TNB’s Gurun DCFC: 100% Taken, 50% Delivered, Why?

TNB has made a commendable move by commissioning a 180kW DC fast charger (DCFC) at Gurun R&R (Northbound) along the PLUS North-South Expressway.

This addition is a step in the right direction, offering convenience and reassurance to electric vehicle users navigating intercity routes. It reflects a growing commitment from the national utility provider toward supporting Malaysia’s EV infrastructure rollout.

However, while the initiative deserves recognition, it also raises important questions. Chief among them: why only 180kW, when the infrastructure in place could have supported much more?

From what can be observed on-site, TNB has drawn 630 amps from the nearby substation, a capacity sufficient to run up to a 400kW DC chargering. This is confirmed by the EV distribution board marked with a 600A rating. Yet, only a single 2-nozzle 180kW DCFC has been installed, meaning the site is utilizing less than half of its potential.

The rest of the power appears locked in, effectively leaving no available capacity for any other charge point operator (CPO) to set up at the same location.

This presents a deeper issue. Any other CPO wishing to install chargers at Gurun R&R or any other areas with such practice for this matter would now have to fund and build a separate compact substation, which carries a cost north of RM450,000. 

Once completed, this substation must be surrendered to TNB as we had highlighted before, and there's no guarantee the original builder will have exclusive access - the infrastructure may be shared with others without compensation or return on investment.

This not only deters new players from entering the market, but also centralizes infrastructure control in a way that stifles growth.

Even more puzzling is the technical decision to reserve 630A to power a 180kW setup. A 250A supply would have sufficed, leaving the rest of the capacity open for other CPOs. That would have encouraged competition and collaboration, furthering the national EV charger deployment agenda targeting 10,000 public chargers by the end of 2025.

Instead, what we see is a strategic chokehold on power allocation that limits network expansion and slows the pace of market diversification.

Complicating the matter are the existing rules imposed by PLUS and the Malaysian Highway Authority (LLM), which reportedly restrict R&R sites to a maximum of three CPOs. In such a limited environment, grid monopolisation becomes even more problematic. If one party takes all the available power and under-delivers on output, others are left without options - and the consumer ultimately loses in the long run.

This also renews the long-standing question of whether TNB, as the national grid operator and energy supplier, should be competing in the CPO space at all. The Gurun site illustrates the risk of conflicting interests, where infrastructure intended for public benefit is seemingly used to reinforce a dominant market position. The optics and implications are troubling.

This is a critical moment for Malaysia’s EV infrastructure strategy. If we are serious about encouraging widespread adoption, then grid resources must be managed transparently and used to their full potential.

The Energy Commission (Suruhanjaya Tenaga) must consider stepping in to ensure that all operators, big and small, have fair access to public infrastructure. What’s taken from the grid must serve the broader industry, not just the interests of one entity.

In the end, while we are pleased to see DCFCs appearing at key locations, a monopoly in power access sets a dangerous precedent. Malaysia needs more than just chargers; it needs an ecosystem that thrives on healthy competition, open collaboration, and efficient resource sharing.

The success of our national EV goals depends on it.

Image Source: PlugShare