Tesla is starting to rollout 1.2 Megawatt chargers to support the Semi fleet.
intercst
The headline is a bit misleading. The 2250kw is shared between two chargers with a max of 1500kw for one of the cars. Also, the 5 min is for 10% to 70%…I thought most were spec’ed for 10-80%.
Still a significant advancement, but probably economic overkill. The average rate in 5 minutes would be about 1000KW, so you only get a minute or two of 1500KW then it tapers quickly to well under 1000KW…i.e. the 750KW that a shared charging pair would have.
It would be interesting to allow drivers to pick their max kw value and the price would decrease as you lowered your peak kw…and then see if people really value shaving a few more minutes off their charging time.
Mike
I wonder what China is really achieving…
What proportion of EV charging is done at home vs. roadside charging
GoogleAI:
Approximately 80% of all electric vehicle (EV) charging takes place at home, while roadside and public charging account for the remaining 20%. [1, 2]
Breakdown of Charging Habits
- Home Charging (~80%): The vast majority of charging happens overnight using Level 1 or Level 2 residential wallboxes. This is primarily because it offers the highest convenience and significantly lower electricity tariffs during off-peak hours. [1, 2, 3, 4]
- Roadside & Public Charging (~20%): Public AC and DC fast-charging infrastructure covers the remainder. Drivers mostly use public or roadside stations for long-distance travel, top-ups during the workday, or if they lack dedicated off-street residential parking. [1, 2, 3]
Key Factors Influencing the Split
- Access to Parking: The 80% home-charging figure heavily reflects current EV owners who have private driveways or garages. In densely populated urban areas where street parking or apartment living is common, reliance on public and curbside charging increases substantially. [1, 2]
- Cost Difference: Home electricity rates are typically a fraction of the cost of commercial roadside rapid chargers, which must factor in high installation, maintenance, and land operational expenses. [1]
Interesting!
Do you expect a similar split for Tesla semis?
AI is still pretty dumb, it took the question literally when no one will charge a semi at home. Still the split is similar, 60-70% depot charging and 30-40% En-Route Megacharging.
GoogleAI:
No, the charging split for Tesla Semis will look drastically different. While passenger EVs rely on an 80/20 home-to-public ratio, commercial heavy-duty trucks like the Tesla Semi are expected to invert or significantly shift this balance, relying on a split heavily driven by depot (private fleet) charging and en-route Megacharging hubs rather than “home” or casual roadside charging. [1, 2]
The Commercial Charging Split Explained
- Depot Charging (~60% – 70%): Instead of “home” charging, electric Semis rely on dedicated fleet depots. Logistics operators use localized hardware like the Tesla Basecharger to recharge trucks overnight or during extended dwell times “behind the fence”. For regional and “return-to-base” routes (under 500 miles), depot charging covers 100% of their needs. [1, 2, 3]
- En-Route Megacharging (~30% – 40%): For long-haul interstate trucking, drivers cannot use standard roadside Superchargers. Instead, they depend on high-power corridors equipped with specialized Tesla Megachargers. These hubs provide massive 1.2-megawatt (1,200 kW) charging speeds to replenish roughly 60% to 70% of the truck’s 500-mile range in about 30 minutes, aligned perfectly with mandatory driver rest breaks. [1, 2, 3, 4, 5]
The Captain
I expect the Tesla Megachargers to be priced at the diesel rate. The only operators who will see the economies of EVs are those with their own chargers.
The one and only time I used a Tesla charger it was 5 times my at-home cost.
intercst
I’ll take a stab at this. EV chargers (at present) slow down once the battery pack hits 80%, because it takes longer to find “open slots” in the chemistry to stuff the electrons in. If you ram them in faster than it can accept them you will damage the battery.
I would suspect that with these “super” fast chargers the same principle applies, except since they’re dumping the power in so quickly they pull the “slow down” threshold down a bit to insure they don’t overwhelm the remaining capacity of the battery and thereby damage it.
Of no particular note, my Ioniq6 allows me to set the charging maximum anywhere from 10% to 100%, counting by 10s. I generally leave it at 80%, but occasionally I’ll raise it to 90% if I have a lot of solar stored in my home Anker setup. And once a month or so, as recommended, I charge it to the full 100% overnight, generally when I know I am going to be visiting my buddy in Kentucky or running a lot of errands or whatever.
My brother just bought a new Ionic5, and his only options for charging are 60%, 90%, and 100%. Don’t know why.
Heck it could be as simple as 6 is greater than 5. So 6 needs to get more “features” than 5 gets. LOL!