs, including the IONIQ 3, which will go into production in Hungary in the first half of 2026.

In South Korea, Hyundai’s home market, the Inster is sold as the Casper Electric. The compact EV is sold in Japan, Europe, the Middle East, and parts of Asia.

Although those in the US won’t get to see the Inster or IONIQ 3, Hyundai still has one of the most affordable EVs you can get your hands on. With leases starting at just $189 per month, the Hyundai IONIQ 5 is still America’s best deal for an electric vehicle.

Interested in a test drive? We can help you get started. You can use our link to find available Hyundai IONIQ 5 models near you.

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