Updated 23 September 2026 · By SingRank Singapore
Choosing an EV charger for a company van starts with the van. Its onboard charger caps AC speed, so match a 7 kW or 22 kW AC unit to your daily kilometres and parking hours. The heavy-vehicle charger grant only covers DC units of 50 kW or more for a newly registered electric lorry above 3,500 kg.
You've picked the electric van or lorry. Now the enquiry form asks one more question: AC 7 kW, AC 22 kW, DC 30 kW, DC 60 kW or DC 120 kW? Bigger sounds safer. For most company vehicles it isn't, and this guide shows you why with LTA's own rules, the makers' published charging limits and a simple kilometres-per-day table.
Key takeaways
- On AC, the onboard charger sets the pace, as LTA's EV guide explains. A van that accepts 11 kW charges at 11 kW on a 22 kW box.
- DC works the same way. The BYD T35 lists 71 kW DC, so a 120 kW unit can't push it faster than that.
- For a van covering 150 km a day and parked overnight, a 7 kW AC charger refills the day's energy in roughly 4 to 5 hours on our arithmetic.
- The Electric Heavy Vehicle Charger Grant co-funds up to 50% of installation, capped at S$30k per charger, for chargers of at least 50 kW at a lorry or coach lot, one charger per newly registered electric heavy vehicle (LTA, 2026).
- A Licensed Electrical Worker fits every fixed unit, and LTA has to hold its registration before the first vehicle plugs in.
Which EV charger for a company van fits your route?
A company van or lorry needs the smallest charger that puts back one working day of energy inside the hours the vehicle sits at your premises. That depends on three numbers: the kilometres you drive, the vehicle's energy use per kilometre and the power the vehicle itself will accept. A charger's label is the fourth number, and it matters least.
LTA splits chargers into two groups in its Electric Vehicle Guide for Drivers. AC chargers are "predominantly with power rating of < 23kW" and are the everyday way to charge. DC chargers sit above that and are for quick top-ups. That same guide warns that two numbers on the vehicle side, its onboard charger power and its top fast-charging rate, cap what reaches the battery.
So the order is fixed. Find out what your vehicle accepts, then log how far it goes each day and how long it's parked.
Pick the box last, and the choice usually makes itself. That order holds for an electric van in Singapore and for an electric lorry alike.
What charger options come with ABLINK's electric listings?
Every electric model on ABLINK's new commercial vehicles page carries the same five charger options, which you can add to your enquiry. We checked all 23 electric listings on 23 September 2026, from the Mercedes eCitan van to the SANY FR601 14ft lorry.
| Charger option | Type | Charging time shown on the listing | Listing note |
|---|---|---|---|
| AC 7 kW | AC | 8 to 10 hours | – |
| AC 22 kW | AC | 5 to 7 hours | – |
| DC 30 kW | DC | not shown | – |
| DC 60 kW | DC | not shown | "EHVCG grant 50%" |
| DC 120 kW | DC | not shown | "EHVCG grant 50%" |
How should you read the listed charging times?
Each charger option shows one charging-time band, shared by models from a 45 kWh van to a 103.47 kWh lorry. Your own time depends on your battery size, how far it is run down and what your vehicle accepts, so use the band as a starting point, work out your figure with the tables below, and ask ABLINK for the time on the model you pick.
What does the "EHVCG grant 50%" listing note mean?
The note sits on the two options that meet the EHVCG's 50 kW minimum. Whether the grant applies to your purchase is decided by LTA's conditions, set out below, not by the listing. Installation isn't described on the listings, so ask ABLINK whether it's included when you enquire.
Why can a van not use all of a 22 kW charger?
Because an AC charger doesn't charge the battery directly. It feeds the vehicle's onboard charger, which converts the power, and that onboard unit has its own ceiling.
LTA puts it plainly: the "Rate of AC charging is limited by the onboard charger". LTA even gives the extreme case. A vehicle that only supports single-phase charging, plugged into a three-phase 11 kW charger, will still limit charging to 3.7 kW.
