Alpha Feedback - Porsche Taycan

[Jason (ABRP) 111]

To verify and improve our models we need your feedback.  There's many ways we could use help if you actually own one:

• Drive a plan and compare it to the actual battery used.
• Drive a plan with the browser active, and update your actual battery percentage in the browser.
• Contribute data via OBD or other methods.

The best way to improve the data is to provide data directly from the car.  Connecting your car not only improves the models, but allows you to follow up directly in the car while driving! We have several ways of doing that, but we need your help to figure out what will work with your car:

• An OBD reader can be used in concert with a custom app like LeafSpy, or a PID list and Torque Pro.
• If your manufacturer has an API to access data from the car we can set up access to that API, like we do for Tesla

If you're familiar with either of these, contact me at jason@abetterrouteplanner.com and I'll help figure out what we need to do to connect your car!

Thanks for providing feedback!

[edgarw 2]

charging curve

Edited September 6, 2019 by edgarw

[edgarw 2]

Oh and bare in mind that at 400V charging stations (even HPC if the're  limited to 400V), it can only charge at upto 50kW unless it has the "high voltage booster" installed. I really can't understand that Porsche does make this optional, frustration levels will be high for customers, whose dealers didn't know or understand about this.

So maybe you should split Taycans to versions with and without the booster. I hope the voltage info is available on all HPC chargers ...

https://www.electrive.com/2019/09/04/porsche-taycan-finally-revealed/

"At the 400-volt charging points, which are still more common at present, the charging capacity depends on the equipment of the Taycan. Only 50 kW is possible as standard, even if the station offers more. Those who order a high-voltage booster, for an extra charge of €416,50, can then charge with 150 kW on a DC charger. "

[Jason (ABRP) 111]

Agree that it's very strange of Porsche to leave such a gaping hole on an otherwise excellent car.  Just like Chevy's decision to offer a version of the Bolt without any DCFC at all.

In any case, I've added "w/ HPC" and "w/o HPC" as selections for the Taycan, and fully agree that there will be confusion in consumers who don't know the difference.  Especially when all the 350kW stalls are full, and they get absurdly low charge speeds on the 150kW stalls.

[edgarw 2]

Really? I didn't know that about the Bolt, Opel didn't do that with the Ampera-E.

Totally agree regarding Porsche, great work, Jason 💪

[edgarw 2]

fullychargedshow's Johnny charging the Taycan, not showing the chargin process itself though

 

[SHN 0]

Porsche Taycan 4S has two battery pack options, Performance Battery (80kWh) and Performance Battery Plus (93kWh, same as Turbo and Turbo S). Do you plan to add the options to the 4S?

[Bo (ABRP) 25]

Added!

I read the Taycan options list, and the HPC (150 kW) is like €400. Will anyone ever not choose that option? Should we remove the w/o HPC?

[edgarw 2]

6 minutes ago, Bo (ABRP) said:

Added!

I read the Taycan options list, and the HPC (150 kW) is like €400. Will anyone ever not choose that option? Should we remove the w/o HPC?

Let it please stay as there will always be dealers too stupid and customers who don't understand ... it's a very weird (to be very polite) decision of Porsche to make this an option. Customers who don't have it will be extremely pissed, once trapped for thrice the time at a 150 kW charger.

[RonB 2]

On 11/27/2019 at 6:44 AM, Bo (ABRP) said:

Added!

I read the Taycan options list, and the HPC (150 kW) is like €400. Will anyone ever not choose that option? Should we remove the w/o HPC?

Please do leave the option in. I have had a Bolt EV for 2 years and am familiar with DCFC charging. I have a deposit on a 4S and will probably get HPC but really with the rollout of Electrify America and their Chargers being so much more dense than any other vendor in the USA I would always prefer ending up at EA charger. In which case I would not need the added weight of the larger dc-to-dc converter. Also it's true that 90% of your charging will be done with 240vac anyway for most folks. Only road trips need DCFC generally. I have 240V charging at my workplace and seldom if ever need to even charge at home.

Edited December 31, 2019 by RonB

[RonB 2]

Charging Curve Data

Extracted from the great Alex on Autos review of charging for TFLcars back in September. He charged from 1% to 100%.

Usable Pack Energy:    83.7kwh 

 ChgEff    95%

Current examples are stepped at rates, not linear.

KW Rate    SoC    kwh    Time    Elapsed
270    0-30%    26.43    0:05:52    0:05:52
200    30-37%    6.17    0:01:51    0:07:43
150    37-76%    34.36    0:13:45    0:21:28
120    76-80%    3.52    0:01:46    0:23:14
50    80-96%    14.10    0:16:55    0:40:09
20    96-100%    3.52    0:10:34    0:50:43

 

If this can get updated on ABRP I think that it would be very useful.

 

Ron B - San Jose

[edgarw 2]

Porsche Taycan 4S 79 kWh (small battery) tests:

Range @90 km/h (GPS) and @120 km/h (GPS), resulting in 85 km/h and 113km/h everage (speedometer) respectively

Charging curve from Ionity display:
2%: ~200kW
climbs up to 28%: 223kW
from 29%: 215kW
from 32%: 172kW
to 57%: 175kW
from 58%: 160kW
from 60%: 150kW
freom 64%: 144kW
from 67%: 135kW
from 70%: 128kW
from 74%: 101kW
from 80%: 74kW
dropping to 85%: 30kW
to 88%: 28kW
climbing again to 90%: 39kW+
Video stops there.

Also charging at 150kW (920V) charger and 50 kW (400V) charger is recorded, at 50kW ist only gets about 36kW.
 

 

Differences between Range Mode and other modes:

 

Edited May 23 by edgarw