You probably know that electric vehicles take longer to "fill up" than gas-powered cars, but how long you have to wait depends on the car—and it can vary widely. Even at the same charger, some EVs take twice as long as others to add the same number of miles. Contact online >>
You probably know that electric vehicles take longer to "fill up" than gas-powered cars, but how long you have to wait depends on the car—and it can vary widely. Even at the same charger, some EVs take twice as long as others to add the same number of miles.
Whether you plug in at a 240-volt Level 2 charger at home or work, or plan to use a public DC fast charger (DCFC), how long it takes to charge depends on how fast a charger is and also how fast a charge your vehicle can handle—otherwise known as its "acceptance rate." The differences can be stark: Some cars can add 200 miles of range in 20 minutes, while others might take more than an hour to do the same.
Automakers like to brag about how quickly their EVs can charge from almost empty to 80 percent full, but we don''t think that''s a very useful number. Because EVs have such different ranges and efficiencies, percentages tell you nothing about how many miles you can actually drive.
"Unfortunately, there''s no standard measurement for reporting how quickly an EV can charge or add miles of range," says Alex Knizek, Associate Director of Auto Test Development at CR. "That makes it difficult for consumers to compare vehicles when shopping for a new EV."
That''s why we ranked popular new EVs based on the number of miles of range they add per minute of DC fast charging, and the number of miles of range they add per hour of Level 2 charging. If you want the raw data so you can do the math yourself, CR members can find maximum acceptance rates and estimated charging speeds under "Ratings and Specs" after searching for any new or used electric vehicle on our website.
If you want to learn more, keep reading—or see our guide to EVs and charging. Otherwise, you can read on to see our list of the fastest- and slowest-charging EVs.
Charging speed is measured in Kilowatts (kW). The higher the kW, the faster the charge. DC fast chargers from Electrify America, EVGo, and others usually charge between 50 kW and 350 kW depending on the charger, while Tesla Superchargers can charge at 250 kW. But like pouring water from a bucket into a bottle, just because a charging station can rapidly dispense electricity doesn''t mean your car is capable of taking it in at the same rate.
The 2022 Hyundai Ioniq 5, for example, has a maximum acceptance rate of 240 kW and can add up to 11.6 miles of range per minute of charging at a 350 kW DC fast charger. But the 2017 Chevy Bolt has only a 50 kW acceptance rate. That means it can add only about 2.9 miles of range per minute whether it''s plugged into a 50 kW charger or a 350 kW charger. (An etiquette note for Bolt owners: Don''t plug in at an open 350 kW charger if a 50 kW charger is available—you''ll block owners of faster-charging EVs from getting back on the road sooner.)
The same goes for home charging: Many 2017 and earlier Nissan Leaf models only have a 3.3 kW onboard charger, which means they can take more than twice as long as other EVs to charge fully on a typical 40-amp home charger.
According to data provided by their manufacturers, all of these new vehicles add more than 10 miles per minute of charging under ideal conditions at a public DC fast charging station. Some are as quick as 15 miles of range per minute. CR Members can click on the vehicle names to see their maximum acceptance rates and estimated charging speeds at Tesla Superchargers and 350 kW, 150 kW, and 50 kW fast chargers.
• Audi E-Tron GT• Chevrolet Silverado EV• Genesis Electrified GV70• Genesis Electrified G80• Genesis GV60• GMC Sierra EV• Hyundai Ioniq 5• Hyundai Ioniq 6• Kia EV6• Lucid Air• Porsche Taycan• Tesla Model 3• Tesla Model S• Tesla Model x• Tesla Model Y
Our numbers assume the maximum charging speed under optimal charging conditions, including battery state of charge and temperature. Charging speeds tend to slow down once the battery is 80 percent full, and heat and cold can affect how quickly a battery can accept a charge. To calculate, we multiplied each vehicle''s EPA-estimated combined miles-per-kilowatt-hour rating by its maximum DC charging acceptance rate, then divided it by 60. We''ve based our calculations on 350 kW chargers—the cars listed above will charge more slowly at slower chargers.
These new vehicles all add 5 miles of range or fewer for every minute of charging. CR Members can click on the vehicle names to see their maximum acceptance rates and estimated charging speeds at 350 kW, 150 kW, and 50 kW fast chargers. For the purposes of this list, we assume that a car is plugged into the fastest charger it can handle.
• Fiat 500e• Jaguar I-Pace• Kia Niro Electric• Mercedes-Benz EQB• Nissan Leaf• Subaru Solterra• Toyota bZ4X
At a 240-volt 40-amp charger, commonly installed at homes and workplaces, these new vehicles will add 30 or more miles of range for every hour they''re plugged in. If you have access to an 80-amp Level 2 charger, some of these will add 50 or more miles of range per hour. CR Members can click on the vehicle names to see their maximum acceptance rates and estimated charging speeds at 80-, 50-, 40-, and 32-amp Level 2 chargers.
• Fiat 500e• Hyundai Kona Electric• Kia EV6• Kia Niro Electric• Lucid Air• Tesla Model 3• Tesla Model S• Tesla Model Y
If you have a slower charger or lower-amperage service, your EV might take longer to charge. To calculate, we multiplied each vehicle''s EPA-estimated combined miles-per-kilowatt-hour rating by its maximum AC charging acceptance rate. This rate depends on the vehicle''s on-board charger, which converts AC power to DC charging.
