BREAKING: All V4 superchargers in North America can now charge up to 325kW for Cybertruck

[CyberT1]

Exciting news but we need more V4s to test around the country. There are not many V4s compared to V1-3s out there.

The good news is according to Tesla's supercharger map, there are many in development, assuming all new superchargers are V4s.

All hype very few i the US

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[Shygar]

Is the Cybertruck rated to go that high?

Yes

 

[bentoncalder]

Yes

Not that I don’t believe you but where does it say this?

 

[SCTesla]

Is the Cybertruck rated to go that high?

Tesla says yes.

https://www.cybertruckownersclub.co...ng-speed-with-just-unveiled-v4-cabinet.30298/

 

[SCTesla]

1302 mi/hr charging is wild in the CT.

The V4 post were phase 1, this is the V4 charger has a much much longer lead time to mass rollout. I doubt we see more than 10 this year.

 

[henchman24]

Tesla announced the Cybertruck would hit 500kw in the V4 announcement a couple months back.

This shows the testing they did on the chargers was successful. For better or worse, Tesla products are going to change for a while after they release. Those stating this won't make a big difference or the 500kw won't make a big difference are not seeing the forest through the trees. This nearly identical to what happened in the Model 3 and V3 rollout. Different things were stated as fact and won't be improved prior to V3. Then as V3 started to rollout (and it was slow to start), it was this won't make a big difference. Then as it became normal, the decrease in charge time was simply ignored.

Now it isn't always positive, the Model 3/Y charge curve was actually the best in the ~21-22 timeframe and with the Panasonic batteries. They have nerfed the curve a bit on the Panasonic battery cars (likely for longevity) and the LG cars simply charge worse in general.

TLDR saying anything definitive about the curve or charging times not improving with further changes is misguided and following the same logic that was applied to 3/Y cars in 2019.

 

[henchman24]

For reference:

CT Initial 10-80% (per OOS): ~42 minutes
Current CT 10-80% at V3 250kw: ~35 minutes
Current CT at V4 325kw: ~33.5-34 minutes
Theoretical 500kw no curve change from 325+: ~32.5-33 minutes

2025 R1T Max: ~44 minutes
2023 R1T Large: ~39 minutes
2023 Lightning: ~42-47 minutes (wild variation depending on source)
2021 Panasonic Model Y LR: ~28 minutes
2024 Ionic 5: ~20-21 minutes
Initial Panasonic Model 3 V3 curve (~79kWh pack): ~31 minutes
Current Panasonic M3 Curve (~79 kWh pack): ~27 minutes
2024 LG Model 3/Y: ~32 minutes

The CT, Y, Lightning, 3, and R1T are all in the same realm of range. Ionic 5 is significantly lower range (the Ionic 5 is only ~158 miles in that 21 minutes vs the CT is ~210 Y is ~200). Assuming no changes to the curve, the CT will be about two minutes more than the initial V3 Model 3 curve. Which improved by nearly 4 minutes (and 2 within 8 months). The current LG Model 3 would be on par with a 500kw CT.

 

[SCTesla]

For reference:

CT Initial 10-80% (per OOS): ~42 minutes
Current CT 10-80% at V3 250kw: ~35 minutes
Current CT at V4 325kw: ~33.5-34 minutes
Theoretical 500kw no curve change from 325+: ~32.5-33 minutes

2025 R1T Max: ~44 minutes
2023 R1T Large: ~39 minutes
2023 Lightning: ~42-47 minutes (wild variation depending on source)
2021 Panasonic Model Y LR: ~28 minutes
2024 Ionic 5: ~20-21 minutes
Initial Panasonic Model 3 V3 curve (~79kWh pack): ~31 minutes
Current Panasonic M3 Curve (~79 kWh pack): ~27 minutes
2024 LG Model 3: ~32 minutes

The CT, Y, Lightning, 3, and R1T are all in the same realm of range. Ionic 5 is significantly lower range (the Ionic 5 is only ~158 miles in that 21 minutes vs the CT is ~210 Y is ~200). Assuming no changes to the curve, the CT will be about two minutes more than the initial V3 Model 3 curve. Which improved by nearly 4 minutes (and 2 within 8 months). The current LG Model 3 would be on par with a 500kw CT.

The Silverado EV did 0-80% in 38 min with a MASSIVE battery.

 

[pricedm]

" Hyundai, Lucid, Porsches and Kia all charge faster than the #1 EV company in the US."

You forgot Lucid. Lucid today announced the upcoming Lucid Gravity can accept power up to 400 kW. Lucid states this will allow "200 miles of range added in less than 12 minutes."

I checked the Tesla Model S, which claims "Recharge up to 200 miles in 15 minutes at Supercharger locations."

Seems 800-900v+ architecture isn't that significant for adding range versus 400v architecture. Sure, a reduction from 15 minutes to 12 minutes is nice. But not as significant as one might think.

