{"id":64331,"date":"2026-04-23T05:00:00","date_gmt":"2026-04-23T10:00:00","guid":{"rendered":"https:\/\/latamobility.com\/?p=64331"},"modified":"2026-04-20T16:15:25","modified_gmt":"2026-04-20T21:15:25","slug":"ezvolt-re-charge-brasil-revo-spott-and-weg-analyze-the-keys-to-electric-vehicle-charging-infrastructure","status":"publish","type":"post","link":"https:\/\/latamobility.com\/en\/ezvolt-re-charge-brasil-revo-spott-and-weg-analyze-the-keys-to-electric-vehicle-charging-infrastructure\/","title":{"rendered":"EzVolt, Re.Charge Brasil, REVO, Spott, and WEG Analyze the Keys to Electric Vehicle Charging Infrastructure"},"content":{"rendered":"\n

During the first day of the “Latam Mobility & Net Zero Brazil 2026”<\/strong> conference held in S\u00e3o Paulo, the panel titled “Charging Infrastructure: Hardware, Software, Engineering, and Integrated Solutions”<\/strong> took place, moderated by Daniela Garc\u00eda<\/strong>, Country Lead at Invest In Latam.<\/p>\n\n\n\n

The session brought together key players ranging from equipment manufacturing and specialized engineering to management software and charging network operation.<\/p>\n\n\n\n

The moderator opened the discussion by noting that when electromobility is discussed, infrastructure often takes a back seat, but it is just as crucial as the vehicles themselves.<\/strong><\/p>\n\n\n\n

“Infrastructure involves hardware, software, engineering, and integrated solutions so that both beneficiaries and investors have clarity throughout the entire process,” said Daniela Garc\u00eda<\/strong>.<\/p>\n\n\n\n

You may also be interested in<\/strong> | Geotab study: electric car batteries retain more than 90% of their capacity after 160,000 km<\/a><\/strong><\/p>\n\n\n\n

WEG: National Technology, Local Manufacturing, and After-sales as Differentiators<\/strong><\/h2>\n\n\n\n

Fernanda Bencke<\/strong>, from WEG<\/strong>, proudly emphasized that the Brazilian multinational, born in Santa Catarina, manufactures its chargers in Brazil with local engineering and exports them to Europe and the United States.<\/strong><\/p>\n\n\n\n

“We develop technology with Brazilian engineers tailored to our infrastructure reality,” she stated. WEG not only supplies chargers but also electrical panels, transformers, and electrical protections<\/strong>, offering an integrated solution that avoids the “patchwork” of multiple manufacturers.<\/p>\n\n\n\n

Fernanda Bencke<\/strong> focused on after-sales service as a critical factor for scalability<\/strong>. According to data from the Brazilian Electric Vehicle Association (BVE), Brazil has 21,000 public and semi-public charging points, but the main problem is not a lack of equipment; rather, many of them do not work when users need them.<\/strong><\/p>\n\n\n\n

“A downed charger impacts availability, the investor stops billing, and the return on investment calculation doesn’t add up,” she explained. To address this, WEG developed the V-Mob Advanced Services system<\/strong>, which proactively monitors power modules to anticipate failures and reduce downtime.<\/p>\n\n\n\n

\"Brasil\"
Fernanda Bencke<\/figcaption><\/figure>\n\n\n\n

EzVolt: Vertical Integration, Proprietary Networks, and Interoperability<\/strong><\/h2>\n\n\n\n

Gustavo Tannure<\/strong>, from EzVolt<\/strong>, described his company as a vertically integrated charging network<\/strong> that was born in 2019. EzVolt <\/strong>operates its own network of charging points (B2B and B2C), offers management solutions for charging point owners, and is an app provider for automakers such as Chevrolet, Volvo, Audi, and BMW<\/strong>.<\/p>\n\n\n\n

Gustavo Tannure<\/strong> revealed that nearly 70% of S\u00e3o Paulo’s electric buses use their charging solutions<\/strong>, with a presence in more than 20 bus depots in the city. The company has already surpassed 50 million reais in revenue<\/strong> and has over 240,000 app downloads.<\/p>\n\n\n\n

Regarding interoperability, Gustavo Tannure<\/strong> drew an analogy with mobile telephony: just as roaming exists between operators, electromobility requires that management platforms communicate through a common language.<\/p>\n\n\n\n

He explained that the OCPI (Open Charge Point Interface) standard<\/strong> allows a charger from one company to appear on another’s app, making life easier for the user. “The goal is for customers to easily find a charging point, with fewer apps, and in the future, the vehicle itself will authenticate and pay automatically,” he projected.<\/p>\n\n\n\n

