The useful AC charging speed at home is limited by the slowest evidenced part of the chain: the vehicle's onboard AC charger, the EVSE on the selected supply phase, and the site configuration installed for the circuit.
For AC charging, the vehicle converts AC from the wallbox into DC for the traction battery. The onboard charger has its own maximum power and phase behaviour. This is why two cars connected to the same 22 kW EVSE can charge at different rates.
The wallbox has its own single-phase and three-phase limits. A charger advertised as 22 kW is describing its maximum hardware capability, not a guaranteed result for every vehicle or house.
The dwelling supply, dedicated circuit, configured current limit, protection and network requirements can reduce the real result further. BecSpec does not design or approve those installation details.
Those numbers often describe different parts of the system. A nominal 7 kW class result is typical of a single-phase high-current AC path. Around 11 kW is a common three-phase vehicle ceiling. A 22 kW EVSE can provide more current, but only a vehicle with a sufficiently capable onboard AC charger can use the full amount.
Within BecSpec's current Australian evidence cohort, the resolver deliberately preserves examples where a higher-rated wallbox does not increase the vehicle result: current BYD SEAL variants in the cohort remain capped at 7 kW, Kia EV6 MY24 at 10.5 kW, and evidenced Tesla Model 3 variants at 11 kW when the EVSE and supply can provide at least that much.
That is not purely a vehicle question. A higher-rated EVSE may make sense for future vehicles or multiple users, but it can add site requirements without increasing today's vehicle charging rate. The useful comparison is therefore not “7 kW charger versus 22 kW charger” in isolation; it is your EV × your supply × that EVSE.
The BecSpec checker calculates the evidenced useful ceiling where the vehicle and charger inputs are known, and returns UNKNOWN rather than manufacturing a rate when phase-specific evidence is missing.
Three-phase supply says nothing by itself about solar-surplus charging, dynamic load management, stationary-battery coordination, tariff control or V2H/V2G. Those functions need separate product and ecosystem evidence.
Read how solar EV charging compatibility works in Australia.
Read the Australian V2H/V2G readiness guide.
Open the Australian EV home charging compatibility checker and select the vehicle, supply phase, charger and energy-system context you have.