EVgo's 750 kW Stall Still Stops at What the Car Will Take

EVgo's next public charger is rated at 750 kilowatts. Alex Keros, the company's senior vice president of product, told the EV creator Tom Moloughney that a single stall can deliver that figure. The hardware is a 1,000-volt system at 750 amps. Multiply those two numbers and the stall's peak is 750 kW. Multiply the same 750 amps by a 400-volt pack and the car's ceiling is about 300 kW. The sticker on the cabinet is not the rate the vehicle will see.

That split is the ownership question the new hardware forces into the open: which charging limit belongs to the stall, and which belongs to the car.

EVgo announced the power level on 29 September. Moloughney visited its Innovation Lab in El Segundo, California, and the charger is being developed in-house with Delta.

Keros was more specific in an interview with Moloughney published days later. "One stall can get up to the 750 kW," he said, then added that there are not a lot of vehicles in the United States that can handle it. Sam Abuelsamid, vice president of market research at Telemetry, made the same point the day of the press release: the fastest rates on sale in the US sit near 400 kW, and most electric cars still charge between 150 and 200 kW. Chinese models that take far more are not in that market.

The International Energy Agency's Global EV Outlook 2026 puts the fleet in a colder light. The number of electric cars able to use chargers above 250 kW is less than 5 percent of the stock, even as sales of those models grow and operators install ultra-fast hardware ahead of them. Doubling pack voltage doubles power at the same current, which is why an 800-volt car can take more from the same cable than a 400-volt car. Battery temperature can still cap the session.

The architecture is designed around six stalls. If six GMC Hummers arrived together at 2 percent state of charge, Keros said, the average would be about 125 kW each. Power sharing can also be arranged across one, two or three stalls. "We are very, very confident that when you pull up 99 percent of the time your car is going to get exactly what it's asking for," he said.

The second sentence is the useful one for drivers. A stall that can offer 750 kW will still deliver 50 kW to an older Bolt if that is all the car requests. Moloughney, who hosted the interview, described the reverse error with his Ford F-150 Lightning: a 200 kW charger has 200-amp cables, so it only reaches 200 kW on a 1,000-volt car, and he gets about 77 kW. Drivers who treat the stall rating as a promise to their car are reading the wrong label.

A 400-volt compact rated around 110 kW, parked on a 750 kW EVgo stall in 2027, will still be limited by the car. The reverse is also true: an 800-volt car that can take 350 kW will be held to whatever the site has left after power sharing. CCS and NACS are both planned, with Keros saying every stall is intended to deliver full power on either connector.

EVgo says the first installations will be new sites, with some later retrofits, and that deployment is a 2027 job. Keros said plug-and-charge and AutoCharge are meant to be available, and that EVgo writes its own firmware. Asked what excited him most, he pointed to seamless retries that spare the driver from starting a session again.

This explanation fits anyone comparing a high-power public stall with a home wallbox, and anyone reading a charger kilowatt rating as if it were a vehicle specification. The common mistake is assuming a 750 kW site will fill a 400-volt car three times faster than a 250 kW site. Before a public stop, check the car's peak kilowatts, its pack voltage, and whether the stall is sharing. The smallest of those three numbers is the one that will show on the screen.