A 350 kW charger almost never gives you 350 kW.
Not because it is broken. Because power is volts times amps, because a full anode cannot accept current, and because the number on the sign is the cabinet's ceiling, not your car's. This site works through the arithmetic, then hands you the calculator.
The short version
The Model 3 and the Ioniq 5 are plugged into the same cabinet. The difference is pack voltage: 500 A into 390 V is 195 kW, and 500 A into 800 V is 400 kW. The cable does not care what the sign says.
Four plug ratings a 400 V car cannot tell apart
Model 3 Long Range, 10 to 80%, on four cabinets whose stickers differ by 100 kW. All of them are 500 A units, so all of them deliver the same session.
Five tools, one charging model
The same validated session integrator runs behind all five: a change to the physics moves every number on the site at once.
1 · Vehicle charging
One vehicle on one plug: the taper curve, the cabinet's current and voltage ceilings, temperature, time to target, energy, cost and range or flight minutes added. Compare up to three combinations.
2 · Battery-buffered station
How many vehicles a battery-backed station serves before it hits its reserve floor, with grid assist, a gap between vehicles and a fleet mix.
3 · Grid recharge
What a 480 V, 208 V or 240 V service puts back, under the 80% continuous rule, and what the next amperage step actually buys.
4 · Mobile station trailer
What a trailer-mounted battery and charger weigh, what deck they need, which trailer class carries them and whether that needs a CDL or a permit.
5 · Site planning
Many stations on one electrical service: requested against delivered power, equal, proportional or priority sharing, arrivals and departures, peak demand, utilization and which stations end up power limited.
Read the physics
Why fast charging slows down
Three reasons the curve falls away: lithium plating risk at high state of charge, heat, and the cabinet's own voltage and current ceilings.
The 500 A problem
Why a 400 V car cannot use a 350 kW charger, and why the 250, 260, 320 and 350 kW stalls all give it exactly the same session.
Supercharger reality: 700 A at 500 V
Tesla went high-current and low-voltage, which is why a 400 V Tesla really does see 250 kW, and why an 800 V car plugged into one has to split its pack.
C-rate, not kilowatts
A megawatt sounds enormous until you divide it by 850 kWh. Why the Tesla Semi still needs half an hour, and why an air taxi charges harder than any car.
Sizing a battery-buffered station
A battery behind the dispenser lets a modest grid connection serve 350 kW sessions. How many charges that buys, and why the answer barely depends on the inverter.
Root three and the 80% rule
The two bits of electrical arithmetic that decide what a 480 V service can actually deliver, and the moment when a bigger breaker stops buying anything.
Weighing a mobile charging trailer
What a trailer-mounted battery and charger actually weighs, which trailer class carries it, and the case where AC coupling turns out lighter than DC.
Every vehicle, with its curve
15 cars, 4 Class 8 semis and 5 eVTOL aircraft. Each has a page with its charging curve, what it does on every plug, and what actually limits it.