Electric vehicle advocate, posting updates on life with an EV and development of the surrounding infrastructure. Currently driving a 2022 Hyundai IONIQ 5 AWD Limited and 2020 Chevy Bolt EV Premier. Formerly a 2017 Bolt Premier, with a Chevy Volt PHEV and Tesla Model 3 LR in the wider family.
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Great discussion as always guys! Bolt EUV AND Bolt EV NJ household here and I’m with Eric, from personal experience, upfront price of car was the driving factor for us going for EVs and the Bolts… and hotel ac charging would be nirvana for road trips ! Like a Tesla like bank of them! One can dream…
Road tripping across I10 (southermost east-west interstate) is fine even if you're just counting EA. We've done Austin to Ft Lauderdale round trip twice. Anything North of that, I can't speak to.
@@thenetworkarchitectchannel I didn't think about this when I initially commented, but I also have the long range Ioniq 5 so I may not have a good handle on how far apart chargers feel to those with less range.
We've seen very little of the vandalism/copper theft here that other areas have seen, but I agree that any solution that's out of sight is also out of mind, which has to be a good thing on several fronts.
I have three years of free charging with another provider, so a few bucks here and there is not a big deal at all when on the road. This session was simply to show the facility in the middle of NYC. Most of my charging I don't even think about. Just wake up to a full charge or plug in while shopping. Hybrid would mean I have to go to a dedicated fuel station every week, rather than just charging while I sleep. I left that weekly errand behind eight years ago
@@plugandplayEV 90% of nyc drivers don’t have home chargers they go this places to charge and if it cost more than gas car what’s the point to buy expensive EV
Rideshare drivers who get a discount. Affluent residents who want the latest tech and don't care much about fuel prices (hybrids have poor performance, which wouldn't attract those buyers). Honestly, this is just a pilot site to test the tech and pricing will change accordingly. The more promising tech for cities, to my mind, will be the curbside slow chargers that will bring home charging to apartment residents. As someone who lived in NYC for six years, I'd prefer not to own a car there at all, regardless of drivetrain. It's a hassle, parking is expensive, and the public transport options are more than sufficient to get around the city. When we needed a vehicle, we simply rented in New Jersey and avoided the city altogether.
@@plugandplayEV im just saying it's not worth it @ this price of charging getting EV which cost 10-20k more to buy. and try resale those see how much you will get it .....
Sure, I think your point holds up well for budget-conscious city dwellers who would likely find a hybrid more convenient when they can't charge at home. No driveway and reliant on public fast charging is about the worst case you can find for a pure BEV right now. On the pricing side, though, there are increasingly excellent deals on some models that put them right in line with an equivalent combustion model. Leases, in particular, are extremely popular and at parity or cheaper than something like a Rav 4 or Telluride. For the millions of buyers who have access to home charging and will never need to use a facility like this, it's the EV that will come out cheaper over the lifetime of the vehicle.
No, Hyundai hasn't activated the P&C functionality in any of its EVs yet. The closest thing we have is Autocharge+ with EVgo, which is activated on the network side and works well with their chargers. I tend to activate all EA sessions through the app, either on my phone or via Android Auto.
I've driven both when shopping used (key point here when they are comparatively priced, it is easier to decide). I choose Volvo because: Issues I kept hearing about with a Volvo vs a Hyundai seemed better. Dealership experience went to Volvo on the sales side. We will see about service but I have experience with Hyundai service on the ICE side and it wasn't great. I preferred the infotainment in the Volvo and loved the HK soundsystem. Felt the design was slightly better on the Volvo and the build quality seemed sturdier here as well. Driving dynamics: Volvo by a slim margin. I would like to choose my regen on the fly, but recently learned I can update that by asking google to do it instead of touching anything. Suspension and steering seemed tighter and firmer in the Volvo vs a SEL.
