Evotrex-PG5 Electric RV 27-min Walkthrough: A Rolling Powerhouse

[TexasDev]

How about iGen8200TFC or the iGen11000DFC?

11000 is lowest size you can go and still get full level 2 if you run on propane.
You're going to want a running power of at least 9000w

Bare minimum is running power of 8000w to max out mobile connector, but you want some headroom to be nice to your genny. Power draw = 32A (max mobile connector amps) × 240V = 7,680 watts (7.68 kW)

But main thing is to have a generator with an inverter and 240v 14-50r outlet.
You don't have to max out the mobile connector, but it's more fuel efficient to and of course less time to charge.

Both of those generators will work, and those are my favorite. They are the lightest weight for their class and very quiet. The 8200 you will have to dial your charge speed down though.

https://generatorbible.com/

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[HaulingAss]

I think some people are unaware of how quickly DCFC stations are being installed. It's quickly becoming a non-issue. You don't bring a generator or DCFC station WITH you, you use a public one! By the end of the decade there will be more than triple the number of DCFC opportunities there are now.

Some people have a really difficult time getting out of the gasoline/diesel internal combustion state of mind!

 

[Nice2CTu]

Grok agrees with you:
Yes, DC fast charging (DCFC) stations are actively being installed across the United States at a record pace, driven primarily by private companies with some support from federal and state programs.

Recent Growth (2025–Early 2026)
In 2025, U.S. networks added more than 18,000 new DCFC ports (a roughly 30% year-over-year increase from about 14,000 in 2024). This marked the largest single-year expansion on record, with Q4 2025 alone seeing nearly 5,800 new ports.

By the end of 2025, the total public DCFC port count surpassed 70,000. As of early April 2026, it reached approximately 71,400 ports across the U.S. (per the Department of Energy’s Alternative Fuels Data Center).

Deployment continues into 2026, with forecasts for another 19,500+ new ports this year, potentially pushing the total toward 90,000. Growth has averaged over 1,000 ports per month recently.

Key Players and Trends
Tesla Superchargers remain the largest network (over 35,000 ports as of early 2026), accounting for a significant share of new additions. Many are now open to non-Tesla EVs via NACS connectors or adapters. Tesla continues expanding with high-power V4 stations.

Other major networks include Electrify America, EVgo, ChargePoint, and emerging players like Ionna and Universal EV Chargers. Retail giants like Walmart have rapidly scaled (reaching over 200 ports across dozens of stores in recent months).e2266c
Stations are getting larger on average, with more ports per site, higher power levels (including 500+ kW), better reliability, and amenities (e.g., canopies, rest areas). Utilization rates are also rising alongside deployment.

Where Are They Being Installed?
New DCFC stations are appearing nationwide, often at:
Highways and travel corridors (for long-distance trips).
Retail locations (Walmart, shopping centers, convenience stores).
Gas stations, truck stops, hotels, and rest areas.
Urban and suburban sites for daily use.

Growth is broad but strongest in high-traffic or underserved areas. Private investment dominates, with companies partnering at existing commercial sites for faster rollout.

Role of Government Funding (NEVI and Others)
The National Electric Vehicle Infrastructure (NEVI) program (part of the 2021 Bipartisan Infrastructure Law) aims to build a network of DCFC stations along major highways (at least four 150+ kW chargers every 50 miles on designated corridors). Progress has been slower than initially hoped due to permitting, contracting, and policy reviews, but states continue awarding funds and opening stations. NEVI represents only a small fraction of total deployments—most growth comes from private operators. Some funding disbursements faced pauses or reviews in 2025, but private momentum has sustained rapid expansion.

You can track real-time locations and availability via tools like the DOE’s Alternative Fuels Data Center (afdc.energy.gov), PlugShare, or network-specific apps.

Overall, DCFC infrastructure is expanding faster than many expected, helping reduce range anxiety even as EV adoption evolves. If you're looking for stations near a specific area (e.g., Atlanta or along certain routes), let me know for more targeted details!

