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What a 1.68 MW charging figure actually means
Power is a rate, not an amount of energy
Megawatts describe how quickly electricity can be delivered. One megawatt equals 1,000 kilowatts, so 1.68 MW equals 1,680 kW. An EV battery, however, is described by energy capacity in kilowatt-hours (kWh). To estimate charging time, divide the energy you want to add by the power available:
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Ideal charging time (hours) = energy added (kWh) ÷ charging power (kW)
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That equation assumes the stated power remains constant for the entire session and that every kilowatt-hour delivered reaches the battery. Real charging normally varies from the start of a session to the end, so the result is a best-case calculation.
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The number usually describes infrastructure
Siemens announced SICHARGE FLEX on 4 October 2025 with a total direct-current system range from 480 kW to 1.68 MW. It is a commercial system for fleet depots and en-route hubs, supporting both CCS and the Megawatt Charging System (MCS). The 1.68 MW value is the maximum system rating; it does not mean a passenger car can draw 1.68 MW through one connector.
The system can dynamically allocate its capacity among charging outlets. Consequently, the cabinet’s total rating and the power available at one vehicle at a particular moment are different quantities. A site may be connected to a grid service that supplies less than the charger’s nameplate rating, and several vehicles may be charging at the same time.
Ideal times at 1.68 MW
The following figures apply only if a vehicle could continuously accept 1,680 kW and the charger could dedicate that power to it. They are arithmetic illustrations, not measured vehicle results.
| Energy added | Calculation | Ideal elapsed time |
|---|---|---|
| 50 kWh | 50 ÷ 1,680 hours | about 1 minute 47 seconds |
| 75 kWh | 75 ÷ 1,680 hours | about 2 minutes 41 seconds |
| 100 kWh | 100 ÷ 1,680 hours | about 3 minutes 34 seconds |
| 200 kWh | 200 ÷ 1,680 hours | about 7 minutes 9 seconds |
| 372 kWh | 372 ÷ 1,680 hours | about 13 minutes 17 seconds |
| 620 kWh | 620 ÷ 1,680 hours | about 22 minutes 9 seconds |
For a battery percentage calculation, first convert the percentage window into energy. For example, moving a 620 kWh pack from 20% to 80% represents 60% of its capacity, or 372 kWh. The table’s 13-minute estimate is what the equation produces at an uninterrupted 1.68 MW; it is not the duration reported for the truck example described below.
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Why an EV will rarely sustain 1.68 MW
The vehicle sets a practical ceiling
Charging equipment can offer only what the vehicle is designed to accept. The battery pack, high-voltage architecture, inlet, contactors, cable and software all impose limits. A car with a 250 kW maximum charge rate cannot use the remaining capacity of a 1.68 MW cabinet. The same principle applies to a truck whose MCS hardware is rated below the site’s total output.
Compatibility also matters. SICHARGE FLEX supports CCS and MCS, but a connector standard does not by itself establish a vehicle’s maximum sustained power. The vehicle and charger negotiate an allowable current and voltage, and that limit can change during the session.
Charging power follows a curve
Maximum power is generally a peak rather than a constant. A battery-management system may permit high power at a low or moderate state of charge, then reduce it as the battery fills. Temperature, cell balancing and protective limits can also lower the rate. Therefore, a time estimate based on the battery’s full capacity and a nameplate peak will usually be shorter than the time shown by the vehicle.
When comparing claims, specify the starting and ending state of charge. “Charge time” without that window is ambiguous: 10% to 80%, 20% to 80% and 0% to 100% require different amounts of energy and normally have different average powers.
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Power may be shared among vehicles
SICHARGE FLEX is designed to distribute power across multiple outlets. If two or more vehicles are connected, each may receive less than the system’s combined rating. The allocation can also change when another vehicle starts, reaches a tapering phase or disconnects. A 1.68 MW site therefore cannot be interpreted as 1.68 MW simultaneously available at every connector.
The electrical service can be the bottleneck
A charger’s nameplate is not the same as the site’s grid capacity. The connection, transformer, switchgear and local operating limits must support the requested load. A site operator may intentionally cap output to stay within its connection agreement or to reserve capacity for other equipment. These constraints are why a published maximum should be treated as an infrastructure capability, not a guaranteed session rate.
What the SICHARGE FLEX specification tells you
| Specification or characteristic | What it means for charging time |
|---|---|
| 480 kW to 1.68 MW DC system range | Defines the available system configurations; it does not establish a single vehicle’s sustained rate. |
| Up to 1,500 A MCS charging current | Describes the announced MCS capability; the vehicle, cable and operating conditions still determine the negotiated power. |
| CCS and MCS support | Allows compatibility with different vehicle classes, but each vehicle remains limited by its own inlet and battery design. |
| Dynamic distribution across outlets | Total cabinet capacity can be divided among connected vehicles, changing the power per vehicle. |
| Fleet-depot and en-route-hub design | The product is aimed at commercial operations rather than a consumer home-charging installation. |
These are Siemens’ announced technical ratings from 2025, not an independent measurement of passenger-car charging. They explain what “1.68 MW” refers to in a real deployment: the ceiling for a distributed DC charging system.
