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1Fix the driver behind crashes, sound loss and screen glitches2Clear out junk files and repair common Windows errors3Scan for outdated or missing drivers - takes under a minuteElectric Era’s battery-backed fast-charging system can deliver more power to vehicles than the site is drawing from the grid at that moment. Its on-site battery supplies some charging power during peaks and recharges when demand is lower. In a Puget Sound Energy demonstration, the utility reported 209 kW delivered to vehicles while the site drew 139 kW from the grid—a 70 kW reduction in peak demand for that demonstration’s first month. That shows peak shaving at one charging site, not proof of lower total energy use or improved efficiency across the wider grid.
How Electric Era’s charging system works
Electric Era combines high-power DC fast chargers, a shared on-site battery, and software controls. The company says its software predicts customer demand and adjusts how grid and battery power are blended. Under normal demand, the site draws from the grid and can recharge its battery; during a peak, the battery discharges alongside the grid to support the charging ports. Electric Era’s FAQ and technology page describe this operating approach.
This is a way to manage when power is drawn, not to make the need for energy disappear. A battery can discharge quickly to help cover a short-duration peak, allowing charger output to exceed the grid import at that instant. Over time, the site still needs enough energy to serve charging sessions and replenish storage. Battery capacity, discharge power, charging frequency, losses, grid connection limits, and recharge timing all affect the result.
What the Puget Sound Energy demonstration measured
In a May 2026 release, Puget Sound Energy (PSE) said first-month data from its demonstration showed peak power of 209 kW delivered to vehicles while drawing 139 kW from the grid. PSE characterized the difference as a 70 kW peak-demand reduction compared with standard fast-charging solutions. The same release reported 96.5% first-session success and 99.95% uptime during that first month. These are utility-reported figures for one demonstration and observation period, not independently validated results that establish typical performance at other sites. PSE’s release provides the figures and context.
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The result illustrates the distinction between power and energy: vehicles received more power at the peak than the site imported from the grid at that moment. It does not quantify the site’s total energy consumption, battery losses, or net energy savings across a full operating period.
Peak-demand reduction is not the same as lower energy use
Demand charges are tariff-specific costs associated with peak power demand; they are separate from charges for the energy consumed. If a utility tariff includes demand charges, lowering a site’s billed peak may reduce costs. The actual bill impact depends on the rate design and billing rules, as well as the site’s load profile and battery operation. A lower peak import alone does not establish lower electricity costs.
Rank #2
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- HARDWIRED - PROFESSIONAL INSTALL: This Level 2 charger is hardwired (not plug-in), so a licensed electrician installs it per National Electrical Code. It delivers up to 48A on a dedicated 60A, 240V circuit - enough to charge most EVs fully overnight. Want more speed? You can set DIP switches 4 and 5 to unlock 50A on a dedicated 70A circuit. Before ordering, check your car's port type and that your electrical panel can support the circuit.
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Nor does peak shaving automatically mean the site uses less total energy. Storage shifts some grid use to another time, and charging or discharging the battery involves losses. The balance depends on when the battery recharges, how often it cycles, charging activity, and the applicable tariff. The U.S. Department of Energy’s EVGrid Assist resources cover load shifting, flexible charging, demand charges, and rate design as part of EV-grid integration.
What determines results at a particular site
- Utility connection and battery sizing: The grid connection sets how much power can be imported, while battery power and usable energy determine how much support is available and for how long.
- Charging patterns: Session timing and utilization determine whether stored energy is available during busy periods and how quickly it must be replenished.
- Tariff and recharge strategy: The local rate structure determines whether shifting grid use changes the bill; recharge timing affects both peak demand and operating costs.
- Site and interconnection requirements: Battery storage does not eliminate the need for an adequate utility connection or interconnection approval.
For these reasons, PSE’s 70 kW result should be read as a demonstration-specific peak reduction, not a forecast for every Electric Era installation. The available figures do not establish general cost savings or system-wide grid-efficiency gains.
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Reliability figures need their time window and definition
The PSE release’s 99.95% uptime and 96.5% first-session success figures apply to the demonstration’s first month. Separately, Electric Era’s current technology page reports 99%+ port uptime, with a 98%+ financially guaranteed threshold, and 92%+ first-plug success, with an 85%+ financially guaranteed threshold. These are vendor-reported metrics; the page’s thresholds and definitions should not be treated as directly comparable to PSE’s demonstration figures.
In a company article published on 18 September 2024, Electric Era founder and CEO Quincy Lee reported 91 MWh delivered across 3,739 charging sessions and greater than 99.5% uptime at that time. This is a historical, company-reported snapshot, not a current network total. Lee’s article describes the figures.
Rank #4
- WORKS WITH EVERY NON-TESLA EV: Standard J1772 connector plugs straight into Ford, Chevrolet, Hyundai, Kia, Nissan, BMW, Volkswagen, Audi, Rivian, Lucid and every other EV or plug-in hybrid sold with a J1772 port - no adapter needed. Tesla drivers can charge too, using the J1772 adapter that comes with the car.
- PLUG IN, NO HARDWIRING: Level 2 charger delivers up to 40A to fully charge most EVs overnight. Plugs into a 240V, 4-prong NEMA 14-50 outlet (the RV/range type - NOT a dryer outlet) on a dedicated 50A circuit. The extra-long 25 ft cable easily reaches across a garage or driveway. Before ordering, check your car's port type and that you have the right outlet.
- CONTROL & SAVE FROM YOUR PHONE: A stronger built-in antenna keeps the charger online even in a garage or basement. Use the free app to start/stop charging, set speed (6-40A), get reminders, and track energy use and cost. Schedule off-peak overnight charging to cut your electric bill. Requires 2.4 GHz WiFi.
- SAFETY-CERTIFIED & WEATHERPROOF: Independently tested and certified (UL, ETL, FCC, Energy Star). A fully sealed IP66 / NEMA 4 housing stands up to rain, snow, heat and dust indoors or out, and internal steel shielding protects the electronics for years of reliable use.
- GLOW-IN-THE-DARK HOLSTER: The included high-visibility holster glows in the dark so you can find and dock the plug easily at night. Holds the connector securely when not in use.
Who the system is for—and what drivers can expect
Electric Era’s system is commercial infrastructure for charging-site hosts, rather than a consumer charger purchase. The company describes equipment, software, deployment, and operations for retail hosts. Its FAQ says its stations serve battery-electric and plug-in hybrid vehicles with CCS connectors; some locations also have NACS or CHAdeMO. Connector availability varies by station, and a vehicle’s actual charging rate depends on its capabilities, battery conditions, and the station configuration. Check the specific location before relying on a connector or expected charge rate.
IEEE Spectrum reported up to 400 kW output for Electric Era’s second-generation RetailEdge chargers. That figure is tied to that model generation and is not a guarantee that every station or vehicle will charge at 400 kW. IEEE Spectrum’s article discusses the equipment.
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What is—and is not—established
The evidence supports a clear, limited conclusion: battery storage and controls can let a charging site serve a short peak with less grid power imported at that instant. PSE’s first-month demonstration figures provide one concrete example. They do not, by themselves, show lower total energy consumption, prove a particular site’s bill savings, or establish a system-wide improvement in grid efficiency. The economic and grid value depends on the site design, usage, utility connection, and local tariff; the cited sources do not establish independent multi-site validation of Electric Era’s general savings claims.
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