Here is what the makers publish for models on ABLINK's range. Farizon Singapore rates the V7E's onboard AC intake at 11 kW, and gives the same 11 kW AC ceiling for the SuperVan. Put either van on the AC 22 kW option and it will still take 11 kW. You'd pay for capacity the van can't use.
Lorries can be different. EcoSwift describes the SANY FR601's "upgraded 22kW AC Charging capability", so a 22 kW unit does earn its keep on that truck. That's the whole point: the right AC size is a property of the vehicle. Ask for the onboard charger rating in writing before you pick, because several distributors don't print it on their websites.
How fast can each electric van and lorry actually charge?
Each vehicle has two ceilings: an AC limit set by its onboard charger and a DC limit set by the battery system. Our table pairs ABLINK's listed battery sizes with published limits. Where the maker's page we checked doesn't give a figure, we say so rather than guess.
| Model (ABLINK listing) | Battery (listed) | AC the vehicle accepts | DC maximum published | Weight class signal |
|---|---|---|---|---|
| Farizon V7E (van) | 66.67 kWh | 11 kW | 90 kW | 3,150 kg total vehicle weight (Farizon brochure) |
| Farizon SuperVan 5M (van) | 83 kWh | up to 11 kW | up to 160 kW | ask for MLW |
| BYD T35 (10ft lorry) | 62.36 kWh | not on the distributor page | 71 kW | 3,700 kg gross vehicle weight; listed as Y-plate |
| SANY FR601 (14ft lorry) | 103.47 kWh | 22 kW | not on the distributor page | 5 tonnes gross vehicle weight |
| Qingling EQ2 (14ft lorry) | 100.46 kWh | not on the distributor page | 120 kW | ask for MLW |
| SRM T3EV (10ft lorry) | 53.58 kWh | ask the distributor | ask the distributor | sold as G-plate (T3EV) and Y-plate (T3EV+) |
Sources: battery sizes from ABLINK's listings (23 September 2026); charging limits from Inchcape for the BYD T35, Qingling Singapore for the EQ2, and the Farizon and EcoSwift pages linked above.
Read the DC column the same way as the AC one. The BYD T35's 71 kW ceiling means the DC 120 kW option buys no extra speed on that truck; Inchcape quotes 20% to 80% in about 36 minutes. Among the lorries here, the Qingling EQ2 is the one whose published 120 kW DC figure matches the largest option, with 20% to 80% in around 30 minutes. For a closer look at the small trucks, see our electric 10ft lorries compared.
How many kilometres a day does each charger cover?
Start from energy, not from the charger. Divide a vehicle's listed battery by its listed range and you get a rough energy use per kilometre.
On ABLINK's listings, that works out to about 0.20 kWh per km for the Farizon V7E (66.67 kWh, 329 km). It is 0.17 for the BYD T35 (62.36 kWh, 367 km) and 0.35 for the SANY FR601 (103.47 kWh, 300 km). The 14ft lorry uses the most. Laden, in traffic and with the air-con on, real use runs higher, so treat these as a floor.
Multiply by your daily kilometres, then divide by the power the vehicle accepts. That gives the hours needed to put back one day's driving. For what that energy costs against diesel, see diesel against electric van running costs.
| Vehicle | Daily km | Energy used (kWh) | Hours on AC 7 kW | Hours at the vehicle's AC limit |
|---|---|---|---|---|
| Farizon V7E | 80 | 16.2 | 2.3 | 1.5 (11 kW) |
| Farizon V7E | 150 | 30.4 | 4.3 | 2.8 (11 kW) |
| Farizon V7E | 250 | 50.7 | 7.2 | 4.6 (11 kW) |
| BYD T35 | 150 | 25.5 | 3.6 | ask for the AC rating |
| SANY FR601 | 80 | 27.6 | 3.9 | 1.3 (22 kW) |
| SANY FR601 | 150 | 51.7 | 7.4 | 2.4 (22 kW) |
| SANY FR601 | 250 | 86.2 | 12.3 | 3.9 (22 kW) |
Our arithmetic, from ABLINK's listed battery and range; before charging losses. Add a margin for the reasons above.
