Our Articles  |  Brands  | Curated Articles  |  About Us  |  Contact



01— Welcome to
Komoneed

02— About
Komoneed

03— Our Articles

04— Brands

05— Curated
Articles

06— Contact Us

Search

400V vs 800V Charging

Komoneed

We are an online community created around a smart and easy to access information hub which is focused on providing proven global and local insights about sustainability

Curated Articles

0 Comment(s)

18 Mar, 2024

This post was originally published on Power Sonic

Electric vehicle (EV) technology is rapidly evolving, revolutionizing sustainable transportation. A vital aspect of this transformation is the advancement of EV batteries, particularly the shift towards higher-voltage battery systems. The emergence of 800V EV architecture marks a significant leap forward, promising to improve vehicle performance and increase the efficiency and speed of EV charging.

This article delves into the differences between 400V and 800V EV architectures. We’ll explore how these systems impact EV charging, from speed and efficiency to infrastructure requirements, providing a clear and comprehensive comparison.

Electric Vehicle Battery Architecture

EV design architecture is complex and comprises various components, including batteries, motors, inverters, sensors, controls, wiring, and auxiliary systems. The specifications and type of components and how they are designed to work together will depend on whether the vehicle has a 400-volt or 800-volt battery.

Today, most EVs are built with 400-volt architecture; however, more and more manufacturers are redesigning their vehicles and moving towards 800-volt architecture. This shift is due to the increased efficiency, improved performance, and faster charging capabilities that a higher-voltage battery can offer.

400V vs 800V Architecture

Let’s take a closer look at 400V and 800V architectures.

400V Battery Architecture

Although the term might suggest otherwise, a 400-volt architecture doesn’t have a fixed battery voltage of 400V. Its voltage range is between 300 and 500 volts; the voltage will change depending on a variety of factors, including the battery’s state of charge (SoC), temperature, age, and operational conditions; anything within this range is considered 400-volt architecture.

400V systems have long been the standard in EV technology, powering electric vehicles. They benefit from lower costs than 800V systems due to well-established manufacturing processes and a robust supply chain utilizing high-volume components. The lower production costs pass on savings to consumers, and the purchase price of a 400V EV is less than that of an 800V EV.

Electric vehicles that utilize this system architecture have a 400-volt battery pack as the power source for the vehicle’s electric motors and are compatible with both 400V and 800V DC fast charging stations. Although compatible with 800V EV charging stations, they will be limited to 400 Vdc output, which could result in slower-than-expected charging speeds depending on the charger’s output current.

800V Battery Architecture

In the same way as 400-volt architecture, 800-volt architecture has a voltage range rather than a fixed battery voltage. Its range is between 600 and 900 volts.

Electric vehicles with 800V architecture are available on the market; however, only some manufacturers currently offer them. These 800V EVs gain a competitive advantage against their 400V competition by improving the customer experience with an extended range and faster charging capabilities, albeit at a higher price. The higher cost is due to 800V architecture being a newer technology requiring investment into new components and a developing supply chain. Over time, once more manufacturers move to 800V, prices will decrease and become more affordable.

800V architecture in EVs can enhance efficiency and reduce weight. By increasing the voltage, the current needed is much lower, enabling thinner cables and smaller electronic components. This reduces the vehicle’s weight and minimizes energy losses to heat, thereby increasing overall efficiency and battery range. Higher-voltage batteries can also deliver more power to electric motors, enabling faster acceleration and higher energy capture from regenerative braking.

800V EVs can support faster charging times with chargers capable of delivering the required 800 Vdc output. However, the vehicle requires additional hardware, including a DC/DC converter, as part of its design to adjust the voltage to charge on existing 400V EV chargers. It’s important to note that most installed public DC fast chargers are currently designed for 400V architecture rather than 800V. More on this in a bit.

Below, we have compiled a table summarizing the differences between 400V and 800V architecture.