REVO Electric Revolution: Engineering for Standardization and New Markets<\/strong><\/h2>\n\n\n\n

Luiz Santos<\/strong>, from REVO Electric Revolution <\/strong>(Austin Group), explained that his company operates in the engineering layer<\/strong>, designing and executing projects without providing hardware or software, but complementing the ecosystem with standardization and reliability.<\/p>\n\n\n\n

He warned that, just as happened with solar energy, where only 20% of the companies that entered in 2016 remain active<\/strong>, the electromobility sector requires solid technical standards to avoid high project mortality.<\/p>\n\n\n\n

Luiz Santos<\/strong> also looked toward the future: he mentioned eVTOLs (electric vertical takeoff and landing vehicles)<\/strong> , driven by Embraer, which will require charging infrastructure in unusual places such as building rooftops.<\/p>\n\n\n\n

“Promoting electrification opens up space for other markets. It is the tip of the iceberg for many things to come,<\/strong> ” he stated. He anticipated that the next steps will be linked to battery storage and off-grid solutions that combine generation, conversion, and energy accumulation.<\/p>\n\n\n\n

Re.Charge Brasil: Specialized Engineering for Large Projects<\/strong><\/h2>\n\n\n\n

Arthur Carr\u00e3o<\/strong>, from Re.Charge Brasil<\/strong>, presented his company as an engineering firm specialized in electromobility<\/strong>, working on project design, implementation, consulting, and charger maintenance.<\/p>\n\n\n\n

“We only do electromobility projects and have worked on large charging hubs, bus depots, airports, terminals, and logistics warehouses that are electrifying their fleets,” he explained. The company focuses on the B2B market with highly complex projects.<\/p>\n\n\n\n

Arthur Carr\u00e3o<\/strong> highlighted that the last day of construction is the first day of operation<\/strong>, so combining engineering, real interoperability, and an ecosystem that works in an integrated manner from the start of the project is essential to reduce risks and ensure investment viability.<\/p>\n\n\n\n

\"Brasil\"
Arthur Carr\u00e3o<\/figcaption><\/figure>\n\n\n\n

Spott: Data, Location and Capital to Scale Charging Networks<\/strong><\/h2>\n\n\n\n

Thiago Moreno<\/strong>, from Spott<\/strong>, explained that his company was born in 2021 with the mission of scaling infrastructure in an agnostic and asset-light manner<\/strong>, providing a digital platform for the ecosystem.<\/p>\n\n\n\n

“A charger without software, without good operation, without demand, and without capital is not enough,” he noted. Spott <\/strong>serves Brazil’s main charging point operators and last-mile fleets, such as Mercado Libre<\/strong>, managing the charging of nearly 2,000 electric vehicles.<\/strong><\/p>\n\n\n\n

Thiago Moreno<\/strong> highlighted two critical points: operational complexity (downtime kills the business)<\/strong> and location choice (location is more important than hardware)<\/strong> . “Getting the location wrong is much more expensive. You can start with an AC charger, test demand, and then invest in higher power,” he advised.<\/p>\n\n\n\n

Additionally, Spott <\/strong>is part of the P\u00e1tria ecosystem<\/strong>, the largest infrastructure fund in Latin America, which allows them to help their clients raise capital to jump from 100 to 2,000 chargers. “The infrastructure asset has to be profitable. You have to grow with quality, not just volume,<\/strong> ” he asserted.<\/p>\n\n\n\n

Growth driven by private demand<\/strong><\/h2>\n\n\n\n

During the debate, panelists agreed that Brazil does not have direct public incentives for installing charging points<\/strong>; all growth has been driven by private investment.<\/p>\n\n\n\n

Gustavo Tannure<\/strong> explained that network development has followed vehicle demand, solving the “chicken or egg” dilemma. Chargers exist because there are electric cars, and more and more ride-hailing drivers and fleet companies are opting for electromobility after verifying the total cost of ownership (TCO)<\/strong> .<\/p>\n\n\n\n

“A driver who covers more than 200 kilometers per day recovers the price difference of an electric vehicle in about a year and a half,” he exemplified. Cheaper maintenance and lower cost per kilometer mean that even without subsidies, the financial equation works out for intensive users.<\/p>\n\n\n\n

In their conclusions, the panelists sent a clear message: the time to invest in charging infrastructure is now, but it must be done intelligently:<\/strong><\/p>\n\n\n\n