Hey guys. Model Y and Leaf driver here from Phoenix. I have been following Eric for years and love his station reviews. I really like that Walter is carrying the torch. You guys are doing much to help the community. Eric, Steve, and Walter. You guys rule. For Walter, I was thinking these providers may be growing enough to make your list that you track: EVCS, Flo, Red E, EV Gateway, BP Pulse
I think there are pros and cons to dealerships and direct sales. Direct sales makes the purchase process much easier than dealerships, no question about that. I’ve been involved in the purchase process of 4 Teslas, and the ordering part is great. Super easy. Delivery, when Tesla doesn’t have your vehicle in stock, is _awful_ . You never know when you’re going to get your car, it basically never happens when they say it will. If you run into any issues at all, good luck getting anyone to help, especially now that Tesla has slashed their staff. Our local Tesla location went from 6 sales people on the floor at a given time to 2. Service is similar. After sales support is nonexistent. With a dealer, the purchase process sucks because, despite the fact that literally everyone hates dealing with being pressured to buy aftermarket warranties, silly paint coatings, interior coatings, etc., they still do it. Probably because there is enough profit on it that even if they can only find one sucker per day, it more than pays for itself on the dealer’s end. Dealer markups suck too, but at least they’re negotiable and you can shop around. With all of the direct sales EV manufacturers, the price is the price. Tesla marked up their vehicles at a company level _substantially_ during the post-COVID craze, just like a lot of dealers, but there is no chance to avoid that markup like you can with a dealer. I bought my Ioniq5 at MSRP at the peak of the post-COVID craze, when the cheapest Model Y cost $7k more than my Ioniq5 Limited (due to the Tesla corporate markup at that time), because I was able to shop around and find a dealer that wasn’t marking them up. Service experience is another pro-dealer thing. Tesla has gotten a lot better in that regard, but Rivian and Lucid still have nearly nonexistent local service centers unless you live in a very specific area. Dealers for “legacy” brands tend to be a lot more accessible, although admittedly the service experience can still be questionable for EVs (but has gotten much better). I think the best option would be a combination of both. Availability of online sales to buy the car, but the dealership to be able to go and see/test drive your specific car, be able to go and ask questions, get service at the same local location, etc. My local Tesla location is literally a dealership. It used to be a Pontiac/Buick dealer back in the day, and more recently a Nissan dealer. It’s sales and service in one building, and they have a bunch of inventory vehicles on the lot. It should be the ideal combination that I mentioned, but the entire building is massively understaffed as I mentioned earlier.
Great discussion as always. I think you guys should look at the charging infrastructure in Europe and China to see how they are doing it. They have a more mature infrastructure and EV ownership and gives insights about how the US might look.
My 2nd biggest concern with DC fast charging infrastructure right now is that rural areas see no love, even if they a major interstate or travel route running through them. Biggest gripe is station reliability. Even on I5 through Oregon, there are fairly large gaps between high power chargers (excluding 50kw and single charger locations, which aren’t very viable for road trips in modern evs). There are also huge, huge issues of existing charge locations that are broken, which I personally experienced the huge gap through Northern CA (that I resolved by charging at a BP Pulse charger, but it was a single charger locations). Something I’d challenge you all to do is pull up a map of the USA with DCFC 150+kw and look at what roads go through the gaps. If you’re traveling between one major city to another on a major interstate, especially on the east coast, things are pretty easy. If you look at the middle of the country or slightly in from the west coast (east of I5) then there is still a _ton_ of work to be done. Travelling from Boise, ID to the next major city in Oregon (Bend) along the main highway (Hwy 20) is nearly impossible unless in a Tesla (recently opened SC in Hines, OR). There is *1* single 62kw CCS charger for that 320mi gap. If you own a CCS car that doesn’t have SC access, you either have to hope that 1 charger is working and available, or take a huge, multi-hour detour. Same issues in central and eastern Washington and even CA to some extent. I consider myself to be a highly skilled EV driver, far better than average, and there are large areas of the west coast that I’m not sure how I’d get to in an EV. I even ran into an issue last winter where the major path between where I was and my home was closed, and I couldn’t drive the huge gap necessary to do it on the back up routes. I literally couldn’t get home. Luckily the hotel I was in was cheap and I didn’t get stuck somewhere. People don’t want to just drive between major metros, they want to drive into the country as well, so lots of work to be done there. Even if the SC network suddenly becomes entirely available, that doesn’t fix the issue entirely because it creates all sort of new issues (like the cables being too short, leading to people blocking multiple chargers, people not having adapters, not having accounts, etc.) That said, I would *love* to see Tesla open up SCs in rural areas where there aren’t other charging options. Those SCs might not see a ton of use from Teslas, but opening them up to everyone in those areas could be a game changer for non-Tesla owners and substantially increase utilization of otherwise underutilized SC locations. The need for L2 charging where people live _cannot_ be stressed enough. I see complaints constantly about people using fast charging and SC for their daily use, especially ride share and delivery drivers. Most delivery drivers should be able to drive all day on a single charge (I know I was able to) and a lot of rideshare drivers should be able to as well unless they’re working across an unusually widespread area. Beyond that, being able to own your own home is becoming more and more difficult as home prices continue to spiral out of control. Most people are not going to buy an EV if they can’t charge it reliably at home or where they work. Absolutely there needs to be regulation for EV charging at high density residential, probably 1 plug for every 10 people. There also needs to be L2 charging at basically every hotel, as that would significantly reduce the need for DCFC on road trips, especially in rural areas where a road trip might only be 3-400 miles a day (due to slower speeds). Big companies also need to prioritize L2 charging. I would for a massive, international tech company that has a major presence in the PNW. Tech bros love EVs, I see tons and tons of EVs of all varieties on campus. I think we have maybe 15 EV chargers for a campus with 20,000+ employees. I work during night shift when it’s mostly technicians and not the engineers who drive EVs, so I can usually get in to charge, but during the day? Forget it.