400-volt 800-volt
Charging time Charge times are limited by the maximum current output capabilities of charging stations. This limitation is due to the heat generated by higher currents ensuring safe and efficient charging. As a result, vehicles with 400-volt EV architecture are unable to fully utilize the capabilities of high-voltage charging stations, leading to charging times that are slower than anticipated. Supports faster charging from high voltage charging stations, these vehicles can accept greater power due to the lower current they require. This capability allows them to charge more rapidly when using chargers designed for 800V systems.
Efficiency / Range 400-volt architectures typically involve heavier components and experience reduced efficiency due to energy losses from heat generated by higher currents when compared to 800-volt systems. A decrease in energy loss through heat, coupled with the ability to capture more power via regenerative braking.
Weight Typically require heavier cables, power equipment, and motors due to the higher currents they operate with, leading to an overall heavier design. The high voltage capabilities of 800-volt architectures allow for the use of lighter cables and components, as they support lower current requirements.
Cost Lower cost to build, benefiting from the use of high-volume components, a well-established and robust manufacturing process, and a strong, existing supply chain. The production of 800-volt EV architectures tends to be more expensive due to being an emerging technology with a smaller market share, leading to higher costs for components.
Charging infrastructure The majority of public DC fast charging stations are designed for 400-volt electric vehicles. High-powered charging stations can still be utilized but charging speeds will be lower due to the low voltage input. To fully benefit from the increased charging speeds offered by 800-volt EV architectures, there is a need for more charging stations equipped with higher voltage ranges. Although the majority of existing 400-volt DC fast chargers can be used by 800-volt EVs, this is contingent upon the vehicle being equipped with additional hardware to manage the lower voltage.

800V EV Cars

Currently the following manufactures offer 800V electric cars:

  • Porsche: Taycan
  • Kia: EV6, EV9
  • Hyundai: IONIQ 5, IONIQ 6
  • BYD: ATTO 3, Dolphin, Seal, Song
  • XPeng: G9
  • GMC: Hummer EV Pickup, Hummer EV SUV
  • Genesis: GV60, GV70, G80 (Electric)
  • Lucid: Air (uses a 924-volt system)
  • Zeekr: 001
  • Tesla: Cyber truck

Outside of these existing 800-volt EVs other manufactures have committed to 800V architecture for future vehicles including Ford (who filled a patent for a multi-voltage architecture), Mercedes-Benz, Polestar, Volvo and Lotus.

A Genesis GV60 utilizing an EVESCO 300 – 1000 VDC charging station

800V Charging

The transition from 400V to 800V battery architecture offers unquestionable benefits. However, challenges still need to be addressed to ensure successful implementation in the market. One of the biggest challenges is charging infrastructure. It is good to have an 800-volt electric vehicle that can charge quicker at higher voltages; however, it is only a benefit if charging at the required high voltage levels is available.

Currently, around 1.5% of DC fast chargers deployed in the US are capable of 800V output; similarly, in the European Union (EU), only approximately 3%. There is a steady increase in the EU; however, in the US, the growth of 800V chargers is stagnant.

The current disparity between 400V and 800V charging stations poses a challenge as EV manufacturers look to release more 800V vehicles. The existing public charging infrastructure was built for 400V EVs and needs to be improved to support 800V EVs effectively. More powerful chargers with higher output voltage ranges are required to utilize the faster charging capabilities fully.

Upgrading or replacing existing charging stations to support 800V charging would be a substantial investment. The higher power delivery demands of 800-volt charging stations could strain the electrical grid when handling the increased load requirements. These infrastructure enhancements, coupled with the deployment of 800V-compatible charging stations, require financial investments from both public and private sectors, posing a barrier, particularly in regions with limited resources or where EV adoption is still in its early stages.

A multi-pronged approach is needed to address the infrastructural challenges. Governments, utilities, and private companies must collaborate to develop comprehensive infrastructure plans, identify strategic locations, and prioritize high-demand areas for higher-voltage charging station deployment. Offering charging incentives specifically for 800V charging stations can accelerate deployment. A phased deployment strategy, gradually introducing 800V charging stations in areas with high demand or capable grid infrastructure, can facilitate a more manageable transition. Exploring innovative solutions, like mobile charging stations and leveraging renewable energy integration and battery energy storage systems, can help mitigate the need for expensive grid upgrades while addressing the increased power demands of 800V charging.

Why is 800-Volt Charging Faster?

