EVgo is the third-largest DC fast-charging network in the US by stall count, after Tesla and Electrify America. It is the only major charging network whose business model is purely DC fast charging — no Level 2, no hardware licensing to hosts. EVgo owns, operates, and maintains every station. That operational focus has produced moderate reliability and a station footprint concentrated in urban and suburban markets.
What EVgo Is
EVgo Services LLC is a subsidiary of LS Power, a US energy infrastructure company. The network was founded in 2010, making it one of the oldest pure-DC-fast-charging networks in the country. It went public via SPAC in 2021. As of mid-2026, EVgo operates approximately 1,000 stations with roughly 3,500 stalls.
Unlike ChargePoint, EVgo builds and operates its own stations. Unlike Tesla, it is open to all vehicles. Unlike Electrify America, EVgo is concentrated in urban and suburban markets rather than highway corridors. This gives it a different profile than the other three networks: strong in cities, thin on interstates.
The regional footprint in the Pacific Northwest and Mountain West skews urban: Denver, Seattle, Portland, Salt Lake City. Highway coverage on I-90, I-84, and I-70 is limited. EVgo is typically not the network for a cross-state road trip in this region.
Current 2026 Pricing
EVgo’s non-member per-kWh rate is $0.28–$0.32/kWh, which is the lowest published rate among the major DC fast networks — before membership. The catch: the baseline rate applies to shorter sessions, and some stations add a session fee.
EVgo+ membership at $6.99/month reduces rates further. The membership also includes free charging minutes when you initiate a session through certain automaker partnerships (GM Energy, Nissan, Volvo, and others offer co-branded EVgo accounts with included charging).
| Charge type | Non-member | EVgo+ ($6.99/mo) |
|---|---|---|
| DCFC (standard) | $0.28–$0.32/kWh | ~$0.22–$0.26/kWh |
| Session fee | $1.00 at select sites | Waived |
| Idle fee | $0.40/min after 10 min | Same |
| Automaker partner rates | Varies | Varies |
Automaker partnerships are EVgo’s differentiator. If you own a Nissan, GM, BMW, Volvo, or Mercedes EV, check whether your automaker has a co-branded EVgo agreement — you may have included charging credits you are not using.
The App and Account
The EVgo app handles session initiation, payment, and account management. Credit card tap-to-pay is available at most EVgo hardware. The RFID card option is available but rarely necessary.
The app’s station availability display is accurate at most locations. Start and stop times are straightforward.
For automaker partner users: your manufacturer’s app or in-car system may initiate EVgo sessions directly without opening the EVgo app. This varies by automaker implementation.
Connectors and Compatibility
EVgo DCFC stations use CCS (SAE J1772 Combo 1) as the primary connector. Most EVgo stations also include CHAdeMO, making EVgo one of the better options for owners of older Nissan Leaf and Mitsubishi Outlander PHEV, which use CHAdeMO.
If your vehicle has NACS (Tesla, or 2025+ Ford/GM/Rivian/Polestar), you need a NACS to CCS adapter to use EVgo. Tesla-manufactured vehicles can also use EVgo through the Tesla app’s “Other Networks” feature with the physical adapter.
CHAdeMO support is meaningful at EVgo because many other networks have quietly dropped CHAdeMO stalls as the older Nissan Leaf fleet ages out. EVgo maintains CHAdeMO for now.
Reliability — The Honest Section
EVgo sits in the middle of the reliability distribution. It is better than Electrify America’s documented 2019–2022 problems and better than the worst ChargePoint host sites. It does not match Tesla’s network-level excellence.
Recurrent Auto’s 2025 data put EVgo uptime at approximately 92–94%, similar to EA’s current standing. Independent audits by the Federal Highway Administration (as part of NEVI program monitoring) found EVgo stations performing adequately at funded locations.
The specific issues to know:
- Urban density: EVgo stations in city centers have higher utilization and more wear. A single broken stall at a 4-stall urban station means 25% capacity loss. Multiple EVgo stations in cities have single-stall or 2-stall configurations — the math on redundancy is not in your favor.
- CHAdeMO maintenance: The CHAdeMO stalls at EVgo stations get less use and, anecdotally, less maintenance attention. If CHAdeMO is your only option, check PlugShare check-ins.
- App-side failures: EVgo has had app-authentication failures that prevent session initiation. The credit card tap option is the workaround.
- Station age: EVgo’s oldest hardware dates to the early 2010s. Some legacy installations are slower and less reliable than the network’s newer equipment.
The honest summary: EVgo works for urban charging when it is the most convenient option and your alternative is a longer drive to EA or Supercharger. For road trips through rural areas, EVgo is not the right network to plan around.
How EVgo Compares
| Feature | EVgo | Tesla Supercharger | Electrify America | ChargePoint |
|---|---|---|---|---|
| Max speed | 350 kW | 250 kW (V3) | 350 kW | 62.5 kW |
| Connector | CCS + CHAdeMO | NACS / Magic Dock | CCS + CHAdeMO | J1772 + CCS |
| Non-member rate | $0.28–$0.32/kWh | $0.42–$0.49/kWh | $0.48/kWh | Host-set |
| Membership | EVgo+ $6.99/mo | None | Pass+ $7.99/mo | Credits program |
| US stations | ≈1,000 | ≈2,000 | ≈1,000 | ≈37,000 |
| Reliability | Moderate (93%) | Best in class (99%+) | Acceptable (94%) | Operator-dependent |
EVgo’s pricing advantage is real: the non-member $0.28–$0.32/kWh is the lowest published rate among the three public DC fast networks. The catch is session fees at some locations and the lower station count for highway use.
On speed, EVgo and EA both offer 350 kW. Your vehicle determines whether that matters. Most CCS vehicles in 2026 accept 50–150 kW; the 350 kW ceiling is relevant mainly for the fastest-charging platforms (Hyundai Ioniq 5/6, Kia EV6, Porsche Taycan, Lucid Air, some Mercedes).
EVgo Coverage by State
EVgo’s Pacific Northwest and Mountain West footprint is city-focused.
| State | Approximate stations | Primary locations |
|---|---|---|
| Colorado | 25+ | Denver, Boulder, Colorado Springs, Fort Collins |
| Washington | 15+ | Seattle metro, Bellevue, Tacoma |
| Oregon | 12+ | Portland metro, Eugene |
| Utah | 10+ | Salt Lake City, Provo, Ogden |
| Idaho | 5+ | Boise |
| Montana | 2+ | Billings, Missoula |
| Wyoming | 2+ | Cheyenne, Casper |
Highway-corridor coverage is limited. If your route runs Seattle to Spokane via I-90, or Denver to Grand Junction via I-70, EVgo is not the network to plan around. For urban charging in Denver, Seattle, or Portland, EVgo is a viable option and often has stations in convenient locations the other networks miss.
For full station locations, see the Colorado, Washington, and Oregon state hubs.
The Bottom Line
EVgo has the lowest published per-kWh rate among major DC fast networks and the best CHAdeMO coverage. Its automaker partner programs offer genuine charging credits for some vehicle owners. The urban concentration means it is useful in cities and less useful on interstates.
Plan around EVgo for city charging when it is convenient and the price matters. Do not plan around it for highway charging in the Mountain West — the station count is too thin in rural corridors. Check recent PlugShare check-ins before relying on any EVgo station for a critical stop.