Yes, I'm definitely familiar with the issues in Northern California and Southern Oregon. I-5 is at least covered on paper, but as you said, after filtering out the <150 kW stations, the pickins get pretty slim. If one or two of those sites go down, it's hundreds of miles without coverage. And the rural/scenic country highways become impassible. Sadly, the only options are traveling like it's pre-2012, skipping from RV park to RV park.
Great discussion, I do wish hotel AC charging would have been mentioned as it also contributes to improving public perception about EVs. It shows travelers that road tripping an EV with an overnight charging stop makes EV travel just as convenient as driving near your home. I think the biggest barrier to EV adoption is lack of public understanding regarding charging. Multi-unit dwellings and areas with only on-street parking are also areas of concern that were touched upon in the discussion. Overall, it just needs to be easier to charge overnight whether you're staying in a hotel, live in an apartment, or live in a house. Travel corridor DC fast charging is well on its way to being solved, although there is still work to be done. But as the statistics say, few people road trip long distances more than once or twice a year.
Definitely. I think we were trying to stick to DCFC, but AC charging keeps popping up because it is such a huge x-factor. L2 AC charging is another reason I think we are at risk of overbuilding DCFC infrastructure. If all multi-unit dwellings and residential areas with street parking were required to have L2, the number of DCFC required in cities would drop. Likewise, charging at hotels/motels would reduce the need for travel chargers, and as you noted, the level of awareness it would build would be significant.
As is all too common, we have many press releases and not much actual hardware getting installed. It seems the promise of hotel charging is always on the horizon. I stopped at one location that was a Choice Hotels that too had a press release about EV charging at their properties, but the desk clerk says all the Choice Hotels are privately owned so the corp can't really do anything the owners don't want to pay for. I thin in that case, there was just a deal where hotel owners could buy from corp at a discounted rate due to the deal that was made. Hopefully as some point things will change. One bright spot. The Walt Disney World resort in Florida has been adding charging at many of their hotels. Maybe the industry will catch on too.
We are nowhere near overbuilt. There are two 50kw charging stalls in Bluff, UT, otherwise nothing in the 4 corners area these are major travel routes that are impossible in an ev between major national parks like Arches, the Grand Canyon, Zion and Bryce.
I agree. Even Tesla has large gaps off the Interstate corridor in states like Nevada, Kansas, New Mexico, and Utah. The few Tesla stations in the Four Corners region are 10+ year old early Version 2 Superchargers, some still at only 120 kW max.
If businesses and employers would install L1 and L2 charging in parking lots much of this congestion should start to clear up in the metro areas where people are still trying to use DCFC like a "gas station". I won't say road trip is overbuilt until we finally have redundancy and competition on those major corridors. Get off the major corridors and into rural America there are lots of places with ZERO charging yet.
Yes but only high power 48-amp stations in areas like grocery stores. You must remember that commercial areas have 208/120 volt power and not 240 volts. So 48 amps will only deliver about 10 kW of power instead of around 11 kW in residential areas. 30 or 32-amp AC chargers are out of date and should no longer be installed in public since you only get 6 kW of power.
