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I could see settling on three charger rates, but definitely not one. A Bolt or Kia EV4 type vehicle simply does not need 19kW home charging. It would be an excessive cost to retrofit a house and the number of buyers who actually use that rate would be pretty close to zero. That would be like insisting that the Corolla has to have a 6.2 liter. It's excessive and doesn't fit the use case. Now, if we settled into 7.5kW, 11.5kW, and 19.4kW as a standard, that would probably achieve what you are proposing while still giving cost flexibility. It would allow for entry-level EVs to get the lower cost / lower speed charger while allowing the larger vehicles or premium vehicles to have faster home charging. For example, the EV6 could have a lower cost 7.5kW charger while the Genesis GV60 on the same platform could get the 11.5kW charger because it is a premium brand and higher cost vehicle. Then any large EV with or near a 200kW battery could have the 19.4kW charger, but even then, unless it is a newly built house or a commercial fleet, it will still probably charge only at 11.5kW, as that's about the max that the vast majority of homes are wired to do. Unless you're driving an EV with a 200kW battery to 10% every day, an 11.5kW charger can "fill" an EV to 80% overnight with room to spare, so most people (including me), won't want the extra expense of spending extra money just to say my EV charged faster while I slept. Either way, it will be ready for me when I need to leave at 7 am.

Most houses aren't capable of 19.2kW charging anyway, and I'm not convinced it is necessary. @ccap41 kinda just proved it. He said that 70 miles of driving is more than their typical norm. Charging overnight at 1.2kW still got them back half of that overnight. As long as ccapp41 and his wife are diligent, they could probably continue on L1 charging indefinitely for around-town driving. Even the slowest of L2 chargers would be more than sufficient with nightly charging. This inexpensive L2 EV charger with 7.6 kW for $199 at Amazon would take the EQE from 10% to full in about 10 hours. I know that as car fans we always want the most power all the time, but don't let perfect be the enemy of good. 7.6 kW is more than enough for average use since you'll only be charging to 80% daily anyway. The only time 19.2kW is really needed is if you're running a Lightning or Silverado EV , or something with a 200kW battery, in contractor duty, and draining the battery fully every day. When I get the Silverado EV, I'll probably get the Tesla Universal Wall Connector, which only does 11.5kW but will have both connectors built in. But since I don't drive long distances daily anymore, it won't be a big deal that it has a lower power output. The advantage for me is that if the EValanche is CCS and the R2 or Prologue is NACS, I'll have both adapters built in. Albert only drives about 20 miles round trip per day, so he can get away with charging once or twice a week and can even L1 charge if need be. Even at just a 48 amp circuit, I may have to figure out some things with my other appliances because even though I have 200 amp service, we'd be uncomfortably close to the max.

That's all I'm worried about. I'm not going to spend a sht ton more money having a 19.2kW charger installed for the 1 day every 3 years I empty the battery, get home for 2 hours, and have to again drive enough that I couldn't make it back home...

I know what you mean but that's also A LOT of driving in one day. That's a pretty rare scenario to use nearly your entire battery then still need a considerable amount more in "a few hours" where 7.2/11 wouldn't suffice. Also, for 19.2kW charging, you need a dedicated 100 amp circuit. I'm not sure if many people have that available anyway. It'll certainly cost more than just a 50amp circuit. So, while it would be nice to be capable of that, I'm still not sure all that many will actually utilize that.