Now match that to your parking. A van home by 7pm and out at 7am has 12 hours.
On this table a 7 kW charger covers a 250 km day on the V7E with hours to spare, so the 22 kW option gains that van nothing. At 250 km the FR601 is different: 12.3 hours on 7 kW is too tight, while its 22 kW acceptance makes it comfortable. The LTA guide also notes charging is typically fastest between 20% and 80% charge. So the last stretch to full takes longer than the average suggests.
When is a DC charger worth it for a company fleet?
A DC charger earns its place when the vehicle can't sit still long enough for AC. Three cases come up again and again:
- double shifts, where the lorry is out most of the day and night;
- a lorry that returns at noon and leaves at 1pm;
- several vehicles sharing one lot and taking turns.
In those cases the minutes matter more than the kilowatt-hour.
For a single-shift van parked overnight, our view is the opposite: skip DC. LTA's EV guide (2024) estimates that an 11 kW AC charger takes an average 68.7 kWh battery from 20% to 80% in around 4 hours. That fits comfortably inside a night.
Is there a grant for an AC depot charger?
Not from LTA's two charger grants. The ECCG, LTA's other charger grant, shuts out industrial and commercial sites altogether. Even so, its 22 kW cap is set "in line with the overall approach of slow overnight charging". That is a fair summary of how LTA itself sees routine charging.
How big should a DC charger be?
When you do need DC, size it to the vehicle's DC ceiling. A 60 kW unit already runs close to the BYD T35's 71 kW limit. A 120 kW option makes sense for a vehicle that can take it, such as the Qingling EQ2 or the Farizon SuperVan. Even then, it only works if your electrical supply can carry it.
Does the heavy-vehicle charger grant (EHVCG) apply to my van or lorry?
The Electric Heavy Vehicle Charger Grant turns on three core conditions. Each charger needs a new electric heavy vehicle registered for it, must be at least 50 kW, and must sit at a lorry or coach lot. The grant co-funds up to 50% of installation, capped at S$30k per charger. It runs from 1 January 2026 until 31 December 2028 or until 500 chargers are approved, whichever comes first (LTA, 2026).
The conditions on LTA's page, in short:
- Each co-funded charger needs its own new eHV, registered in the 2026 to 2028 window; one vehicle backs one charger.
- A single site gets three co-funded chargers at most, however many eHVs you add there.
- Only smart chargers count, speaking OCPP (Open Charge Point Protocol) 1.6 or later.
- The unit goes at a heavy-vehicle lot sized at least 7.5m x 3m for angled bays or 9.0m x 3.0m for parallel ones.
- Install only after LTA's Letter of Offer arrives; the grant is paid back on a reimbursement basis.
Is your van or lorry a heavy vehicle?
Everything turns on the word "heavy".
OneMotoring's registration rules give a Light Goods Vehicle, with a maximum laden weight (MLW) up to 3,500 kg, a G prefix. A Heavy Goods Vehicle, above 3,500 kg, gets a Y. LTA's September 2026 HVZES release uses the same line, describing heavy vehicles as those with MLW of more than 3,500 kg. Plate class also bears on licensing, which our Class 3 EV weight limit guide covers.
| Your vehicle | Registration class | EHVCG in our reading |
|---|---|---|
| Electric goods van, G-plate (e.g. Farizon V7E, 3,150 kg total weight) | Light Goods Vehicle | Outside the grant's "electric heavy vehicle" wording; plan without it unless LTA confirms otherwise |
| Electric 10ft lorry, G-plate (e.g. SRM T3EV) | Light Goods Vehicle | As above |
| Electric lorry, Y-plate (e.g. BYD T35, SRM T3EV+) | Heavy Goods Vehicle | Can qualify if newly registered in 2026 to 2028, ARF paid, with a 50 kW+ smart charger at a lorry lot |
So, honestly: if you drive a G-plate van, don't build the grant into your charger budget. If you run Y-plate lorries, it's worth planning around.
