By on January 28, 2019

Well, “free” under certain circumstances. We’re referring to the cost of recharging Porsche’s upcoming electric super sedan, and we’re certainly not referring to the time it takes to reach triple-digit speeds.

As it prepares to launch a vehicle that truly deserves the overused title of “Tesla fighter,” Porsche has a perk it wants would-be owners to know about: industry-beating charging speed, at no cost to the operator.

As detailed by Bloomberg, Taycan (pronounced “tie-kahn”) owners can expect to juice up their Taycans for free once the sedan arrives late this year. This perk is made possible by Volkswagen’s Electrify America recharging network — a network born of the company’s diesel scandal and resulting green penance.

By the beginning of July, Electrify America plans to have 300 stations either in operation and under construction, each housing two 350 kw fast-charge plugs. The Taycan’s 800-volt electrical system can gulp current at a prodigious rate, meaning drivers can add 62 miles (100 km) to their battery in four minutes at such a hookup. That’s about the time it takes to smoke a cigarette or peruse Twitter for ideology-reinforcing memes.

Porsche CEO Oliver Blume made this promise late last year, opening up a new front in the brand’s battle with Tesla. The California company’s Supercharger stations offer 120 kW hookups, good for a 50 percent charge in about 20 minutes. Fast, but still poky compared to a 350 kw charge. As Taycans are expected to offer 310 miles of driving range, a full fill-up at one of Electrify America’s stations wouldn’t eat up too much of your afternoon — assuming no one’s hogging the plugs.

New Tesla buyers, in most cases, can also expect to pay for their slower charge, as the automaker got rid of free, unlimited charging back in September. This means a second perk for Taycan buyers.

“Getting into a car and doing 0-to-60 mph in less than three seconds—can you really differentiate yourself if you do it in 2.8 seconds, and the other can do it in 2.7?,” Klaus Zellmer, the head of Porsche Cars North America, told Bloomberg. “There are other factors that will gain importance, such as charging time.”

As the release date draws closer, Porsche claims substantial interest exists for its upcoming 600 hp EV. There’s also no shortage of speculation on what the future might hold for the model, which starts in the low $90k range. As Alex Roy revealed last year, Porsche plans to use the familiar (if inaccurate) “Turbo” name for top-tier performance Taycans and “4s” for all-wheel drive models. This has some wondering if a GT3 model might one day become a reality (who knew the folks at were so hot on the, um, Taycan?).

It’s worth noting that Electrify America stations won’t be the only place to juice up the Taycan in short order. Porsche dealers will also host 350 kW fast-charge plugs, with some 120 locations expected by the time of the model’s roll-out.

Image: Porsche/YouTube

[Image: Porsche AG]

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25 Comments on “Seeking to Boost the Taycan’s Competitiveness, Porsche Promises 62 Miles in Four Minutes – for Free...”

  • avatar

    Maybe I’m bad at electrical math, but I think 350,000 watts at 220VAC is around 1600 amps, losses aside. That’s a lot of amps! Possibly an entire Porsche dealership uses a 1600 amp electrical supply.

    Maybe the grid can supply lots of 350 kilowatt services and maybe it can’t, but I’m not sure the distribution infrastructure can handle very many services at 350,000 watts.

    • 0 avatar

      The chargers are 800VDC so less than 500A would be required.

      • 0 avatar

        Watts is watts, regardless of volts. Whatever the output side, the input side is probably 220VAC.

        500 amps at 800VDC is 400,000 watts. That’s a pretty lossy conversion.

        • 0 avatar

          Power coming into an industrial area would be 3-phase. For that magnitude of power draw the distribution voltage would probably be stepped down to 480 at a minimum, still as 3-phase supplied to the premises.

          Three-phase power transmission is more efficient by the square root of 3 (1.732) with the same amperage per conductor. So, the 1600 amps at 220 volts single phase (per conductor) becomes 459 amps at 480 volts in a 3-phase system, again per conductor. Not inconsiderable but it is more economical WRT wire sizing. For that still significant power demand, the power company may elect to supply power to the premises at a higher voltage with a consequent reduction in amperage per conductor. I would expect any needed upgrade to be quite expensive and the total amount of power available would also have to taken into account (i.e., is there enough available at the pole) as you have indicated.

