800 V vehicle charge power over-estimated on 400–500 V DC chargers (incl. Tesla V2/V3) — Zeekr 7X Performance AWD

Summary

ABRP consistently over-estimates DC charge power for my Zeekr 7X Performance AWD (800 V) when the route includes ≤500 V (“400 V class”) chargers — this includes Tesla V2 and V3 as well as some legacy CCS. Real-world sessions plateau around ~60–70 kW (rarely higher) on these sites, but ABRP often predicts ~90–120+ kW, leading to optimistic stop durations, wrong ETAs, and poor charger selection.

Vehicle / Profile

• Vehicle: Zeekr 7X Performance AWD, 800 V architecture

• ABRP profile: [Zeekr 7X Performance AWD]

Actual behaviour

• When ABRP selects ≤500 V DC sites (Tesla V2/V3, legacy CCS) it assigns unrealistically high kW and short stop times.

• My vehicle (800 V) uses an HV DC booster on ≤500 V hardware and in practice is limited to ~60–70 kW over most of the SOC window at these chargers.

• Consequences:
  

  1. Planner prefers 400 V-class sites that are slow for this car,

  2. Underestimates stop duration and arrival SOC,

  3. Sometimes skips nearby HV-capable (≥800–1000 V) CCS sites that would be materially faster.

Expected behaviour

• ABRP should apply a separate booster-mode curve for 800 V cars on ≤500 V chargers with a realistic power cap (~60–70 kW) and appropriate efficiency losses, distinct from the HV-direct curve used on ≥800–1000 V chargers.

• Routing/ETA should penalise booster-limited stops unless no HV-capable alternative exists.

How to reproduce

1. Open this shared plan: https://abetterrouteplanner.com/?plan_uuid=c40d6e3a-adac-42ae-84dc-a79fb11d5b9b

2. Inspect the stop(s) placed at ≤500 V hardware (e.g., Tesla V2/V3 on the route).

3. Note that ABRP shows ~90–120+ kW planning assumptions vs real-world ~60–70 kW for this vehicle at those sites.

4. Compare against a nearby HV-capable (≥800–1000 V) CCS site: ABRP should then use the proper high-voltage curve and higher power.

Impact

• Route choice degradation, inaccurate ETAs/stop times, lower trust in the plan.

Evidence to attach (available on request)

• Screenshots of ABRP stop details at Tesla V3 vs actual sessions showing ~60–70 kW plateaus.

• Additional shared plan links with V2/V3 vs HV-capable alternatives.

Suggested fixes

• Add per-vehicle parameter(s) for “Max DC power on ≤500 V” (DB default + user-editable) and/or “Max DC current on ≤500 V”, with booster efficiency loss.

• Split every 800 V vehicle’s DC model into:
  

  • HV-direct (≥800–1000 V chargers) — use normal curve, and

  • LV-booster mode (≤500 V chargers) — apply ~60–70 kW cap (or current-limited equivalent) across the relevant SOC range.

• Ensure charger objects are tagged by max voltage class so the correct curve is chosen at plan time.

• Penalise/flag booster-limited stops in optimiser/ETA unless forced.

Workarounds (current)

• Manually avoid 400 V-class sites (deselect Tesla V2/V3 / older CCS) and prefer HV-capable chargers.

• Add extra buffer and longer stop durations when a ≤500 V site is unavoidable.