NRG eVgo To Ready Its Network For 100 kW Fast Chargers

JUL 21 2015 BY MARK KANE 35

eVgo Freedom Station

eVgo Freedom Station

eVgo Freedom Station

eVgo Freedom Station

Most of the installed DC fast chargers (CHAdeMO and Combo) to date have been in the range of 20 to 60 kW.

So far, NRG EVgo has installed 44-50 kW chargers, but according to Brendan Jones (formerly 20 years at Nissan and now with NRG EVgo) – “The very near future suggests that anything below 50 kW is not going to be considered fast charging,”.

One of the main reasons for that change in demand will be of course be larger capacity batteries inside longer-range EVs. Tesla already uses 120 kW+ stations to charge 85 kWh battery packs.

With over 350 DC chargers installed in the US, NRG EVgo is aware that this is just the early beginning in terms of size of the network and power.

“The future moves fast, and for EV charging that future is based on speed of delivery. EVgo’s vision of fast charging includes laying the groundwork for future chargers to deliver 100 kW. Our stations are designed to adapt to standards as they improve and shift with the rapidly evolving technology of both the charging infrastructure and the needs of the vehicles being charged.”

How long will we have to wait for the first non-Tesla cars to be ready for 100 kW and the first chargers capable of delivering that power with CHadeMO and Combo plugs?

The first EV already is on the market – the Soul EV, and Kia has already demonstrated its 100 kW charger in Europe. But the broad market take off is still years from now.

Source: Charged EVs

Categories: Charging

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35 Comments on "NRG eVgo To Ready Its Network For 100 kW Fast Chargers"

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Henry Rearden

So if they already had these 100 kW quick chargers ready, could a current generation Nissan Leaf safely take advantage of them? Or is the current gen Leaf limited to 50 kW quick charging?

Anyone out there with expertise on this matter please post a reply, I am quite curious. Thanks.

Warren M

The current LEAF tapers from a max of around 42kW fairly quickly. Often within minutes. This is why a larger battery has not only more range…but faster charging rate capabilities.


The CHAdeMO connectors in current cars today are only rated for 125A max. Assuming a 400V charging voltage, the CHAdeMO connector in the Leaf can only support 50kW max. So the answer is no.

Supposedly the Kia Soul EV is the first EV with a CHAdeMO port that supports 200A (the max of the CHAdeMO specification) which can support up to 80kW max with 400V charging voltage. I’m making this assumption given Kia claims it can charge at a 100kW charger and yield faster charging speeds than at at 50kW one.


Doesn’t look like the Tesla adapter will use that much. It is rated for 150 miles per hours.

This picture from teslarati dot com shows 132 miles per hour in a test (so 41.07kW = 117 amperes * 351 volts).


Yep.probably need the Gen2 adapter. ETA 2018.;)


The current LEAFs will request up to their maximum safe charging rate… likely to be 60kW or so… then taper off quickly as the battery fills up. If they start charging at 100kW, they will taper off quicker. Of course, if the battery is already at 75% when you start charging, the car will only request around 30-40kW no matter what the max rate of the CHAdeMO charger is.

Joshua Burstyn

I thought some Tesla SCs were already 135kW?

Anthony Fiti

Some are, but I believe the car is still limited to 120kW.

That was something I wish someone would have asked Elon on the call last Friday, does the 90kW pack bring significantly faster supercharging.


Only if you are alone on a supercharger. If combined with a 2nd car, a supercharger outputs a total of the 120 or 135KW combined for both cars. Two separate 60-65KW DCFC would equal throughput of a combined supercharger if the supercharger is doing dual-car charging. Two separate 100KW DCFC is better than an A/B supercharger when in dual-use mode.


This article is very misleading. CHAdeMO and CCS are limited to 200 amps. Therefore, 100kW can only be achieved with 500 volts, which no car sports. Reality is that these so called 100 kW EVSEs really charge at 70-80 kW at normal voltages. Tesla 85 kWh packs can actually charge at 120 kW. The difference isn’t 100 versus 135, it is 75 versus 120. The new 90 pack might get much closer to 135.

Micke Larsson

It’s not really misleading. Making sure that you can feed in 100 kW is still future proofing. There is no chance that the standard will stay at 200 amps 400 volts.

I only hope they understand that it will definitely not stop at 100 kW so I hope some will future proof to 200 kW.


How many need that speed of charging? Taxi services and Uber? Travel trips will be changed ever so slightly with anything above 120KW but it still may take 40 minutes for a 90% charge rather than an hour. The time differential as more power is applied thins out while requiring more hardware and higher DC voltages. If people are waiting for 5 minute full recharges, that is going to take a long time unless batteries that can charge at 10C become prevalent and the taper charging portion at the end needs to be at least 5-10 minutes to allow for balancing.


200 kW only for taxi’s? Please no! Bring it on.

200 kW would charge a 500 km EV (commonplace in the not too distant future) from from 10% to 80% in 20 minutes. Why would that kind of service have to remain a privilege for professionals?

I’m certain charging power will go to 500 kW at least.


If I had the choice between faster charging and more range for my Model S, I’d choose faster charging. A 30 minute stop is fine when you are having a meal, checking out the rock shops in Quartzsite AZ, or wandering around downtown Wickenburg AZ. But spending that much time in places like Lusk Wyoming or Murdo South Dakota isn’t much fun. It’s certainly doable, but a battery where the charging power didn’t taper off as quickly coupled with 200+ kW chargers would make a noticeable difference for most people.


I’d go with a larger battery over higher power charging, since the bigger battery will be able to charge at a high level longer.

I don’t care how long it takes to get to 80% charge. I care how long it takes to get to 200 miles range.


