Drivers opening an EV charging app for the first time today will be presented with thousands of so-called “public” chargers at local car dealers. Once they arrive, however, the store’s customers, store hours, security gates, and Wild West pricing can turn what should be a routine charging stop into a frustrating ordeal. For first-time EV drivers, that doesn’t just reflect poorly on the dealer – it reflects poorly on the EV, itself. And we need to fix it.
UPDATE 05SEP26: another Hyundai store, another $418 bill.
A Clinton Township, Michigan man was charged $418 for a single EV charging session at Elder Hyundai’s Macomb Township store after finding the charger listed as publicly available on the EVgo app, but didn’t discover the charges until after wrapping up his 40-ish minute charging session.
“I was flabbergasted,” explained Stanley Kpenkann, who had been driving a rented Chevy Bolt EV at the time. “Never in my wildest dreams did I think I would be saddled with a bill of $418 for a charging session.”
After calling EVgo to report the error, he found that the exorbitant charge wasn’t a mistake at all – Elder Hyundai was charging customers an eye-gouging $5 per kWh, plus another $5 for every minute connected (emphasis mine).
This, of course, speaks to much larger problems among the EV charging business in particular and car dealerships in general, but reminded me of another, similar story I published back in June. You can watch the ABC 7 news report, here …
Surprise $400 bill from Hyundai dealership charger
… and read the original article, in its entirety, below.
When public charging stations aren’t so public, and why it matters
06JUN2026
The EV industry has spent years counting up how many chargers it’s put in the ground, but drivers experiences count for more, I think – and last week, Plug & Play EV‘s Steve Birkett took to LinkedIn to call out his local Hyundai dealer in Union, NJ for charging a ridiculous $15 per kWh to top off his IONIQ 5 (!).
As bad as that was, Steve’s frustration didn’t end there. While he specifically mentions that Ford stores have been better than most, he says that far too many dealers limit access to their charge ports in service of their inventory vehicles’ and service customers’ charging needs, the gates being closed outside of business hours, and generally underwhelming charging speeds were also called out as issues.
Even worse, he noted that a number of area dealerships that had listed their ports as “public” were actively discouraging public use with signs and stickers designed to turn people away.
Thank you, for nothing
Don’t get me wrong, I understand the libertarian caveat emptor vibe. It’s just not my scene. I’m here to tell you that if there is a loophole in the law that will allow a business to fleece a customer, the franchise auto dealers will find it, and EV charging is no exception.
See, unlike gas stations, EV charge point operators (CPOs) in many states aren’t required to clearly advertise what they’ll charge before a driver plugs in in the same way that gas stations are: with clearly legible signage that’s visible from the street. Without those kinds of regulation in place, it’s all too easy for unscrupulous CPOs to take advantage of EV noobs.
As such, I’l telling you that there needs to be a lot more regulation on these things, and if you’re operating your charge point as, or as part of a for-profit business that absolutely requires them as a cost of doing business (as car dealers are) you should have to go above and beyond in order to qualify for incentive dollars.
And, frankly, it should be incredibly easy for those incentive programs to claw those dollars back if the CPO steps out of line.
It’s not just car dealers
The problem doesn’t end with car dealers. Last month, a Redditor called C1rcuitBoard posted their experience an MES-branded EV charging station in Sycamore, IL – and they didn’t catch on until after racking up a whopping $671.60 electric fuel bill!
“When I charged they were not displaying updated pricing in the app, so I didn’t notice the issue.” writes C1rcuitBoard. “I emailed the company to see if it was a mistake and I could get a refund, (but the company) doubled down, and even sent me their power bill to ‘prove’ they weren’t overcharging me.”
All of this bad behavior targets people who are learning how to navigate a new fuel choice (one that is undoubtedly and objectively and verifiably better for the people and planet) and does so with tools their victims probably helped pay for. Worse, it will probably take a good long while before the people who got fleeced trust that new fuel choice again.
As such, I think it’s time that we, as EV People™, try to come up with some basic ground rules for “public” chargers receiving public funds. Give me your take on these …
- unfettered access – for at least 16 hours/day, public chargers must be prioritized for public use, with inventory, service, or fleet vehicles taking a back seat
- transparent pricing – just like gas stations, CPOs should post illuminated signs with digits 16-24″ tall, clearly indicating per kWh pricing
- cap energy markups – cap the profits at some percentage of real energy costs, and audit the CPOs frequently to make sure they’re in compliance
- an aggressive clawback mechanism – failure to maintain the above standards (and the current NEVI uptime requirements) will result in incentive dollars being pulled, either through utility bills, tax penalties, or some other mechanism the business in question can’t easily escape
… then head down to the comments section and let us know what you think of those ideas, and what sort of rules you think could make a difference in making sure that public charging programs actually serve the public, and not just the CPOs.
Note that we’ve also reached out to Steve and invited him to come share his stories on an upcoming episode of Quick Charge, and if all goes well, we’ll be posting that interview in a few days.
Original content from Electrek, source links throughout; featured image by Ford.
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