InsideEVs Exclusive: Porsche Taycan (Mission E) Caught Testing


There haven’t been too many spy shots of the Porsche Mission E, but we got lucky today and caught two Mission Es (production name is Taycan) testing public charging stations in Montclair, New Jersey.

The Porsche folks driving the cars weren’t too pleased, as they quickly unplugged and high-tailed it out of the parking lot as soon as they realized we were taking pictures of them. This is a stark contrast to how the Jaguar executives acted back in April when we caught four I-Paces in the same parking lot testing the DC Fast charger on site. They were happy to park the cars where I wanted in an effort to allow me to take some nice pictures.

Porsche recently confirmed the Mission E will be called the Taycan when it hits the showroom, which is rumored to be sometime in late 2019 or early 2020. The Taycon will have a base price of about $75,000.

There will be three trim levels, each with different power output rated at 402, 536, and 670 horsepower, respectively. All models will have all-wheel-drive at the launch, but Porsche hasn’t ruled out offering a rear wheel drive variant in the future. Real world range is claimed to be 300 miles.

The most unique aspect of the Taycon will be its 800-volt battery system. With this system, Porsche claims the Taycon will be able to recharge to 80% (about 250 miles) in about 20 minutes. The obvious problem with that is, while it sounds great, there’s simply no infrastructure that can deliver 800-volts. Unless Porsche takes a page from Tesla and starts investing hundreds of millions of dollars into an 800-volt network of charging stations, we’re afraid they will be few and far between.

From Porsche’s website:

It’s a sports car. There’s no doubt about that. But it’s not the sports car you might expect. Its powertrain is completely new, but, like that of every Porsche, is based on technology tested in motorsports. Two permanent magnet synchronous motors (PSMs), similar to those in the 919 Hybrid that won Le Mans, propel the car and recover energy when braking. One of them powers the rear axle, the other the front axle. With a combined output of more than 600 hp (440 kW), they catapult the Mission E to 60 miles per hour in less than 3.5 seconds, and to 124 miles per hour in less than 12 seconds. The PSMs are the turbos among electric motors. They convert electrical energy into propulsion very efficiently and smoothly, and build up relatively little heat in the process. This means that they cool down quickly. Whether a Porsche has a combustion engine or a purely electric powertrain, it needs to be able to perform on a race track.

7 photos

Categories: Porsche, Spy Photos

Tags: , ,

Leave a Reply

79 Comments on "InsideEVs Exclusive: Porsche Taycan (Mission E) Caught Testing"

newest oldest most voted

“No infrastructure”

Supposedly they’re installing the requisite chargers at all Porsche dealerships. I’ve got my eye peeled toward the dealership by me.

Seriously. Might as well pack it in with electric cars. Why even bother. There’s no infrastructure. Ignoring the tens of thousands of fast chargers worldwide that weren’t there 10 years ago and the tens of thousands of fast chargers that are being planned, on top of all the trickle chargers that will be installed by businesses. There is no infrastructure. /s

There’s infrastructure. It’s not a Tesla there no infrastructure bs😭😭😂😭

“800v” infrastructure is what was meant. They talk of 350KW, which Elon has openly suggested would “frag” a battery. Either voltage, or wattage, are unavailable publicly.

800v track installs may be how Porsche gets around selling too many EVs, while strategically penetrating the market, not just dealerships. I know there isn’t even rumor to this effect, but it would seem to make sense, to me. EV’s are to be a separate animal for this company, and a fight may be taking place between management and a very excited group of engineers (after Pikes Peak). The engineers won’t win, as looking at post-event advertising suggests. I haven’t seen anything more than YouTube….which has seen some awesome productions over the past week.
(check out how quick it climbs, at 2:16)

Not only dealerships:

„Porsche Cars North America plans to have at least 500 fast chargers available at U.S. dealership and highway locations by the end of 2019. Another 20 will be installed at Canadian dealerships, but a timeline hasn’t been established.

The production car based on the Porsche Mission E electric vehicle concept will be for sale in U.S. dealerships by the end of 2019 — by early 2020 in Canada. A second EV, based on the Mission E Cross Turismo concept, is planned for deliveries in 2020. The automaker also continues to consider EV variants of established models such as the Macan, Panamera and Cayenne, said Klaus Zellmer, CEO of Porsche Cars North America.“

Note that this in addition to other charging (CCS) networks like ElectrifyAmerica.

Ugh. Installing chargers at dealerships is idiotic and lazy. Dealerships are never near anything other than other dealerships, and they close at the end of business hours and shut down their chargers at the same time. They only put the chargers there because they own the land and they’re too lazy to figure out how to put the charger somewhere where people could actually use them, like where most Superchargers are. I don’t know how Tesla does it, but they’ve got some sweet locations!

BMW dealers and Nissan chargers are open 24/7

Every dealership charger I have seen has been installed right in front of the main building. Rarely do dealer leave that kind of access open after hours. Also, it’s very common for those locations to be blocked, even during business hours.

I did a google map search and I found lots of dealerships, the only problem is that they are mostly in major population centers (which makes sense) but rarely on the highways and small towns in-between.

So driving the car around town will be easy, but planning a long trip will be a royal pain.

Fast chargers at dealerships are very useful, to increase chance that the demonstration units get charged regularly, and to show potential buyers how easy it is.

Of course, that should be *in addition* to other charger locations.

I think the Mission e is a serious threat to Tesla’s P100D. Porsche has been sandbagging their numbers based on the few computer runs we have done . They are under quoting the performance. I think in the end Mission e will equal all P100D specs and also have superior charge times.

With a battery weight penalty off course because of the heavier battery from high C rate design. we must work on our models a bit more.

The Germans appear to be serious about this.

