EV Charging Performance Data

Charging performance is more than a peak kilowatt number. Two EVs can both advertise high peak DC fast charging rates, yet deliver very different real-world road trip performance due to charge curve behavior, thermal limits, and cold battery conditions.

This database summarizes charging performance across major EV models using a small set of metrics designed to reflect real-world behavior. Values are intended for comparison and planning, not as guaranteed results on every charger.

Charging speed varies with battery state of charge, battery temperature, charger capability, pack size, and software updates. Where possible, values reflect typical fast-charging sessions under normal conditions on appropriately capable DC stations.

EV Charging Performance Data (45 Models)

The table below summarizes battery charging performance across 45 major EV models

EV Make+Model	DC Peak	Volts	10-80% Time	Curve Score	Cold-Sensitive	Pre- Condition	Notes
Audi e-tron GT	135 kW	400V	36 min	B	24%	yes	MEB platform
Audi Q6 e-tron SUV	150 kW	400V	40 min	B	24%	yes	Good thermal system
BMW i4	205 kW	400V	31 min	B	22%	yes	Modern BMW thermal system
BMW iX	195 kW	400V	35 min	B	22%	yes	Large luxury pack
BYD Atto 3	88 kW	400V	40 min	C	26%	yes	Blade battery thermal performance
BYD Dolphin	85 kW	400V	42 min	C	28%	yes	Entry segment
BYD Seal	150 kW	800V	30 min	B	20%	yes	Higher voltage variants
Chevrolet Bolt EV	55 kW	400V	60 min	D	40%	no	Passive cooling limits winter charging
Citroen e-C4	100 kW	400V	42 min	C	26%	yes	Shared platform
Cupra Born	170 kW	400V	30 min	B	22%	yes	Sport tuning helps curve
Fiat 500e	85 kW	400V	45 min	C	30%	partial	Moderate thermal tuning
Ford Mustang Mach-E	150 kW	400V	38 min	B	25%	yes	Preconditioning available
Honda Prologue	190 kW	400V	32 min	B	22%	yes	Ultium thermal system
Hyundai IONIQ 5	235 kW	800V	18 min	A	12%	yes	Excellent thermal control
Hyundai IONIQ 6	235 kW	800V	18 min	A	12%	yes	Same platform
Hyundai Kona Electric	100 kW	400V	47 min	C	30%	partial	Older thermal tuning
Kia EV6	235 kW	800V	18 min	A	12%	yes	Top-tier charging platform
Kia Niro EV	85 kW	400V	50 min	C	28%	partial	Moderate thermal system
Lucid Air	300 kW	900V	20 min	A	10%	yes	Very strong thermal system
Mazda MX-30 EV	50 kW	400V	55 min	D	35%	no	Small pack
Mercedes EQS	200 kW	400V	32 min	B	22%	yes	Luxury thermal tuning
Mercedes-Benz EQE	170 kW	400V	35 min	B	22%	yes	Similar platform
MG MG4	135 kW	400V	32 min	B	22%	yes	Good EU performance
Mini Cooper SE	50 kW	400V	50 min	D	35%	no	Urban EV
NIO ES6	180 kW	400V	34 min	B	24%	yes	Swap reduces reliance on DC
NIO ET5	180 kW	400V	32 min	B	24%	yes	Similar architecture
Nissan Leaf	100 kW	400V	55 min	D	45%	no	No active cooling
Peugeot e-208	100 kW	400V	40 min	C	26%	yes	Small EV segment
Polestar Polestar 2	155 kW	400V	34 min	B	25%	yes	Improved in later builds
Porsche Taycan	270 kW	800V	22 min	A	12%	yes	Outstanding thermal engineering
Rivian R1S	220 kW	400V	36 min	B	24%	yes	SUV variant
Rivian R1T	220 kW	400V	35 min	B	24%	yes	Large pack slows heating
Skoda Enyaq	135 kW	400V	34 min	B	24%	yes	MEB platform
Subaru Solterra	150 kW	400V	42 min	C	30%	yes	Same platform
Tesla Model 3	250 kW	400V	25 min	A	15%	yes	Excellent thermal system and nav preconditioning
Tesla Model S	250 kW	400V	30 min	A	18%	yes	Large pack slightly slower heating
Tesla Model X	250 kW	400V	32 min	A	18%	yes	SUV pack mass impacts heating
Tesla Model Y	250 kW	400V	27 min	A	15%	yes	Similar to Model 3
Toyota bZ4X	150 kW	400V	42 min	C	30%	yes	Thermal limits still evident
Volkswagen ID.3	170 kW	400V	30 min	B	25%	yes	EU market tuning
Volkswagen ID.4	170 kW	400V	32 min	B	25%	yes	MEB thermal updates
Volvo EC40	150 kW	400V	36 min	B	25%	yes	Same behavior
Volvo EX40	150 kW	400V	36 min	B	25%	yes	Geely platform heating
XPeng G9	300 kW	800V	22 min	A	12%	yes	High-voltage platform
XPeng P7	175 kW	400V	32 min	B	22%	yes	Large pack sedan

• Typical Peak DC (kW) - a representative maximum charge power in normal thermal conditions
• Voltage Class - vehicle charging architecture category (typically 400V, 800V, or higher)
• 10-80% Time (minutes) - a practical session time metric that captures curve behavior
• Curve Score (A-D) - a qualitative indicator of how well the vehicle holds power across the session
• Cold Sensitivity (% - )how much charging performance typically degrades when the battery is cold and not fully preconditioned
• Auto Preconditioning - whether the vehicle can automatically warm the battery when routing to a DC fast charger

How to Interpret Curve Score (A-D)

A - indicates excellent real-world fast charging. The vehicle holds high power through much of the session and delivers fast 10-80% times relative to its pack size.

B - indicates good fast charging. Power is strong but tapers earlier than top-tier vehicles.

C - indicates average fast charging. Peak power may be moderate and taper behavior can extend session times.

D - indicates slow fast charging. Peak power is low and/or taper is aggressive, making road-trip charging noticeably slower.

What Cold Sensitivity Means

Cold sensitivity captures the impact of low battery temperature on charging speed in scenarios where the battery is not fully warmed before plugging in. This is not simply cold weather. It is specifically about battery temperature at the start of the charging session.

Auto preconditioning can reduce cold sensitivity when it is available and used correctly (for example, by navigating to a DC fast charger long enough in advance). Cold sensitivity remains relevant for short trips to chargers, older EVs without robust thermal systems, and extreme winter conditions.

Why Voltage Class Matters

Higher voltage charging architectures (often 800V-class) can reduce current for the same power level, enabling higher charge rates and reduced cable heating. In practice, voltage class is strongly correlated with excellent road-trip charging performance, especially when paired with robust battery thermal management.

How to Use This Data

• Compare road-trip usability between models in the same segment
• Identify vehicles with strong winter fast-charging behavior
• Understand why "peak kW" alone is not a reliable measure
• Support fleet planning where charging throughput matters

For related ownership metrics, see the EV Battery Replacement Cost Database and the EV Depreciation Database.

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