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What the site report says
An electrive.com report dated 30 September 2026 described the opening of the OMV Kufstein site with six charging points offering up to 400 kW each. The report said a later expansion was planned with four MCS truck points rated up to 1.2 MW. The expansion was described as planned, so it should not be read as evidence that all four points were already operating at that rating on the opening date.
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The 620 kWh, 20% to 80% example
The same report relayed a Siemens example of a 620 kWh electric truck charging from 20% to 80% in around 45 minutes under suitable conditions. That window adds 372 kWh, so the implied average battery-energy rate is approximately 496 kW (372 kWh divided by 0.75 hours). An average of 496 kW is far below a 1.68 MW peak because the truck is not continuously receiving the maximum system output, the session includes a changing charging curve, and the cited expansion is rated at up to 1.2 MW rather than 1.68 MW.
This is a truck-specific manufacturer example reported by electrive.com, not a passenger-car test, a fleet-wide statistic or a universal result. It is useful because it shows how a large battery and a high-power site translate into a real state-of-charge window: the vehicle’s average acceptance, not the charger’s headline peak, determines elapsed time.
How to estimate a session for a particular vehicle
- Find usable battery capacity. Use the vehicle’s stated usable capacity, not merely a marketing figure for gross pack size.
- Set the state-of-charge window. Subtract the starting percentage from the ending percentage. A 20% to 80% session is a 60-percentage-point window.
- Convert the window to energy. Multiply usable capacity by the percentage expressed as a decimal. For a 620 kWh pack and a 60% window, that is 620 × 0.60 = 372 kWh.
- Use the lower applicable power. Compare the vehicle’s maximum acceptance rate, the outlet’s current allocation and the site’s available power. The lowest active limit controls.
- Calculate an ideal lower bound. Divide the energy to add by that power, then convert hours to minutes and seconds.
- Allow for tapering and operating conditions. If the vehicle reduces power as it approaches the upper state of charge, the actual time will exceed the constant-power result.
- Check whether power is shared. At a distributed system, another connected vehicle can reduce the outlet’s allocation, so use the power shown by the charger or vehicle during your session when available.
How to compare megawatt-charging claims
Use the following checklist before accepting a quoted charging time:
- Total system capacity or single-outlet power? A 1.68 MW cabinet may serve several outlets; ask what one connector can provide.
- Peak or sustained vehicle acceptance? A peak value says little about the average over a complete state-of-charge window.
- One vehicle or simultaneous charging? Shared operation can divide the available power.
- Grid capacity or charger rating? The local electrical connection may cap output below the hardware’s nameplate.
- Which battery and percentage window? Require battery size plus starting and ending state of charge.
- Whose figure and which date? Siemens’ 2025 specifications and the 2026 Kufstein report describe particular products and plans; they are not population-level statistics.
Passenger cars and heavy trucks are different use cases
Megawatt charging is primarily associated with large commercial vehicles because trucks may carry hundreds of kilowatt-hours and operate on schedules where a short stop has substantial value. The Kufstein example concerns a 620 kWh truck and planned MCS points. A passenger car typically has a smaller battery and may use CCS, but that does not make a 1.68 MW charge appropriate or technically possible. Its inlet, pack voltage, thermal system and software may be designed for a much lower rate.
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For a car owner, the useful question is not “Can this site produce 1.68 MW?” but “What maximum and average power can my vehicle accept at this connector, with the battery at its current temperature and state of charge?” The site’s maximum matters only insofar as it can meet or exceed those vehicle requirements without being shared or grid-limited.
Common mistakes and how to avoid them
Treating megawatts as battery capacity
MW is a rate. You cannot convert 1.68 MW directly into a charge time without specifying the kWh to be added. Always write the energy figure first, then apply the division.
Using the full battery size for a partial charge
A 20% to 80% session adds 60% of the usable capacity, not 100%. Calculate the percentage window before estimating time.
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Assuming the peak lasts to 100%
Charging power can taper as state of charge rises. If speed matters, a lower target such as 80% may be operationally different from filling the pack completely, but the exact result remains vehicle-specific.
Reading a planned installation as an operating test
The Kufstein report distinguishes the six opening points from the later planned MCS expansion. Planned capacity should not be presented as delivered performance.
Applying a truck example to a car
The 45-minute, 620 kWh example is tied to a commercial truck under suitable conditions. It cannot establish how long any passenger car would take at the same site or at a 1.68 MW-rated system.
Bottom line
At an uninterrupted 1.68 MW, the arithmetic is extremely fast: 100 kWh takes about 3 minutes 34 seconds. In practice, 1.68 MW is a distributed system ceiling, while the vehicle, battery state, temperature, grid connection and power sharing set the rate you actually receive. The most concrete current example is the reported 620 kWh truck session from 20% to 80% in around 45 minutes under suitable conditions, associated with a planned 1.2 MW MCS expansion at Kufstein—not a passenger-car result and not a guarantee for every megawatt charger.
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