At a 40-amp charger at home or work, these new vehicles will add 20 or fewer miles of range for every hour they''re plugged in. Vehicles marked with an asterisk charge more quickly at an 80-amp charger, which is more common in commercial settings:
• Chevrolet Silverado EV*• Ford F-150 Lightning*• GMC Sierra EV*• Nissan Ariya• Subaru Solterra• Toyota bZ4X
Tell the stores you frequent that you want more EV chargers. Let''s fuel progress on EV charging together!
While most of the charging demand is currently met by home charging, publicly accessible chargers are increasingly needed in order to provide the same level of convenience and accessibility as for refuelling conventional vehicles. In dense urban areas, in particular, where access to home charging is more limited, public charging infrastructure is a key enabler for EV adoption. At the end of 2022, there were 2.7million public charging points worldwide, more than 900000 of which were installed in 2022, about a 55% increase on 2021 stock, and comparable to the pre-pandemic growth rate of 50% between 2015 and 2019.
Globally, more than 600000 public slow charging points1 were installed in 2022, 360000 of which were in China, bringing the stock of slow chargers in the country to more than 1million. At the end of 2022, China was home to more than half of the global stock of public slow chargers.
Europe ranks second, with 460000 total slow chargers in 2022, a 50% increase from the previous year. The Netherlands leads in Europe with 117000, followed by around 74000 in France and 64000 in Germany. The stock of slow chargers in the United States increased by 9% in 2022, the lowest growth rate among major markets. In Korea, slow charging stock has doubled year-on-year, reaching 184000 charging points.
In Europe the overall fast charger stock numbered over 70000 by the end of 2022, an increase of around 55% compared to 2021. The countries with the largest fast charger stock are Germany (over 12000), France (9700) and Norway (9000). There is a clear ambition across the European Union to further develop the public charging infrastructure, as indicated by provisional agreement on the proposed Alternative Fuels Infrastructure Regulation (AFIR), which will set electric charging coverage requirements across the trans-European network-transport (TEN-T)2 An agreement between the European Investment Bank and the European Commission will make over EUR1.5billion available by the end of 2023 for alternative fuels infrastructure, including electric fast charging.
Deployment of public charging infrastructure in anticipation of growth in EV sales is critical for widespread EV adoption. In Norway, for example, there were around 1.3battery electric LDVs per public charging point in 2011, which supported further adoption. At the end of 2022, with over 17% of LDVs being BEVs, there were 25BEVs per public charging point in Norway. In general, as the stock share of battery electric LDVs increases, the charging point per BEV ratio decreases. Growth in EV sales can only be sustained if charging demand is met by accessible and affordable infrastructure, either through private charging in homes or at work, or publicly accessible charging stations.
While PHEVs are less reliant on public charging infrastructure than BEVs, policy-making relating to the sufficient availability of charging points should incorporate (and encourage) public PHEV charging. If the total number of electric LDVs per charging point is considered, the global average in 2022 was about ten EVs per charger. Countries such as China, Korea and the Netherlands have maintained fewer than ten EVs per charger throughout past years. In countries that rely heavily on public charging, the number of publicly accessible chargers has been expanding at a speed that largely matches EV deployment.
However, in some markets characterised by widespread availability of home charging (due to a high share of single-family homes with the opportunity to install a charger) the number of EVs per public charging point can be even higher. For example, in the United States, the ratio of EVs per charger is 24, and in Norway is more than 30. As the market penetration of EVs increases, public charging becomes increasingly important, even in these countries, to support EV adoption among drivers who do not have access to private home or workplace charging options. However, the optimal ratio of EVs per charger will differ based on local conditions and driver needs.
Perhaps more important than the number of public chargers available is the total public charging power capacity per EV, given that fast chargers can serve more EVs than slow chargers. During the early stages of EV adoption, it makes sense for available charging power per EV to be high, assuming that charger utilisation will be relatively low until the market matures and the utilisation of infrastructure becomes more efficient. In line with this, the European Union''s provisional agreement on the AFIR includes requirements for the total power capacity to be provided based on the size of the registered fleet.
Globally, the average public charging power capacity per electric LDV is around 2.4kW per EV. In the European Union, the ratio is lower, with an average around 1.2kW per EV. Korea has the highest ratio at 7kW per EV, even with most public chargers (90%) being slow chargers.
The economics for electric trucks in long-distance applications can be substantially improved if charging costs can be reduced by maximising "off-shift" (e.g. night-time or other longer periods of downtime) slow charging, securing bulk purchase contracts with grid operators for "mid-shift" (e.g.during breaks), fast (up to 350kW), or ultra-fast (>350kW) charging, and exploring smart charging and vehicle-to-grid opportunities for extra income.
Electric trucks and buses will rely on off-shift charging for the majority of their energy. This will be largely achieved at private or semi-private charging depots or at public stations on highways, and often overnight. Depots to service growing demand for heavy-duty electrification will need to be developed, and in many cases may require distribution and transmission grid upgrades. Depending on vehicle range requirements, depot charging will be sufficient to cover most operations in urban bus as well as urban and regional truck operations.
The major constraint to rapid commercial adoption of electric trucks in regional and long-haul operations is the availability of "mid-shift" fast charging. Although the majority of energy requirements for these operations could come from "off-shift" charging, fast and ultra-fast charging will be needed to extend range such that operations currently covered by diesel can be performed by battery electric trucks with little to no additional dwell time (i.e. waiting). Regulations that mandate rest periods can also provide a time window for mid-shift charging if fast or ultra-fast charging options are available en route: the EuropeanUnion requires 45minutes of break after every 4.5hours of driving; the UnitedStates mandates 30minutes after 8hours.
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