A really insightful episode, gentlemen. Walter’s and Eric’s observations are spot on about how the road trip-bias in media and RU-vidrs overlooks the need for people who are tenants in MUDs and older dwellings that cannot support L2. I meet many people in the city of Detroit who are eager to adopt EVs if they had access to nearby charging facilities where they don’t have to leave their cars overnight.
Agreed, AC charging needs to be prioritized more and hopefully local electrical utilities can help out. It is a lot easier & cheaper for them to install a bank of AC chargers than even one 50 kW DCFC due to the power draw and need for transformers. Utility coordination can hopefully mean fair or reduced charging rates, especially overnight or during times of low electrical demand. We need charging wherever people park overnight, absent that then wherever they park their cars during most of the day (workplace charging). Then after that, high speed AC (10-20 kW) or low speed DC (25-50 kW) where people shop or run errands.
Definitely. I won't deny the fact that the early adopters of EVs are more likely to travel and make longer trips than the average driver; however, we still need to reach and support those average, typical drivers.
IMHO, the vast majority of DCFC is needed by daily grind EV drivers who can not charge at home. This need will only increase over time. I am not sure what the answer is, but perhaps the c-store industry will step up.
I believe Walter said that the mostly likely thing to happen is that EV infrastructure deployment will fracture based on state/local government political leanings. So progress will continue in some areas and progress may halt in other areas. The private market will continue to do its thing, but that means underinvested/underserved areas will continue to be ignored.
Republican controlled areas also tend to be the poorest and rural areas, so the investment/incentive to build the infrastructure will be stopped in the places that could use it the most
@@ouch1011 That is likely, except for busier travel corridors that link major metro areas - those will likely continue to see private investment. Today the I-90 and I-94 corridors throughout Montana, Wyoming, North and South Dakota suffer from lack of EV infrastructure investment. Even Tesla has mostly 10+ year old sites in South Dakota.
The political aspect is a bit more nuanced than that, and I wouldn't hold any individual citizen, constituent, or voter responsible for the actions of their party or elected representatives. Being brutally honest, most registered Democrats would be horrified if they were held responsible for what the elected members of their party have done in office. Specifically with EVs, the Biden Administration has been disingenuous when it comes to the charging infrastructure, and they are attempting to take credit for the infrastructure that had already been built prior to the Infrastructure Act (which was bipartisan, by the way). I personally think we're past the point where we need government help to promote EVs, but we still need the government to not offer resistance or continue to heavily subsidize the fossil fuel industry.
Ohio is leading the federally funded side with a Republican governor and during an election year. The elephant in the room for EV deniers (on either side of the aisle) is that massive private investment that dwarfs any federal funding so far was - and is - committed to everything from battery manufacturing to vehicle production, charging infrastructure, and battery recycling across North America. In the US, a lot of that investment is going to communities in the Southeast and Midwest that have been negatively impacted by combustion-related jobs disappearing. Not to say that it's not possible to work against the EV transition, as Florida's failure to spend funds is showing, but it's very much a cut off the nose to spite the face act at this point. Mostly election rhetoric, hopefully.
I drive through a lot of Tesla SC dead spots cross country rural areas. There are some DCFC CCS chargers sporadically and typically the 50kw to 62kw variety. Having the CCS to NACS adapter is going to be mandatory equipment. I decided this week to make the switch from the Bolt to a M3 and the first thing I did was order the CCS to NACS adapter. I will be road tripping in a couple of weeks and going to put it to use.
States need to speed-up NEVI RFI process and get contracts written. Need to cut the red tape and move forward. Drove through Ohio recently and the sites along I75 have all broken ground and 2 are just about ready to commission ⚡️
This is a very helpful video, but also discouraging: This means if you live in area's of the country where it can still be over 95 degrees easily even at night from Mid May to Mid September, in Arizona, Nevada, (alot of Texas) and a lot of Southern, CA your not going to get normal charging speeds, not even close, and unless you have a garage that is air conditioned, charging at home on your level 2 charging, we'll probably take twice as long. (I doubt if the public charging on DC fast charging when it's over 105 degrees during the day is even capable of charging more than 10 minutes if at all based on this video, have you noticed how there is not a single youtube video of DC fast charging under these conditions for the 2022 and later models of the EV6 or IONIQ 5)
Thanks for the thoughts. We've had mid-90s here in the Northeast several times over the past few weeks and haven't observed significant throttling while fast charging. Same on the 2022 road trip through KY/TN/NC, when temps got into the hundreds. At least for the E-GMP models, subsequent tests show that full power is still available for at least half the session, which equates to getting well past 50% SOC. If throttling does kick in, the choice is then on the driver to decide whether the time to target charge (usually 80%-90%) is worth waiting, or to unplug and move on to the next destination. If the latter, the battery coolant has typically done its job by the time you next plug in and the process starts again.