          I am an electronics engineer, not an ELECTRICAL engineer (the difference is great) so am not an expert in power distribution but do understand the underlying math.

          • 0 avatar

            Usual supply these days is 4 wire Y. We use 14.4/25 kV around these parts for distribution. On the transformer secondary, service would be 277/480VAC in the US. In Canada, the high low-voltage standard has been 347/600 since the 1960s. Relatively tiny wire/conductor that can pack a devilish punch – many stories of close calls and a few explosions to recount. Scary actually.

            People talk about 110 and 220 volts single phase, but that changed to 115/230 in 1957 (!) and to 120/240 in the 1960s. Look at your meter – it’ll say 120/240 VAC. I did stare at them for 20 years in the testing regimen at a utility.

            Every time I hear people talk or write about one-ten, I realize how long it takes for anything to sink in to the general public’s mind – for decades (6 in this case) they wander around in a haze, and Fiats are still rustbuckets too. Oh well.

  • avatar

    800 VDC, that’s some pretty damn serious voltage to have in your car. By way of comparison, the NYC subway trains use 625 VDC on their third rail. You know, the one you don’t ever want to touch.

  • avatar

    And so it seems Porsche’s first BEV will be a HUGE technical failure. 62 miles in a whopping four minutes?! How many miles of range does an ICE-powered car get in the same amount of time?

    This impending disaster of a BEV needs to be sent back to the drawing board, where Porsche needs to equip it with the ability to fully charge the battery in five minutes or less. Anything more than that is simply unacceptable for a vehicle in 2019, and must be considered a defect.

    • 0 avatar

      I assume you’ve got some kind of boilerplate text with quick edit capability coupled to a single key on the keyboard for automatic transmission, so you can immediately post a vehement rebuttal to anyone who cares to claim that electric cars just might be workable? As well as constantly changing standards to what is acceptable, just in case some manufacturer might outdo your previous expectations?

      Gawd, you’re a one-trick pony. Electric cars cannot work, and if they’re made to work, they still cannot work. I don’t get the obsession of predicting failure.

    • 0 avatar

      Your theory defeats itself when the typical use case is taken into account.

      For the vast majority of uses the car will be recharged overnight at home. This fits well with the biological fact that mammals (which humans are) have to sleep. Therefore, every day the electric car starts out with a full charge. The times that an off-site charging station will be required is a rare corner case by comparison.

      Therefore it becomes evident that a vehicle that cannot be recharged at home but must periodically make a special stop at a refueling station is a very poor fit for how people use their vehicle and is a total failure using your line of “thinking”.

      Is it possible for you to grasp how flawed your theory is?

      • 0 avatar

        Congratulations, yet another RETARDED INDIVIDUAL announces his existence on TTAC! It seems that BEV ownership does indeed make people retarded, because for some reason BEV owners and enthusiasts have the need to assert the fact that it’s possible to charge a BEV at home at night, despite the COMPLETE IRRELEVANCE of this fact, since doesn’t affect charging time AT ALL – it’s merely a very nasty workaround put on the user to compensate for a defect in the vehicle. A use case shouldn’t have to compensate for a defect, and even to the extent it does, the defect is still there.

        • 0 avatar

          Umm, I don’t own an electric car but I have driven one in traffic. It is a near-perfect match for the congested traffic conditions here, far better than the Civic 5MT that’s my DD.

          You seem to have serious cognitive defects. The use-case for a tool is what defines the specifications for it. The rest of us understand that.

          Your immaturity is evident and you post your sophomoric screed to crave attention.


        • 0 avatar

          I was under the impression that the comments were moderated here. Name-calling should not be tolerated.

        • 0 avatar
          Art Vandelay

          Can we ban this dude?

          • 0 avatar

            “Forget it, Paul, you can’t win with his sort. It’s your train isn’t mister?”