 

[TexasDev]

I think some people are unaware of how quickly DCFC stations are being installed. It's quickly becoming a non-issue. You don't bring a generator or DCFC station WITH you, you use a public one! By the end of the decade there will be more than triple the number of DCFC opportunities there are now.

Some people have a really difficult time getting out of the gasoline/diesel internal combustion state of mind!

It isn't about the highway in the future. It's about boondocking multiple days and going remote places today.

I'll talk about future options for future road trips. Not today.

Yes my CT is perfect on the highway. But I go out to the mountains and the desert a few times a year. There's a 100 mile in gap. It will take a decade to be filled if ever. Plus sometimes I want to be 3-5 days out there and use my CT as a power supply.

That is my scenario. Not just driving on the highway, that is solved imo.

 

[Urander]

It isn't about the highway in the future. It's about boondocking multiple days and going remote places today.

I'll talk about future options for future road trips. Not today.

Yes my CT is perfect on the highway. But I go out to the mountains and the desert a few times a year. There's a 100 mile in gap. It will take a decade to be filled if ever. Plus sometimes I want to be 3-5 days out there and use my CT as a power supply.

That is my scenario. Not just driving on the highway, that is solved imo.

We’re thinking the same! We’re considering doing the White Rim Trail, but this R1T used 107 kWh, and our truck already has about 7% degradation after 50k miles, so it’s probably closer to 114 kWh at a full charge. Just trying to play it safe or have a backup plan

 

[HaulingAss]

We’re thinking the same! We’re considering doing the White Rim Trail, but this R1T used 107 kWh, and our truck already has about 7% degradation after 50k miles, so it’s probably closer to 114 kWh at a full charge. Just trying to play it safe or have a backup plan

If you have an ounce of skill at efficient backcountry road travel by EV, you will complete the trail with a substantial amount of reserve power left. The trail is not technical or particularly difficult, at least not in typical dry season weather conditions.

Did you notice the poor lines the Rivian driver chose when doing the climbs they captured on video? In places it looked like he was taking poor lines on purpose to make the Rivian look like it was struggling. Inexplicable. I don't think even a total novice would pick such poor lines naturally. It also wastes energy when the driver doesn't have any natural backcountry driving skills.

In a Cybertruck loaded just with two people and basic camping supplies, I would probably only air down to 40 psi in such conditions. I would sacrifice a little bit of ride smoothness for more reliability and better efficiency. Most of the route is smooth and relatively level and the Cybertruck already has a very nice ride off-road compared to other off-road capable vehicles.

 

[Eka]

It isn't about the highway in the future. It's about boondocking multiple days and going remote places today.

I'll talk about future options for future road trips. Not today.

Yes my CT is perfect on the highway. But I go out to the mountains and the desert a few times a year. There's a 100 mile in gap. It will take a decade to be filled if ever. Plus sometimes I want to be 3-5 days out there and use my CT as a power supply.

That is my scenario. Not just driving on the highway, that is solved imo.

The reason I'm considering trying to stuff as many solar panels onto the roof and awning of a back is because I want to take week or longer trips deep into places far from civilization. I can see how to put 9 425 Watt solar panels, but it has more increase in frontal area than I like. It would provide enough recharge each day. If I can recharge 10 to 15 kW a day, I consider that enough. I can always pack more food and water. Heck, I always go out with three weeks worth even if I only plant on being out one week.

I'd love it if I could directly charge the high voltage pack. Considering I can't, I'm going to charge a battery bank. Once it gets to 60% or so, I start charging the CT. Then a controller will tune the CT charge rate to put all solar into the CT, and keep the battery in the 40% to 60% range. The only part of that control loop I don't know about is the CT AC charge rate control. I can get the solar charge rate from any Victron compatible solar charger, and Victron compatible batteries can have their charge monitored. Add a Raspberry Pi with the right interface electronics and software and it can be controlled.

