Electric cars

From 0 to 100% state of charge

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the Rivian R1T is the next all-electric vehicle that we will analyze in terms of fast charging capabilities.

The data for the analysis comes from one of Kyle Conner’s tests, for the Out of Specification Notice channel, carried out at an EVgo fast charging station.

It’s not necessarily the perfect charging session, as according to the video the battery was a bit cold, but it does show a full range of 0-100% State of Charge (SOC). The results are better than those obtained in A short TFLEV test.

In a later part of the video, Kyle tried to explore other charging sessions to determine the theoretical peak charging characteristic, but we only focused on the first session.

Note that for best results the R1T should be charged on a charger capable of delivering up to approximately 450A at over 400V (peaking up to approximately 200kW).

Let’s take a look at some numbers and see if the fast charging results are as amazing as the overall specs of the vehicle.

According to the data obtained from the 0-100% SOC test in the video (charger display), the charging curve is relatively flat up to about 58% SOC.

The maximum charging power was about 184kW at around 16-17% of SOC, against around 200 kW expected. In some of the other charging sessions, Kyle was able to hit close to 200kW.

In the upper third, the charging power is much lower. At around 80% SOC, it stayed at around 51 kW for a while, before decreasing further to around 90% SOC. Clearly there is not much value in charging at a high SOC if it is not necessary to reach a destination/another charging point.

According to the charger, the total energy supplied to the car was 137 kWh, compared to 123 kWh displayed by the car as added energy.

The 0-100% charging session lasted 1 hour and 31 minutes (excluding an interruption due to the 60-minute session limit), but the most important values ​​are:

  • 10-80%: 42 mins
  • 20-80%: 37 mins
  • 10-90%: 56 mins
  • 20-90%: 51 mins

Charging from 20% to 80% of SOC took approximately 37 minutes.

The average power in the very important range of 20% to 80% SOC is 124kWWhich one is 68% of the maximum value.

If we study the graph carefully, we can notice the green zone – the most optimal for charging – which ends at around 65-70% SOC.

The maximum C-rate* – charging power in relation to the battery capacity of 135 kWh – is approx. 1.36C.

The average C-rate when loading from 20% to 80% SOC is 0.92C. Both of these figures are not particularly high compared to many other electric vehicles.

*C-rate tells us the ratio between charging power and battery capacity. For example: 1C is the one-hour charge power (current), when the power value in kW is equal to the battery capacity in kWh. 2C would be enough to recharge in half an hour.

We don’t know the official net battery capacity value, as the manufacturer only reports the value of 135 kWh, but the car’s display showed 123 kWh added when charging from 0 to 100% SOC.

In the previous range test, the car shows 124 kWh of energy used from 100% to nearly 0% SOC. 123-124 kWh would be 91-92% of the total 135 kWh.

The fill rate of the range depends on the power consumption and the power consumption depends on the use case.

Assuming the EPA numbers, we can calculate the estimated rate of range replenishment, however, we must remember that the actual rate is lower (due to the charging power reported by the charger before losses and the loads of the auxiliary vehicle):

  • Combined EPA range
    Given the combined EPA range of 314 miles (505 km) and available battery capacity of 124 kWh, we can assume power consumption of 395 Wh/mile (245 Wh/km).
    The effective average range fill rate when loaded from 20% to 80% SOC would be 5.2 miles/minute (8.4 km/minute).
  • EPA Highway Range
    Given the EPA highway range of 292.9 miles (471 km) and the available battery capacity of 124 kWh, we can assume an energy consumption of 423 Wh/mile (263 Wh/km) .
    The effective average range fill rate when loaded from 20% to 80% SOC would be 4.9 miles/minute (7.9 km/minute).

Nevertheless, to reach around 10 km/minute, you have to stop recharging before 60% of SOC.

Here is our ultimate charging chart for the Rivian R1T which shows an estimated charging time to add a certain number of SOC percentage points, average charging power, additional energy, and additional range for the listed SOC ranges.

The matrix above may be useful from a user perspective, but be aware that it is only an estimate for a particular test, with measurement and calculation uncertainty likely greater than 5% . On top of that comes the variation for each case – car (version, battery age/health), charger, ambient and battery temperature, software version and more (including cabin heating/cooling during load). Another thing is that the load curve can shift when the load starts at a lower/higher SOC.

Considering the results above, Rivian R1T’s fast charging capabilities are somewhat “OK” – definitely not state of the art, not least because it’s a big 135kWh battery.

Improvements are possible, including increasing peak power and power above 60% SOC as well as switching to an 800 V battery system (who comes in the future). Charging power at around 50kW between 80-90% SOC seems too low (low C-rate), and might disappoint some who need more range on their adventures.

For now, fast charging is a weak point of this unusual vehicle. Because R1T is the first modern all-electric pickup on the market, and Rivian’s first, hopefully it gets better.

2022 Rivian R1T (QM AWD, 135kWh) :: DC fast charging summary by InsideEVs
Drive: all-wheel drive; Battery: 135kWh
[Data source: Out of Spec Reviews]
peak power
Maximum C rate

Average power (20-80% SOC)
Average-to-peak power
Average C rate (20-80% SOC)

Time (20-80% COS)



37 minutes

Range replenishment speed (average 20-80% SOC):
Combined EPA
EPA Highway
8.4 km/min (5.2 mph)
7.9 km/min (4.9 mph)

General informations:

* Some values ​​in the graphs are estimated from the data source.

** Battery cell temperature can greatly affect charging capabilities. We do not have data on battery temperatures at the start and during the charging process. In cold or hot weather, as well as after very dynamic driving, the charging power may be significantly lower than indicated in the graphs (in extreme cases charging may not be possible until the battery temperature does not return to an acceptable level).