            “And don’t take that tone of voice with me, young man. I fought the war for your kind.”

            “Bet you’re sorry you won.”

            “C’mon, let’s leave the kennel to Lassie.”

  • avatar

    My first thought on reading the headline was that it would be a new land speed record, 930 mph. Except for the retired Concorde, vehicles that fast have wings and carry bombs, missiles and guns.

    If the rate remained proportional, four minutes to gain 62 miles range implies a full charge in 20 minutes. Actually, the rate drops as the battery fills, so a full charge would take longer. Still, it’s a welcome improvement. I wonder if the neighborhood will suffer a brief brownout.

  • avatar

    From what I understand, Tesla’s 120kW superchargers only provide 120kW recharging speed when the battery is almost empty and slows down as it fills up, AND if no other Tesla is sharing the same charging station (as power is then split between the two cars). Does Porsche have some new battery chemistry that allows the the super high speed recharging for more than 62 miles of range, and will their recharging network have enough capacity to provide that speed when multiple Porsche’s are plugged in at the same time?

    • 0 avatar

      It sounds like the Porsche will have the charging slow down as well. If the charging rate remained 62 miles every 4 min, it would take ~20 min to reach the full 310 mile range. But Porsche is claiming that it will take 20 min to reach 80%, which means the charging rate slows down. That’s still faster than a Supercharger to 80% though. I’m not sure the faster rate is due to a new battery chemistry, how the battery array is arranged (more cells in series vs parallel), better battery cooling (charging that fast will generate a lot of heat), or some combination of the 3. Good question on capacity to charge multiple vehicles at once. I sure hope they can.

    • 0 avatar

      I imagine the use case for these fast-chargers is to get the owner that last little bit home on a longer-than-usual drive- say, from the Bay Area to Orange County- make a pit stop at the Bakersfield dealer, plug in for 10 minutes, and get the rest of the way home in about the same time it takes to drive an ICE car that same route. Then, fully charge the car in your garage that night. It’s silly to think about only filling a gas tank with 4-5 gallons to get you home, only because you would have to stop for gas at another station later, anyway. But if you had a gas station in your garage, you wouldn’t be as worried that the pump takes 40 minutes to get you a full tank.

  • avatar

    I think that high speed charging will go a long way towards acceptance, but I do see some potential problems. First, I wonder about waiting in line for a port as the number of EVs expands. Obviously this can happen with gas too, especially in urban areas, but the filling times are lower so the car queue would move faster. The second thing I wonder about is how easy is it to push an EV that’s completely dead compared to an ICE car in neutral.

    • 0 avatar

      Porsche is saying that the software in your car / app will automatically make a reservation for you at the fast charger when programmed into your navigation guidance. Interesting.

  • avatar

    Can someone explain the CCS charging standard that VW installed? There are four different plugs and most of them won’t mate with any other type of socket, even within the same standard.

    Was VW just trying to upset the applecart? Did they really think it was a better charger than CHAdeMO?

    • 0 avatar

      CCS is really more like 2 families of 2 plugs each. The two families are whether you are in Europe or North America (really, since this is a new standard, why did there have to be market differences?). Within each family is a Type 1 CCS plug that is compatible with all CCS vehicles in that market. There is also a Type 2 CCS plug that adds 2 pins for DC fast charging for vehicles that support it. So all CCS-compatible vehicles within a market (US or EU) can use the Type 1 plug and those that support DC fast charging can also use the Type 2 plug. At least, that’s how CCS is supposed to work.

      For 150kW and 350kW DC fast charging, VW is using the appropriate CCS Type 2 plug for the market. CHAdeMO is a dying standard. It’s basically Nissan and Mitsubishi supporting it and no one else. Even those that started out using CHAdeMO like Hyundai have switched to CCS on their newer vehicles.

      • 0 avatar

        @gomez: even Tesla is starting to switch to CCS in Europe and will probably do the same here.

        Then, there’s the totally insane Chinese 900kW New GB/T standard:

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