Volvo VNR Electric
10 to 80%, best plug100 minon the 250 kW
Peak actually reached250 kWof 250 kW rated
Average power223 kWover the session
The last 20%86 min80 to 100% alone
On every plug
| Plug | Peak | Average | 10 to 80% | Limited by |
|---|---|---|---|---|
| 50 kW | 41.2 kW | 36.7 kW | 10h 04m | Charger current limit (split-pack voltage) |
| 120 kW | 120 kW | 120 kW | 3h 05m | Charger power rating |
| 150 kW | 150 kW | 150 kW | 2h 28m | Charger power rating |
| 180 kW | 180 kW | 178 kW | 2h 05m | Charger power rating |
| 250 kW | 250 kW | 223 kW | 100 min | Truck's taper curve |
| Supercharger | 50.0 kW | 50.0 kW | 7h 24m | Charger voltage ceiling (600V truck) |
| 260 kW | 250 kW | 223 kW | 100 min | Truck's taper curve |
| 320 kW | 250 kW | 223 kW | 100 min | Truck's taper curve |
| 350 kW | 250 kW | 223 kW | 100 min | Truck's taper curve |
| MCS 1.2 MW | 250 kW | 223 kW | 100 min | Truck's taper curve |
| Level 2 AC | No onboard AC charger: this truck is DC only. | |||
On a Tesla SuperchargerThis is an 600V pack and a V3 cabinet stops at 500 V, so it cannot be charged directly. The truck splits its pack or runs a boost converter and accepts about kW, against 250 kW on a high-voltage cabinet. SeeSupercharger reality.
Temperature
| Pack | 10 to 80% | Peak | Penalty |
|---|---|---|---|
| Cold, no preconditioning | 1h 48m | 248 kW | +7.9 min |
| Ideal, preconditioned | 100 min | 250 kW | baseline |
| Hot | 2h 04m | 220 kW | +25 min |
Pack voltage
Modelled from 500 V at 0% state of charge to 700 V at 100%, so roughly 520–660 V across this session. On a 500 A cabinet that is 260–330 kW of headroom, against a curve that peaks at 250 kW. The pack's own taper arrives first, which is the comfortable way round.