EV Charging for Drivers Had Its Best Year Yet: The J.D. Power Numbers Are In and there’s But There’s a Catch
Public EV charging for drivers has a reliability problem. However, the latest data shows that problem is getting smaller.
The J.D. Power 2026 U.S. Electric Vehicle Experience (EVX) Public Charging Study found measurable improvement across the public charging landscape for EV drivers. That progress matters because it arrives while EV sales growth has cooled in the United States.
In other words, the charging story is starting to separate from the sales story.
The EV charging network for drivers is improving even as headlines focus on slower EV demand. Still, the results come with an important warning. DC fast charging is moving forward. Public Level 2 charging is not keeping pace for drivers.
That split could shape the next stage of EV adoption.
The biggest improvement: fewer failed charging visits
J.D. Power surveyed 6,594 battery-electric and plug-in hybrid vehicle owners between January and June 2026.
The study tracks a metric called the non-charge visit rate. It measures the share of visits when drivers arrive at a public charger but cannot charge successfully.
This year, that rate fell to 12%. It was 14% a year earlier.
That is the lowest failure rate in the study’s six-year history.
A 12% failure rate still means that roughly one out of every eight charging visits can end without a charge. Therefore, drivers have every reason to remain cautious. Yet the direction is encouraging.
Reliability is improving. Operators appear to be fixing equipment faster, adding more capacity, and improving the digital experience that starts a charging session.
Those changes can make a major difference for an EV driver who needs a quick stop during a long trip.
The study also shows that public fast-charging satisfaction rose 12 points year over year to 666 out of 1,000. Satisfaction improved across all 10 categories measured by J.D. Power.
Drivers reported stronger results in several areas:
- Charger availability: up 27 points
- Location safety: up 18 points
- Perception of charging cost: up 18 points
The improvement is not just about faster hardware. It also involves the entire charging stop. Drivers want an available stall, a safe location, a clear price, and a simple way to begin.
Automaker-backed networks are setting the new benchmark: EV Charging for Drivers
The strongest results came from networks connected directly to automakers.
Here is how the DC fast-charging providers ranked in the 2026 study:
| Rank | Charging network | Satisfaction score |
|---|---|---|
| 1 | Ionna | 807 |
| 2 | Mercedes-Benz Charging Network | 797 |
| 3 | Rivian Adventure Network | 755 |
| 4 | Tesla Supercharger | 701 |
| : | Segment average | 666 |
| 5 | Red E | 628 |
| 6 | Electrify America | 616 |
| 7 | EVgo | 601 |
| 8 | ChargePoint | 583 |
Ionna topped the index in its first year of eligibility. The network is backed by a group of automakers that includes BMW, General Motors, Honda, Hyundai, Kia, Mercedes-Benz, and Stellantis.
That result deserves attention. Ionna scored 141 points above the overall segment average. Mercedes-Benz Charging Network scored 131 points above average. Rivian also cleared the average by a wide margin.
Meanwhile, legacy operators scored below the segment average.
This does not mean that every station from an older network will disappoint. It also does not mean that every automaker-backed station will work perfectly. Nevertheless, the ranking reveals a clear pattern.
Automakers are no longer treating charging as someone else’s problem.
They have a direct stake in the ownership experience. If a driver struggles to charge, that frustration can affect how the driver views the vehicle brand itself. As a result, OEM-backed networks have a strong incentive to improve site selection, software, customer support, and uptime together.
That is a meaningful shift from the early public-charging model, when drivers often had to manage multiple apps, accounts, payment systems, and inconsistent hardware.
Green Living Guy has covered this broader transition in our reporting on the EVgo Supercharger expansion and the Charge EV Network backed by seven automakers.
The catch: Level 2 charging is moving backward
The strongest part of the report involves DC fast charging. The weakest part involves public Level 2 charging.
Satisfaction with public Level 2 charging fell 12 points to 595.
Drivers specifically cited problems with:
- Payment processing
- Ease of initiating a session
- The general simplicity of using the charger
Level 2 chargers usually deliver less power than DC fast chargers. They work well at hotels, workplaces, shopping centers, municipal lots, and other destinations where a vehicle may remain parked for several hours.
