A recent investigation into the real-world charging performance of the UK’s ten bestselling electric vehicles has revealed that most fall well short of their advertised maximum charging speeds — a finding that may leave many EV drivers frustrated at longer-than-expected wait times at public chargers. The study, conducted by Auto Express and reported by The Times UK, highlights a growing discrepancy between manufacturer claims and practical outcomes for everyday users.
Despite boasting peak charging figures ranging from 150kW to as high as 320kW, the majority of the models tested struggled to reach those numbers when connected to an ultra-fast 350kW charger at Gridserve’s electric forecourt in Braintree, Essex. The vehicles were all charged under controlled and realistic conditions: each began with around 10 to 15 per cent battery, in mild temperatures of 13–14°C, and without preconditioning — the process of warming or cooling the battery to its optimal temperature before charging.
Paul Barker, editor at Auto Express, explained the rationale behind the test: “We wanted to answer a simple question every EV driver asks at some point: why is my car not charging as fast as it should? This test shows the answer is far more complicated than just blaming the charger.”
Only two vehicles — the Ford Capri and the Volkswagen ID.7 Tourer GTX — managed to achieve their manufacturer-quoted peak power levels. Others, including popular models such as the Tesla Model Y and Citroën e-C3, fell significantly short.
The standout performer in the test was the Porsche Taycan. Though it didn’t quite reach its advertised 320kW maximum, peaking instead at 282kW, it still managed to add 60 per cent of charge in just 15 minutes — the fastest of all vehicles tested. In stark contrast, the Peugeot E-3008 delivered the poorest result, taking 38 minutes to achieve the same 60 per cent and reaching just 13kW, despite a claimed peak of 160kW.
Tesla’s Model Y, a popular EV in the UK, was second slowest, needing 30 minutes to add 60 per cent and only hitting 145kW — far short of its claimed 250kW. Tesla attributed this shortfall to the battery not being preconditioned before the session. However, Barker pointed out that the conditions simulated a typical user experience, where drivers do not always have the luxury of optimal preparation: “As much as we said that whether or not you’ve preconditioned the battery shouldn’t matter, ultimately getting your car’s battery up to the right operating temperature should mean that it’ll hit its peak speeds more quickly.”
The test highlighted the importance of battery state of charge and temperature in determining charging efficiency. According to Barker, peak rates were only achieved when the battery was at a low charge, with all models significantly reducing power as the battery approached full capacity — particularly above 80 per cent. “Public charging north of 80 per cent is definitely not a good use of time,” he said.
Dan Caesar, chief executive of Electric Vehicles UK, added that while most EV owners charge at home overnight, those relying on public infrastructure and undertaking longer journeys should be especially mindful. “If you’re one of the minority of us that can’t charge at home, and drive significant distances per annum, the speed at which your car can charge might matter more, and you might need to do a little research, as not all charging experiences are the same.”
Industry experts now recommend that prospective EV buyers consult independent resources like the EV-Database website, which provides more realistic charging data than some manufacturer brochures.
Ultimately, the test — and its coverage in The Times UK — offers a valuable reality check. It underscores that while EV technology has made huge strides, the figures advertised by manufacturers are often idealised and rarely replicated in day-to-day use. For drivers, especially those reliant on public fast chargers, managing expectations and planning ahead remain crucial to an efficient charging experience.