@@plugandplayEV Thank you for the detailed response, it's one of the bright spots of good intel giving me hope in these difficult times, I wonder if over time we could gain enough feedback and data from DC fast charging on the 2022 IONIQ 5 or 2022 EV6 models, when done in the evening out of direct sunlight, to see how much faster the charging speeds improve, even when it's in the high 80's to mid 90s after 8PM, which is still very common, in Palm Springs, Phoenix, Las Vegas, and a few other big city's, in fact Las Vegas broke there own record yesterday topping out at 120 degrees.
Recurrent for EV Owners 0:46, how does this work? How is data from my EV transferred to Recurrent? How are the 'Monthly Reports' shared with owners? Is there a fee (monthly, annual, lifetime, etc)? Does giving Recurrent access to our EV data have any warranty implications? How is EV owner data protected/anonymized? Very hard to find answers to these basic questions about what seems to be a very helpful service.
Thanks for the questions. Answers in order: 1) Recurrent connects to thevehicle over the air via the EV manufacturer's connected services. So for me, I log in via the Hyundai Bluelink connection, grant read access to Recurrent via Smartcar, and they can ping the car for the data points they need (% SOC, charging activity, range estimate, and odometer). If I recall correctly, this happens twice a day. 2) The monthly report comes in the form of an online PDF, which is delivered via email with a link to the online report within a few days of the start of a new month. 3) There is no fee for owners to connect data or receive reports. 4) No impact on warranty. You're simply granting third-party access to connected vehicle data, as you would with Google Home, Amazon/Alexa etc. to hook up to smart home devices. 5) Recurrent's security steps are detailed here: support.recurrentauto.com/en/how-do-recurrent-and-smartcar-protect-my-information
My Tesla is dramatically better than any gas car I've ever had in the winter. I'm in Minnesota so it's as cold as it gets here. It drives exactly the same in extreme cold except I can't accelerate to 60 in 3.2 seconds if the battery is cold. It's more like 5 seconds. I'm ok with that. I warm it up remotely in the garage with the garage door closed within seconds. I couldn't do that safely with a gas car and the gas car would chug along to warm up for several minutes while the EV drives perfectly from the first instant. The people that mock them for supposedly not working well in the cold have no clue what they are talking about. Yes they supercharge slower in extreme cold if you don't precondition them. So you precondition them as you're driving to the Supercharger it's not hard. Most EV drivers just charge at home when it's not being used for almost all driving anyway. It's interesting that the most adamant anti EV people are usually the ones that are into fixing their gas cars yet they can't fathom managing these simple things.
ChargePoint is the most widespread DCFC network in western Colorado. Prices vary widely from $0.30/kWh to $0.50/kWh. A good number have been upgraded to the Express+ 200 kW units.
Great to hear and sounds like you're on the lower end of the price spectrum, especially compared to the Northeast. Thanks for the Rocky Mountain perspective ⚡
Wish we saw that expanded network in neighboring New Mexico. Still not a single Express+ unit and many standalone CPE-250 units that are limited to 62 kW (or even worse, software locked to 50 kW).
I suspect there will be a time when the charging price will be near cost like gas pricing is now. I see this as one of the things Pilot Flying J is planning on long term. The real money is made in the store.
Exactly. In most cases the fuel is worth pennies to them. EV owners typically stay longer and spend more, according to studies last year, so it seems like keeping the cost per kWh low (or at least in line with competitors) would make sense so as not to lose that business.
@@plugandplayEV I hope so too and I think some of the price spikes for DC fast charging can be blamed on utilities charging excessive peak demand fees. The early Tesla Supercharger buildout was able to mitigate this by working at scale with utilities and likely asking for waivers/reductions on demand fees. Now as the DCFC market opens to more players it is no longer experimental in the eyes of utilities; many are charging normal demand charges they usually only levy on industrial customers.
I think we need more ~50-60kw chargers located in shopping centres and near restaurants, and they allow discount charging for shopping or having a meal.