The main parameter for measuring the charging speed is the EV charger’s output power, measured in kilowatts (kW). The output charging current and voltage determine the output power. When the charging current is higher, heat generation increases, and so does energy loss. The higher the current, the thicker the cables must be to deliver the needed power. Once the current reaches certain levels, additional liquid cooling is required for the charging station. These factors make increasing the voltage and lowering the required charging current a better way to increase kW power and speed up charging times. With double the output voltage and the same current, you can potentially deliver double the energy in kWh’s to the vehicle’s battery. It is worth noting that the charging station’s output will not exceed the power the EV’s battery can safely accept. This charge acceptance rate of the EV is a critical battery specification designed to ensure safe and efficient charging.

Calculating EV Charging Station Output

Understanding the output of a charging station and how it relates to charging different voltage electric vehicles requires a basic understanding of electrical principles. The key factors in this calculation are the voltage of the car battery and the current (amperage), voltage range, and maximum output power of the charging station. Here’s a straightforward guide to help estimate the charging station output and its impact on charging time.

The Formula

The power (in watts) provided by the charging station is calculated by multiplying the voltage (in volts) by the current (in amps):

Power (W) = Voltage (V) × Current (A)

Let’s look at a 180kW EV charger from EVESCO as an example for both a 400V EV and an 800V EV.
EV charger specifications: Max Power Output = 180kW, Voltage Range = 300 – 1000V, Max Current = 300A

Charging a 400V EV

Battery Voltage: 400V
Theoretical Power Output: 400 (V) x 300 (A) = 120,000 (W) or 120 kW
Actual Power Output: Since 120kW is less than the station’s max output (180kW), the EV will only receive 120kW.

Charging an 800V EV

Battery Voltage: 800V
Theoretical Power Output: 800 (V) x 300 (A) = 240,000 (W) or 240 kW
Actual Power Output: Since 240kW exceeds the charging station’s max power output, the EV can only receive the maximum charger output, 180kW.

400V vs 800V charging diagram

The Impact on Charging Time

Charging time is proportional to the power output. Higher power output leads to faster charging. It’s calculated as:

Charging Time (hours) = Vehicle Battery Capacity (kWh) / Power Output (kW)

The higher the voltage of the vehicle’s battery, the potentially faster the charging, as the power output increases with voltage; this is, of course, only the case for EV chargers, which have an output range covering 800V.
Consider the charger’s maximum power output, as it limits the available power, especially for higher-voltage vehicles.
This simplified guide helps understand how the car battery’s voltage, charger’s amperage, and voltage range influence the charging station’s output and overall charging time. It’s important to note that additional factors like temperature, battery SoC, and the vehicle’s onboard charging limitations can also affect charging performance in real-world conditions.

The shift towards 800V battery architecture in EVs is a significant advancement, promising faster charging times and improved vehicle performance. However, users will only realize these benefits with the appropriate charging infrastructure. There is an urgent need to accelerate the deployment of high-powered charging stations compatible with 800V systems. These stations will cater to current needs and are essential for future-proofing EV infrastructure, playing a crucial role in the transition towards sustainable transportation.

Pass over the stars to rate this post. Your opinion is always welcome.
[Total: 0 Average: 0]

You may also like…

Taking the electronic pulse of the circular economy

Taking the electronic pulse of the circular economy

31 Jul, 2025

In June, I had the privilege of attending the 2025 E-Waste World, Battery Recycling, Metal Recycling, and ITAD & Circular Electronics Conference & Expo events in Frankfurt, Germany.

Speaking in the ITAD & Circular Electronics track on a panel with global Circular Economy leaders from Foxway Group, ERI and HP, we explored the evolving role of IT asset disposition (ITAD) and opportunities in the circular electronics economy.

The event’s focus on advancing circular economy goals and reducing environmental impact delivered a series of insights and learnings. From this assembly of international expertise across 75+ countries, here are some points from the presentations that stood out for me:

1. Environmental impact of the digital economy

Digitalisation has a heavy material footprint in the production phase, and lifecycle thinking needs to guide every product decision. Consider that 81% of the energy a laptop uses in its lifetime is consumed during manufacture (1 tonne in manufacture is equal to 10,000 tonnes of CO2) and laptops are typically refreshed or replaced by companies every 3–4 years.