When I cook, I can use the battery to absorb the solar. Then charge at a faster rate to get the battery back down into the 40% to 60% range.

As I see it, an inverter that can output 1.5X to 2X the maximum solar charge rate is needed. The battery bank then needs to be big enough to be able to supply it with enough current.

PS: I've long figured if somebody else could do it, I could too if I could find out what they knew.

 

[mongo]

The reason I'm considering trying to stuff as many solar panels onto the roof and awning of a back is because I want to take week or longer trips deep into places far from civilization. I can see how to put 9 425 Watt solar panels, but it has more increase in frontal area than I like. It would provide enough recharge each day. If I can recharge 10 to 15 kW a day, I consider that enough. I can always pack more food and water. Heck, I always go out with three weeks worth even if I only plant on being out one week.

I'd love it if I could directly charge the high voltage pack. Considering I can't, I'm going to charge a battery bank. Once it gets to 60% or so, I start charging the CT. Then a controller will tune the CT charge rate to put all solar into the CT, and keep the battery in the 40% to 60% range. The only part of that control loop I don't know about is the CT AC charge rate control. I can get the solar charge rate from any Victron compatible solar charger, and Victron compatible batteries can have their charge monitored. Add a Raspberry Pi with the right interface electronics and software and it can be controlled.

When I cook, I can use the battery to absorb the solar. Then charge at a faster rate to get the battery back down into the 40% to 60% range.

As I see it, an inverter that can output 1.5X to 2X the maximum solar charge rate is needed. The battery bank then needs to be big enough to be able to supply it with enough current.

PS: I've long figured if somebody else could do it, I could too if I could find out what they knew.

The OpenEVSE ecosystem allows for dynamic charge current control, rather than needing to control the truck's draw.

Would the PV-DC-battery-DC-AC conversion loss exceed PV-DC-AC plus vehicle active drain? If not, going full inverter power when charging might be more efficient than limiting to solar production rate.

There are modules available to turn 48V LFP into a CCS/NACS output for mostly (non vehicle modification) direct charging, but that probably isn't worth the effort unless you need > 11kW charge rates.
Power Conversion: https://store.advantics.fr/3-power-conversion

For portable solar, have you looked at flex panels? Cuts down weight and volume while traveling. More of a sit and charge solution versus drive and collect.

 

[Eka]

The OpenEVSE ecosystem allows for dynamic charge current control, rather than needing to control the truck's draw.

Would the PV-DC-battery-DC-AC conversion loss exceed PV-DC-AC plus vehicle active drain? If not, going full inverter power when charging might be more efficient than limiting to solar production rate.

There are modules available to turn 48V LFP into a CCS/NACS output for mostly (non vehicle modification) direct charging, but that probably isn't worth the effort unless you need > 11kW charge rates.
Power Conversion: https://store.advantics.fr/3-power-conversion

For portable solar, have you looked at flex panels? Cuts down weight and volume while traveling. More of a sit and charge solution versus drive and collect.

Thank you. I'd forgotten about OpenEVSE. I'll look into it.

I could make a DC to DC charger. I'm just not sure I want to take on such a project at this point. I've designed working very high power sensorless switched reluctance linear motor controllers in the past.

I've looked at flex panels and am considering some. The problem with most of them is they put the junction box on the front. That messes up making thin drawers of solar panels. I can take a glass mounted solar panel out of it's frame, and put it into my own frame and come up with as compact of package. The weight difference between them isn't much when you consider the flexible panel needs a full sheet of metal under it and the glass panel only needs a perimeter frame. Then when one considers the gains of bifacial allowing less panel area. Lots of tradeoffs.

 

[REM]

What if you want to stay out there long and ran out out gas? Your engineers are not motivated enough to create a good enough solar system to stay off grid longer. Still using ICE engine is just lazy design. This will likely sell to Rivian and other ICE truck buyer. If I could build my own 3.5kWh of solar wings with a 60kW battery pack on my CT. I am sure your engineering team could too.

It probably has enough storage space if you want deployable solar.

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