That would match the dwell time very well. And the economic return would be clearer if they tie charging activity (discounts) to diners, shoppers etc. Whenever we have a sit down meal on a 150 kW in the Ioniq 5, I'm inevitably getting up during the meal to move the car.
@@plugandplayEV The only bad thing is the high capital expenditure will likely result in the typical marked up DCFC prices of 50 cents/kWh. EV drivers without home/work charging will likely rely on these chargers. However, this is where battery buffered stations could come in and help boost a 10-20 kW grid connection to 50-80 kW of power output.
Well, as a lifetime Ford/Nissan customer, I took the plunge and test drove a 2024 Chevy Equinox 2LT AWD a few days ago to reward Chevy for their great range of Ultium vehicles now available and their good Q2 EV results. There was a bit of culture shock in terms of the controls, but the ride was smooth, quick, and sure-footed. They couldn't give a price or value my trades, as everything was in flux getting ready for holiday sales event. They are giving $3,000 off leases if you are Bolt owner. I need to learn more!
How did it feel in EV terms (regen, cabin noise, info displayed etc)? If they can balance the good EV aspect with "feels like a normal car", it would seem we're onto a winner.
@plugandplayEV Enjoyed the adjustable regen. Salesperson did not know difference between adaptive cruise controls and SuperCruise; road was rural curves so no SuperCruise though car had it. AC seemed weak but it was 109° and maybe not set properly. The advertised program lease prices are too good to be true ($128 not real).
It's too bad that both Ford and Nissan have stalled with their EV offerings. Both only have 2 EV models available (Lightning and Mach-e for Ford; Ariya and the venerable Leaf for Nissan) and neither company has a clear or ambitious plan to expand their lineup in the next few years. It seems like they've been sitting on the sidelines.
The biggest question for GM with the new Bolt is will they repeat the disastrous rollouts of the Lyriq and Blazer EV, or will they have sufficiently tested the software so it will seamlessly run all the new technology? A few gremlins will be acceptable for a first model year car, but if the cars qualify as Lemon Law candidates from spend weeks in the shop, it will cripple sales of all EVs.
I think any impact would be limited to GM's reputation but I do see Blazer EV sales supporting the idea that they'll get over that particular hump. The Equinox EV should show us whether or not they've learned enough to prevent a third Ultium model from experiencing production and/or software limitations. Personally, I think they'll knock this one out of the park if they can make enough to keep up.
I don't really see that being a problem for the Bolt EV. By the time the next generation Bolt EV is ready for production, GM will already have several hundred thousand Ultium EVs under their belt, so any issues (software or otherwise) should be minimal.
Thanks for your comment. EVIQO has a heavy-duty fully rubberized connector with a metal tab (not plastic). Our output cable is 1ft longer - 25 ft. Separate holster for versatile cable management (in addition to a special lip on the unit). NEMA4 and IP66 enclosure rating is the cherry on top of the cake.
The EVIQO home charger is priced in the $400-$480 range, depending on the retail outlet and current promotions. Where would it rank on your EVSE shopping list, if you're in the market?
It’s probably better for the time being that locations like this don’t have the NACS because these other wonderful cars may find themselves in a position of having to wait in line for Teslas that are charging up, although if memory serves the pricing at the chargers in these videos Are slightly higher than what Tesla is charging. Not far from the Pittston location in Pennsylvania our ChargePoint chargers next to Tesla superchargers and I frequently see Teslas charging at a slower pace on the non-Tesla chargers I assume because the rates are less expensive than Tesla. This is an example of charging slower being better and paying less is better and avoiding idle charges from Tesla. Also, the proprietor of the local store “Target” in this case benefits because the longer you are there the more money you’re spending. Thanks for the excellent video 🙏⚡️👍
Right, Superchargers open to non-Tesla models do typically charge ~ $0.50/kWh but that can be lowered by the membership plan at $12.99/month. Not cheap but would pay itself back over the course of a full road trip on Superchargers or frequent local use. Pittston is quite close to cheaper CCS stations but can't deny the convenience of proximity to the Interstate. Thanks for the local perspective.
This is what we’re up against, the massive misinformation from sycophants like Scott Perry from Pennsyltucky… ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-EgbAQpR3TeY.htmlsi=K1DWeyqfaQ_kfCts