Where the plate is open on a model offered both ways, like the SRM T3EV, the charger grant is one more factor: see the HVZES and heavy-vehicle charger grant guide. One more exclusion. Restricted Use vehicles are out, because LTA's FAQ ties eligibility to ARF paid at registration. The Business Times reported on 2 September 2026 that the charger grant was not affected by the HVZES cut.
What does the EHVCG not pay for?
LTA's guidelines and FAQ list what is out, and the list matters most for the 120 kW option:
- SP PowerGrid's grid connection fee for a higher load intake.
- GST on any cost item.
- Salaries of your own staff acting as the LEW. Fees for an outside Building LEW and Project or Charger LEW are claimable.
When must a grant-funded charger be installed?
Timing is the trap. From the day the Letter of Offer is issued, you get 1 year to finish the work and claim, and the charger has to keep working for 3 years. Install before approval and the receipts won't count.
What rules apply when you install a charger at your depot?
Singapore regulates chargers under the Electric Vehicles Charging Act 2022, and the rules apply whether or not you take a grant. LTA's charger safety page sets out the chain:
- The charger model must be type-approved by LTA before it can be supplied.
- Fitting a fixed unit is work for a Licensed Electrical Worker (LEW), who holds an Energy Market Authority licence.
- A charger equipment specialist certifies it as fit for charging.
- You register it with LTA before it is used, and fix the registration mark on it within 60 days. Your installer may submit the registration for you.
What happens if a charger isn't registered?
Using an unregistered charger has been an offence since 8 June 2024. A first offence carries a fine of up to S$10k and/or up to 6 months' jail (LTA, 2023). After registration, the owner must keep the charger periodically inspected and maintained, and tell LTA on any transfer, relocation or deregistration. Sell the charger with the premises and, per OneMotoring, the registration must move to the new owner within 3 days.
Does a fleet charger need an operator licence?
One relief for fleets: owners who run chargers only for their own fleet don't need a charging operator licence. Open the charger to the public and it must be run by a licensed EV Charging Operator.
Leasing an electric lorry: who claims the charger grant?
The registered owner claims, and in a lease that's the lessor. LTA's FAQ says so directly. The lessor may still put the charger at your site, with the premises owner's signed Letter of Confirmation.
If you lease a van, lorry or EV through ABLINK, the partner named on the page is Rentgo Pte. Ltd.; ask them whether they will apply before you plan a DC unit around the grant.
Nine steps to choose the right charger for your vehicle
- Read the plate. G-plate means Light Goods Vehicle, Y-plate means Heavy Goods Vehicle, and only the second can open the EHVCG route.
- Get the onboard AC rating and the DC maximum in writing from the maker or distributor.
- Log two weeks of real daily kilometres, including your longest day.
- Work out energy per day: kilometres times battery divided by range, then add a margin.
- Write down the hours each vehicle sits at your premises.
- Pick the smallest AC option whose hours fit inside that window at the vehicle's AC limit.
- Only if AC can't fit, pick a DC size no larger than the vehicle's DC maximum.
- For a Y-plate lorry and a 50 kW+ unit, apply for the EHVCG and wait for the Letter of Offer before any work starts.
- Ask for a site check by an LEW, get the landlord's written consent if you don't own the site, then register the charger with LTA before first use.
Step 6 is where most money is saved. If you're unsure, pick the option that fits your longest day, not your average one.
Where does common charger advice go wrong?