 

[henchman24]

The Silverado EV did 0-80% in 38 min with a MASSIVE battery.

I haven't seen a 0-80 be that fast. There are 10-80s in the 39-40 minute range. I could see perfectly ideal 10-80 being 38.

https://evchargingstations.com/char...erado-ev-rst-dc-fast-charging-analysis-10-80/

And it charges very well. In that though, you're comparing a ~230 kWh battery vs a ~125 kWh battery. The C rates are vastly different and they'll charge differently because of it. Not to mention the differences in pack design (chemistry, pouch vs cylindrical, cooling strategies, etc). Without a doubt the GM trucks charge very well and even with poor efficiency the range added in that time is probably 40-45% more.

 

[henchman24]

" Hyundai, Lucid, Porsches and Kia all charge faster than the #1 EV company in the US."

You forgot Lucid. Lucid today announced the upcoming Lucid Gravity can accept power up to 400 kW. Lucid states this will allow "200 miles of range added in less than 12 minutes."

I checked the Tesla Model S, which claims "Recharge up to 200 miles in 15 minutes at Supercharger locations."

Seems 800-900v+ architecture isn't that significant for adding range versus 400v architecture. Sure, a reduction from 15 minutes to 12 minutes is nice. But not as significant as one might think.

The 800v architecture doesn't change things on a cell level. Each cell can only take so much energy. Which their ability to take on energy is heavily dependent on the cell type and chemistry. Lucid utilizes 2170 cells like the 3/Y (with similar chemistry too). If you look at the curves, you'll see the Air (and likely the Gravity too) have a similar charge curve to the 3/Y. High peaks with tapers. They just have a much larger battery that can take more energy on a similar C rate (~33% bigger battery). Now the Taycan, GM, and Hyundai/Kia all use pouch cells with a different style of cooling (and typically more cobalt which helps thermal stability). This design and chemistry change allows for a curve that extends farther. The downside is manufacturing and long-term health (pouch cells haven't shown to be as durable as cylindrical cells in cars).

Where the 800v architecture really helps is that it cuts the gauge of wiring down, which helps weight and gives off less heat loss. So there are some efficiency gains, but it does very little to actually help charge rates. With one major exception. CCS was pretty much capped standard wise at 500 amps, which caps 400v cars around 200kW charging. So moving to 800v allows that to go up to the amperage limit. Tesla go around that by just allowing more amps (we've seen NACS hit over 700) and some other auto makers have exceeded that 500 amp limit.

 

[pricedm]

The 800v architecture doesn't change things on a cell level. Each cell can only take so much energy. Which their ability to take on energy is heavily dependent on the cell type and chemistry. Lucid utilizes 2170 cells like the 3/Y (with similar chemistry too). If you look at the curves, you'll see the Air (and likely the Gravity too) have a similar charge curve to the 3/Y. High peaks with tapers. They just have a much larger battery that can take more energy on a similar C rate (~33% bigger battery). Now the Taycan, GM, and Hyundai/Kia all use pouch cells with a different style of cooling (and typically more cobalt which helps thermal stability). This design and chemistry change allows for a curve that extends farther. The downside is manufacturing and long-term health (pouch cells haven't shown to be as durable as cylindrical cells in cars).

Where the 800v architecture really helps is that it cuts the gauge of wiring down, which helps weight and gives off less heat loss. So there are some efficiency gains, but it does very little to actually help charge rates. With one major exception. CCS was pretty much capped standard wise at 500 amps, which caps 400v cars around 200kW charging. So moving to 800v allows that to go up to the amperage limit. Tesla go around that by just allowing more amps (we've seen NACS hit over 700) and some other auto makers have exceeded that 500 amp limit.

This post should be a “sticky”! Thank you for the detailed, informative, well written explanation

 

[HaulingAss]

This is awesome news, except nearest V4 is 3+ hours away. When are they going to start upgrading V2/V3 at mass scale?

3 hours away is perfect. You said that like you are afraid to charge to 90-100% before you depart. Or do you lack home charging? Even if you average 70 mph for three hours non-stop that is only 210 miles. I would have to pee at two hours anyway, and I would probably plug into a Version 3 for the 5-10 minutes it took.

If I'm just doing a quick stop, I'm more than happy with 250 kW, that's a lot of power! I can only assume people who complain about charging speed are not using the charge curve appropriately. Some people get worried whenever their battery is below 20-30 percent, I'm kicking myself in the rear if I show up to a Supercharger above 15-20%.

Every year it gets easier to do short, super quick, charge stops, 15 minutes or less, due to all the new Superchargers that keep getting added to the network. And I've never plugged into a Superchargerthat even went above 254 kW. Being able to hit 325 kW might shave 60 seconds off the stop, assuming I can get back to the truck in time.

 

[Urander]

 

[Sjohnson20]

Isn't the Cybertruck supposed to eventually be able to do 1000kw? Pretty sure that was announced at the delivery event.

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