I agree. Larger batteries also give you the freedom to travel further from the charging network routes (some routes will NEVER have charging support)

Robert Weekley
Per: “Larger batteries also give you the freedom to travel further from the charging network routes (some routes will NEVER have charging support)” – I think what you mean is – {some routes will NEVER have ‘REASONABLE L2 and L3’ charging support} – since – just about any gas station has an outside plug or two that can deliver 15 Amps at 120V – but – that would be excruciatingly slow to charge anything above an iMiEV or a Smart ED (Or a PHEV)! The Trip from yellowKnife, YT – to Faribanks, AK – for example – will be some time before it has a usable DCFC Network Connecting the two – unless there is an amazing interest in the North to move to EV’s – as the Model X Becomes available! As it stands now – there is nothing between these two spots in the way of standard L2 Charging listed on PlugShare – just one $50 NEMA 14-50 sort of Near Fairbanks!! I expect – Even Tesla will not be putting a viable Supercharge drive route to Anchorage, AK (to support AlaklineCandy – ) before the Model 3 is reaching it’s higher numbers of uptake… Read more »
Counter-Strike Cat

It is likely referring to split power (150A each). CHAdeMO and CCS standards are currently rated at 200A max for the connector, so even if charger hardware is capable of more, the connectors can’t handle it.

Ford was talking about pushing CCS to 150kW, but no news if they were successful.

Dave K.

This is inevitable, 120kw superchargers make road trips doable but 40-50kw CHAdeMO and CCS really don’t. I’ld stop every 3 hours for 30-40 minutes but not 1.5-2 hours. Current low cost EVs make sense for commuting but only Tesla can be your only car…


With current CCS/Chademo you’d be pretty darn close to 100% charge after 40 minutes. The difference between 90% and 100% charge is not going to be that significant.


“With current CCS/Chademo you’d be pretty darn close to 100% charge after 40 minutes.”

That depends on the capacity of the battery you are charging and your starting state of charge. A 50 kW CCS/Chademo is not going to get anywhere close to filling up an empty 85 kWh or 90 kWh Model S battery in 40 minutes.


50KW is almost 200 miles of range if you are not driving over 60 mph. If I can get 42 highway miles in a Volt using 10 kWh, I think we can also do 200 miles with 50 kWh. I wouldn’t mind a 1-hour stop during a 7-hour drive if the average speed is 55-mph.


I really wouldn’t want to drive 55 mph on most interstates west of the Mississippi because the flow of traffic is usually around 75- and the maximum speed limit can be up to 80 mph. Parts of New Mexico have a minimum speed limit of 65 in the left lane and the Pennsylvania Turnpike has a minimum speed limit of 15 mph below the posted maximum speed.


55 on many major highways is actually fairly dangerous. That is 10 MPH slower the the speed limit in many places (and most traffic is going faster the the speed limit).

The power used drops dramatically from 55 MPH to 75 MPH. So you’d have to stop at least twice in your 7 hour drive.

That is assuming you can actually get anywhere near 55kWh in one hour. In reality I think you are looking at more than 1.5 hours per stop, so 3 hours stoped for a 7 hour drive. That Getting close to 50% charging time to driving, which is not going to win many people over to EVs

Someone out there

Makes sense to prepare for the future. You don’t have to actually support 100 kW yet as long as the installed equipment can easily and cheaply be upgraded later on.


If sites are provisioned for 100kw that probably means that all of them will have 2 or 4 ports. And that’s also vitally important.

Of course, Tesla continues to shame every other network, with most sites having 4 or more ports and many having batteries to increase total output and/or reduce demand [charges] from the grid.


The number with batteries now is very few. Even fewer with Solar infrastructure above or nearby. So much for the zombie apocalypse.


That will change.The red tape that needs to be navigated just to put up a regular supercharger in some areas is crazy!

Phil Trubey

Upping a charger to 100 kW is a lot more work that swapping out some charger parts. All the way from the utility must be updated. A new utility transformer, new switchgear, entirely new charger including new charge cable. I’m not holding my breath waiting to see how many or how fast eVGo does any conversions of existing chargers. Maybe new charger, eventually, when more cars support faster charge rates…

Mike I

I think the NRG pedestal with the angled top is their switchgear cabinet. I think that from there to the transformer is good for at least 200kVA, so that would support up to two 100kW Fast Chargers. This is what it means to be “laying the groundwork for future chargers”.


Can’t wait to see what the price is that they charge for it >:(

Jay Donnaway

So NRG was obliged to spend $100 million on public EV charging as part of it’s settlement for skewering Californians during the 2001 electricity supply crisis? Well they seem to be trying to make that back by skewering EV drivers with pricing set for Ludicrous Mode. The closest DCFC to me is now NRG, but it is much more expensive than a ChargePoint 50 kW fast charger that’s nearly as convenient. I won’t even sign up for an NRG card. Only a company forced into the EV charging business would have the moxy to bill $14.95/month PLUS $0.10/minute. The local competition charges a flat $10/hr ($0.166/minute).

Scott Franco

So what needs to happen next is Chademo needs to come on board (from the chademo web site):

Q. If the future battery cost reduction leads to more batteries loaded on EVs, don’t we have to think about higher-capacity chargers like 100kW or 200kW?

A. The reason why CHAdeMO works with 50kw, is because we belive it is the most appropriate in terms of striking the right balance between the needs and costs. In addition, higher charging current or voltage would increase risk, cost, and difficulty of handling.
Battery performance will improve over time, but driving distance is decided by people`s life style thus does not increase proportionally. We choose 50kW because we believe there is no merit to increase the capacity higher than that.


The information on that web site is stale.
The Kia Soul EV, which uses CHAdeMO, readily accepts up to 100 kW (actually 200 A at 400-some V, so 80~90 kW), and Kia started installing 200-A quick-chargers last year already.