There is no published price for a 120 kW DC charger as such, and EVDANCE does not sell one. A 120 kW unit sits inside the U.S. DOT’s DC fast charging band of 50–350 kW, and the only sourced price frame is the DOE-cited range for that whole class: about $38,000–$90,000 in equipment plus $20,000–$60,000 in installation per unit, in a U.S. public-charging context. What a buyer should expect is a quote priced on configuration — and three things the 120 kW badge does not tell you.
Key Takeaways
- No source publishes a 120 kW price; the DOE-cited class range — $38,000–$90,000 equipment plus $20,000–$60,000 installation per unit, U.S. context — is the frame.
- Check what the badge hides: sustained vs peak output, shared power between dispensers, and the car’s own acceptance.
- 120 kW falls short of the NEVI 150 kW port minimum; funding rules are checked before the class is chosen.
- EVDANCE sells no 120 kW unit; its compact DC is a different class for long-dwell duty, not a substitute.
What to Expect, Checked Line by Line
| Common expectation | What is actually true | The written line that settles it |
|---|---|---|
| A published 120 kW price exists somewhere | No verified source prices the band by power point; the DOE range covers the class | Quotes against your frozen specification — the only real numbers |
| The equipment price is the project price | Installation is a separate DOE range of similar size, and utility-side work sits outside both | Equipment, installation and utility lines quoted separately |
| 120 kW is what every car receives | The rating may be a peak or a shared figure, and the car caps the session | Rated vs sustained output, and the split when both dispensers run |
| 120 kW qualifies a corridor project for funding | The U.S. NEVI rules set DC ports at 150 kW or more — 120 kW falls short | The programme’s current rules, checked before the hardware is chosen |
| A cheaper 120 kW quote is the same machine for less | Modules, dispensers, connectors and cooling differ between builds | The configuration page both quotes are priced against |
The Three Things the Badge Hides
Sustained versus peak output. A nameplate figure does not say how long the unit holds it. Ask whether 120 kW is continuous or a peak, what the sustained delivery is, and require the answer in the quotation — a fleet planning turnaround times on a peak figure will miss them.
Shared power. One cabinet may feed two dispensers. Whether each car can draw the full figure, or the two share it, is a configuration fact that changes what the same money buys. It belongs on the specification page, next to the connector fitted to each dispenser.
The car’s side of the session. The charger offers power; the vehicle decides how much it accepts, and acceptance falls as the battery fills. How fast a DC fast charger is in practice is set by the slower of the two — so the session times in your business case should come from your vehicles’ documented acceptance, not from the badge.
If Your Duty Is Not 120 kW Duty
Some buyers search this price and discover their vehicles dwell for hours, not minutes — a duty that compact DC or Level 2 serves at a fraction of the project cost, as the comparison in how much commercial EV chargers cost sets out. EVDANCE’s DC unit is the EV-RHDC30K-L compact DC charger, at 22 kW DC with OCPP 1.6J and IP54. Say the boundary plainly: it is a different class, suited to long-dwell top-ups, and it is not a substitute where 120 kW sessions are the requirement. Its listing does not name the DC connector variant, so that is a written confirmation before ordering. For a duty check against your own vehicles, start from our commercial charging page or contact us.
Frequently Asked Questions
Can I budget the DOE range as my 120 kW price?
As a planning frame, yes; as a price, no. The range spans the whole 50–350 kW class in a U.S. public context, so it brackets a 120 kW project without pricing it. The number you can sign against is a written quote on a frozen specification.
Does a 120 kW charger meet NEVI requirements?
No. Under 23 CFR Part 680, NEVI-funded DC ports must deliver at least 150 kW. A 120 kW unit can serve unfunded or differently funded sites, but it does not meet that programme’s port minimum — check your funding route before choosing the class.
Is a 120 kW unit twice as fast as a 60 kW unit?
Not for every car. The vehicle’s own acceptance caps the session, a shared cabinet splits its output between dispensers, and a peak rating may not be sustained. Compare sustained, per-dispenser figures against your vehicles’ documented acceptance.
Related Reading
- How Fast Is a DC Fast Charger?
- Why Is DC Fast Charging So Expensive?
- How Much Do Commercial EV Chargers Cost?