From 2018 to 2023, the average number of devices and connections per capita in the world increased by 50% (2.4 to 3.6). In North America (8.2 to 13.4) and Western Europe (5.6 to 9.4), this almost doubled. In 1960, only 10 periodic table elements were used to make phones. In 1990, 27 elements were used and now over 60 elements are used to build the smartphones that we have become so reliant on.

A key challenge is that low-carbon and digital technologies largely compete for the same minerals. Material resource extraction could increase 60% between 2020 and 2060, while demand for lithium, cobalt and graphite is expected to rise by 500% until 2050.

High growth in ICT demand and Internet requires more attention to the environmental footprint of the digital economy. Energy consumption of data centres is expected to more than double by 2026. The electronics industry accounts for over 4% of global GHG — and digitalisation-related waste is growing, with skewed impacts on developing countries.

E-waste is rising five times faster than recycling — 1 tonne of e-waste has a carbon footprint of 2 tonnes. Today’s solution? ‘Bury it or burn it.’ In terms of spent emissions, waste and the costs associated with end-of-life liabilities, PCBAs (printed circuit board assembly) cost us enormously — they generally achieve 3–5% recyclability (75% of CO2 in PCBAs is from components).

2. Regulating circularity in electronics

There is good momentum across jurisdictions in right-to-repair, design and labelling regulations; recycling targets; and voluntary frameworks on circularity and eco-design.

The EU is at the forefront. EU legislation is lifting the ICT aftermarket, providing new opportunities for IT asset disposition (ITAD) businesses. To get a sense, the global market for electronics recycling is estimated to grow from $37 billion to $108 billion (2022–2030). The value of refurbished electronics is estimated to increase from $85.9 billion to $262.2 billion (2022–2032). Strikingly, 40% of companies do not have a formal ITAD strategy in place.

Significantly, the EU is rethinking its Waste Electrical and Electronic Equipment (WEEE) management targets, aligned with upcoming circularity and WEEE legislation, as part of efforts to foster the circular economy. A more robust and realistic circularity-driven approach to setting collection targets would better reflect various factors including long lifespans of electronic products and market fluctuations.

Australia and New Zealand lag the EU’s comprehensive e-waste mandated frameworks. The lack of a systematic approach results in environmental degradation and missed positioning opportunities for businesses in the circular economy. While Australia’s Senate inquiry into waste reduction and recycling recommended legislating a full circular economy framework — including for imported and local product design, financial incentives and regulatory enforcement, New Zealand remains the only OECD country without a national scheme to manage e-waste.

3. Extending product lifecycles

Along with data security and digital tools, reuse was a key theme in the ITAD & Circular Electronics track of the conference. The sustainable tech company that I lead, Greenbox, recognises that reuse is the simplest circular strategy. Devices that are still functional undergo refurbishment and are reintroduced into the market, reducing new production need and conserving valuable resources.

Conference presenters highlighted how repair over replacement is being legislated as a right in jurisdictions around the world. Resources are saved, costs are lowered, product life is extended, and people and organisations are empowered to support a greener future. It was pointed out that just 43% of countries have recycling policies, 17% of global waste is formally recycled, and less than 1% of global e-waste is formally repaired and reused.

Right to repair is a rising wave in the circular economy, and legislation is one way that civil society is pushing back on programmed obsolescence. Its global momentum continues at different speeds for different product categories — from the recent EU mandates to multiple US state bills (and some laws) through to repair and reuse steps in India, Canada, Australia and New Zealand.

The European Commission’s Joint Research Commission has done a scoping study to identify product groups under the Ecodesign framework that would be most relevant for implementing an EU-wide product reparability scoring system.

Attending this event with the entire electronic waste recycling supply chain — from peers and partners to suppliers and customers — underscored the importance of sharing best practices to address the environmental challenges that increased hardware proliferation and complex related issues are having on the world.

Ross Thompson is Group CEO of sustainability, data management and technology asset lifecycle management market leader Greenbox. With facilities in Brisbane, Sydney, Melbourne, Canberra, Auckland, Wellington and Christchurch, Greenbox Group provides customers all over the world a carbon-neutral supply chain for IT equipment to reduce their carbon footprint by actively managing their environmental, social and governance obligations.

Image credit: iStock.com/Mustafa Ovec

0 Comments