However, drivers may expect these chargers to be easy. Instead, many still encounter unclear instructions, payment failures, blocked spaces, inactive stations, or apps that do not communicate well with the equipment.
That creates a frustrating contradiction.
A driver may find a reliable DC fast charger on a highway corridor. Then, after reaching the destination, the driver may struggle to use a slower charger at a hotel or parking garage.
This is why the charging conversation needs more nuance. The United States does not have one public-charging experience. It has several different experiences based on charger type, operator, location, and vehicle.
Fast-charging corridors are improving faster than daily charging
J.D. Power also found that charger location affects satisfaction.
The highest-scoring DC fast-charging locations included:
- Hotels: 692
- Convenience stores and gas stations: 689
- Restaurants: 688
The lowest-scoring locations included:
- Standalone parking structures: 606
- Dealerships: 570
The reason is easy to understand. A charging stop feels less disruptive when drivers can use the time productively. Hotels, restaurants, and convenience stores offer restrooms, food, shade, and other basic services.
By contrast, a charger in a dealership lot or isolated parking structure may leave drivers with little to do. The site may also feel less welcoming, less visible, or less convenient.
Site design matters just as much as charger speed.
A fast charger in a poorly lit location can still create a negative experience. Likewise, a slightly slower charger near a clean restroom and a reliable restaurant may feel more useful.
The best charging sites recognize that drivers are not only buying electricity. They are also spending time.
The wider network still has work to do
The J.D. Power findings are promising, but they do not erase the problems many drivers continue to report.
Plug In America’s 2026 Annual EV Driver Survey found that 52.4% of non-Tesla EV owners encountered a broken charger during the previous year. That number improved from 62% in 2025, but it remains high.
The two studies measure different things.
J.D. Power’s non-charge visit rate measures unsuccessful charging visits. Plug In America’s figure measures whether a driver encountered at least one broken charger during the year. One driver could encounter a broken charger once and still complete most other charging sessions successfully.
Even so, the message is clear: public charging is improving, but reliability remains uneven.
Drivers should not assume that a charger shown in an app will work when they arrive. They should check recent status information, keep a backup location in mind, and avoid arriving with an almost empty battery whenever possible.
What EV shoppers should do in 2026
The new data offers a practical lesson for anyone shopping for an EV.
Do not ask only, “How far can this vehicle travel?”
Ask, “Which charging networks will I actually use?”
Before buying, map your regular routes. Check the charging networks along your commute, weekend trips, and family travel corridors. Then confirm whether your vehicle can access those networks directly or requires an adapter.
Also consider these questions:
- Which network does the vehicle’s navigation system prefer?
A smooth route-planning experience can reduce stress. - Can you start a session without downloading another app?
Tap-to-pay and plug-and-charge features can remove unnecessary friction. - Are the stations located near useful amenities?
A charger near a restaurant or hotel may serve you better than one in an isolated lot. - What is your home-charging plan?
Most EV owners do most charging at home. Our EV charger buying guide explains important choices, including electrical capacity, charging speed, connector type, and installation. - Will you rely on public Level 2 charging?
If you live in an apartment or lack a driveway, Level 2 reliability may matter more to you than fast-charging performance.
For homeowners, a dependable home setup can reduce dependence on public infrastructure. Green Living Guy’s guide to choosing a home EV charger also covers installation and smart-charging considerations.
The real EV charging story is better: and unfinished
The latest numbers challenge the familiar claim that EV charging is getting worse.
Instead, the data shows that public DC fast charging is improving. Failed visits are down. Satisfaction is up. Automaker-backed networks now lead the rankings. Drivers also report better availability, safety, and cost perceptions.
That is the optimistic part.
The honest part is that the improvement is uneven. Public Level 2 charging still struggles with payment systems and ease of use. More than half of non-Tesla drivers surveyed by Plug In America encountered a broken charger during the past year. Some locations provide a comfortable, useful stop. Others remain little more than a charger in a parking lot.
Therefore, the next phase of charging development should focus on consistency.
Drivers need every type of public charger to work. They need transparent prices. They need simple payment. They need safe sites with reasonable amenities. Most of all, they need confidence that the charger shown on the map will deliver power when they arrive.
The network is moving in the right direction. Now, operators must make that progress feel universal.