Installer pages often size DC chargers by fleet type: 30 kW for light commercial fleets, 120 kW for high-utilisation fleets. That reads neatly and skips the vehicle. A 120 kW charger on a truck that accepts 71 kW charges at 71 kW, and a 22 kW AC box on an 11 kW van charges at 11 kW. None of the eight top-ranking pages we could read on 23 September 2026 mentions the onboard charger limit at all.
Our fix is a question any buyer can put to any supplier. Ask us too: "What is the maximum AC and DC power my model accepts, and what will this charger actually deliver to it?"
If the answer doesn't come back as a number, keep asking. LTA's Guidelines ask for the same thing in their own way. They require that equipment capacity "should also be sized appropriately" in grant quotations.
How to add a charger option when you enquire with ABLINK
Open the model you want on ABLINK's new commercial vehicles page, choose the charger option that your kilometres and parking hours call for, and send the enquiry. Mention your daily route and plate class, and ask whether installation is included for your site. If you're still comparing models, our electric van buyer's guide and Maxus eDeliver 7 review cover range and payload. Used units from several dealers sit under electric van listings on ABLINK's marketplace.
Frequently asked questions
Is a 7 kW charger enough for an EV van in Singapore?
For most single-shift vans parked overnight, yes. On ABLINK's listed figures a Farizon V7E driving 150 km uses about 30 kWh, which a 7 kW charger replaces in roughly 4 to 5 hours. Longer days, double shifts or short parking windows are when a faster option pays off.
Will a 22 kW charger charge my van faster than an 11 kW one?
Only if the van's onboard charger accepts more than 11 kW, since on AC that unit sets the pace. Farizon lists 11 kW AC for the V7E and SuperVan, so a 22 kW unit charges those vans at 11 kW.
Can I get the EHVCG for an electric van?
LTA wrote the grant for electric heavy vehicles charged at a lorry or coach lot. A G-plate van is a Light Goods Vehicle. That means up to 3,500 kg MLW. In our reading it falls outside the grant, so budget the charger without it and confirm with LTA if you want certainty.
Does the EHVCG cover AC chargers for an EV lorry?
No. LTA requires a power rating of at least 50kW, which rules out the AC 7 kW and 22 kW options. The charger must also be a smart charger using OCPP 1.6 or above, installed at a lorry or coach lot, with one newly registered electric heavy vehicle per charger.
Where can I find electric vans for sale with a charger option?
New electric vans for sale on ABLINK's new commercial vehicles page each list the five charger options, from AC 7 kW to DC 120 kW. If you're weighing two vans, our Maxus against BYD eT3 comparison helps. Ask for the onboard AC rating of whichever model you shortlist.
Does a used electric van need a different charger?
No. A second-hand van for sale in Singapore follows the same physics: its onboard charger caps AC speed and its battery system caps DC. Used and other commercial vans for sale from several dealers appear on ABLINK's marketplace, so ask each seller for the model's charging ratings, then size the charger to your daily kilometres.
Do I need to register a charger that only charges my own vans?
Yes. All EV chargers must be registered with LTA before they are used, and using an unregistered one is an offence. What a private fleet charger doesn't need is a charging operator licence, as long as it charges only your fleet's vehicles.
Who can install an EV charger at my warehouse?
A Licensed Electrical Worker must install a fixed charger, and a charger equipment specialist must certify it before registration. If you rent the unit, get the landlord's written consent first; for the EHVCG, LTA asks for a signed Letter of Confirmation from the building owner.
Disclaimer: This article is general information, not legal, electrical or financial advice.
Grant conditions quoted are from LTA's charger grants page and EHVCG guidelines (accurate as of 1 December 2025), as read on 23 September 2026. LTA may change them at any time, and only LTA decides eligibility. Charging figures are the makers' published limits and our arithmetic on ABLINK's listed battery and range, before losses; charger options are shown on ABLINK's listings. Before you choose an EV charger for a company van or lorry, confirm installation, supply and site suitability with ABLINK and a Licensed Electrical Worker.
