Native tool · INT.04 Drive · runs on this page
EV Charge Time
How long from here to there on this charger? The honest answer needs the car's own limit and the taper curve, not just the number on the pillar. Both are on this screen, and both are yours to edit.
Charge time · v1.0
Net battery · % to % · charger vs carTaper model (editable)
DC power as a share of the car's peak: 100 % until the start of the taper, then a straight line down to the 80 % figure, then a straight line down to the 100 % figure. A model of a typical curve, not this car's own; the car's battery management decides on the day.
| Taper starts at | Power at 80 % SoC | Power at 100 % SoC |
|---|---|---|
| % SoC | % of peak | % of peak |
26 min at 88.2 kW average
time = energy drawn ÷ power, integrated over the taper. Energy drawn = battery energy added × (1 + losses). Cold batteries, shared chargers and preconditioning move the real figure; this is the arithmetic, not a promise.
Three things the pillar does not tell you
The car sets the ceiling. A 22 kW wallbox feeding an 11 kW onboard charger delivers 11 kW. A 350 kW pillar feeding a car that peaks at 120 kW delivers 120 kW, and only until the taper starts. The tool takes the lower figure every time and says so in the "power actually used" row.
DC charging slows as the battery fills. Every EV's battery management system pulls power back as cells approach full, which is why the 10 → 80 % stop is the road-trip habit. The taper here is a stated model: full power to 50 %, a straight line down to 30 % of peak at 80 %, then down to 10 % at 100 %. Open the model panel and reshape it to match your car's published curve.
Losses are real energy you pay for. On AC, the onboard charger converts mains to DC and warms up doing it; on DC, the conversion happens in the pillar and the loss on your side is smaller. The defaults of 10 % and 5 % are working figures; if you have a metered wallbox, replace them with what it shows.
| 60 kWh usable, 20 → 80 % | Power used | Time (model) |
|---|---|---|
| Granny cable, 2.3 kW, 10 % loss | 2.3 kW | 17 h 13 min |
| Wallbox 7.4 kW, 10 % loss | 7.4 kW | 5 h 21 min |
| Wallbox 22 kW, car 11 kW, 10 % loss | 11 kW | 3 h 36 min |
| DC 150 kW, car 120 kW, taper, 5 % loss | 120 kW peak | 26 min |
| Same, flat (no taper) | 120 kW | 19 min |
FAQ
Because AC charging is limited by the car's onboard charger, not the wallbox. Most European EVs carry a 7.4 or 11 kW onboard charger; only some accept 22 kW. The tool uses the lower of the two.
DC charging tapers: the battery management system cuts power as cells fill. In this model the car takes full power to 50 %, falls to 30 % of peak at 80 and to 10 % at 100. On a 120 kW car the last fifth takes longer than the whole 10 to 80 stretch.
Energy that leaves the meter but never reaches the battery: onboard charger heat, cable resistance, the car's electronics staying awake. Around 10 % for home AC and about 5 % for DC are fair working figures; both are editable here.