They shouldn’t aim for the P100D, because it’s a moving target. Late 2019 isn’t exactly right around the corner. There is a good chance the performance of the Roadster prototype is giving us a glimpse of future Model S/X capabilities.

So far they haven’t even said they would equal P100D. Go look at the numbers they have advertised so far and they are all inferior to P100D. … but Yes the had> less ten symbols in front of the numbers. That’s the Key.

If Porsche can get mission e to P100D accel levels, then eliminate over heating problems AND cut charging times significantly it’s a good thing. I worked with the Germans on gas turbines and they are good engineers/ I wouldn’t sell them short

I’m not saying its not a good thing, and I’m not selling the Porsche engineers short. But let’s not kid ourselves here, Musk and Straubel can see the same things we can. I look forward to the upcoming electric horsepower wars 🙂

With 600 hp or above and the massive torque of electric motors the biggest problem becomes traction, massive tires are needed, which can be seen on the Porsche. I always thought the funniest thing about the Model S is it’s sporty wide stance and then these skinny tires connecting it to the street

265’s are skinny?

Didn’t realise Tesla had 265’s, the wide car and styling of the back made them look smaller

Unless Tesla finally moves to the CCS standard for their new models, they’re going to have trouble squeezing much more power through the standard type 2 plug. I don’t have any experience with Tesla’s North American connector, but I can’t imagine it’s got much more room for improvement either.

On the other hand, it would be nice if other car companies would at least implement the hardware for the DC option on the type 2 plug, so as to be compatible with Superchargers. If a smaller company like JLR pulled off access to those it’d be a serious USP and wouldn’t even overload the SC network.

I am convinced that European Model 3s will appear with CCS connectors from the outset and that Tesla will start changing European Superchargers to CCS whilst (somehow) having backwards compatibility for all the S and X already in Europe. The type 2 part of the CCS connector in Europe is identical. I’m guessing that’s why there is so much space under the charge flap of Model 3.

Now Tesla will finaly have a car to reverse engineer.

Good thing they can take apart the IPace before the Taycan. That will ease them into it.

Porsche likes to build track capable cars, they have never built drag racers… P100D is a one trick pony, 0-100 is its only skill, the Porsche will have many skills, and will beat any Tesla on a road course.

And what if Tesla make newer designs? You do know you are talking 2019?

And so what if they don’t and instead keep lowering the price of the Model 3?

We can do it, so lets do it.

I guess you win, then? LOL – you’re taking this too personally.

We can do it, so lets do it.

Also, who cares about any acceleration times under 4 seconds? Are that many people really drag racing their cars? It’s a silly selling point – there are so many more aspects to performance than acceleration times, and for the type of person who wants an EV, it’s probably the least important metric. It’s just such a juvenile, 13-year-old-boy argument.

If anything, “track performance” is more juvenile, since you will get considerably less chance to ever make use of that, so it’s even more just about bragging rights…

Ludicrous launches might not be super useful in a rational sense, but they are FUN. It’s a great selling point.

Teslas also have very good higher-end acceleration though, which is actually useful in real driving conditions.

I don’t know. I’m taking some curves often at 100km/h+ with my car. Couldn’t do it with a regular car. Mine isn’t even very sporty. Just a tad sportier version of BMW 3 series.

Imagine what a Porche can do. Something like GT3 and how fast it goes through tracks. If you drive it in regular roads you car like glued on to the tarmac.

They aimed for the P85D. By the time the average “Tesla killer” manages to come out, Tesla has moved on…

“The most unique aspect of the Taycon will be its 800-volt battery system. With this system, Porsche claims the Taycon will be able to recharge to 80% (about 250 miles) in about 20 minutes. The obvious problem with that is, while it sounds great, there’s simply no infrastructure that can deliver 800-volts. Unless Porsche takes a page from Tesla and starts investing hundreds of millions of dollars into an 800-volt network of charging stations, we’re afraid they will be few and far between.”


Electrify America plans to install a nationwide U.S. network of highway corridor 800V “350 kW” chargers over the next 12-24 months at ~300 locations in around 40 states but this goes completely unmentioned? Similar plans exist in Europe.

Porsche has also stated plans to install 800V “350 kW” chargers at many of its U.S. dealership locations yet this is completely absent from the article.


” Porsche claims the Taycon will be able to recharge to 80% (about 250 miles) in about 20 minutes. The obvious problem with that is, while it sounds great, there’s simply no infrastructure that can deliver 800-volts.”

I’m more intrested about how they get the highr charge powers in the battery. I know higher C rate “discharge” powers just mean thinner plates. There’s something similer that they do for more charging power……either way when you design for higher C rates on charge or discharge you increase the pack weight.

What I’m saying is Porsche is paying a bit of a weight penalty to decrease chg times

But the Audi Quatro wagon coming out has a 95 kwh battery. Their pack is heavy too

Only diff with tesla’s design is they tweeked the elecrode plate thicknesses to increase the charging power.

If EVs, especially mid price ones, are ever going to seriously compete with gasoline and PHEVs the away from home charging system will need to be standardized (or all systems offered at each station) and the pricing of the electricity will need to be transparent. like the price of gasoline.

Apart from dimensioning, they will very likely use NMC cells, which generally offer somewhat higher C-rates (but somewhat lower capacity) than NCA, everything else being equal.

Having said that, it seems quite probable that they will use PHEV cells (like existing VW EVs), which are indeed optimised for higher C rates, unlike dedicated BEV cells optimised for capacity…

We’ve been reporting on Electrify America’s efforts often lately. However, Tom is saying there’s no “current” infrastructure. There’s certainly future infrastructure. People were arguing with me like crazy that I didn’t mention in my Jaguar I-Pace first drive review that the automaker isn’t building its own infrastructure and that the Model X is a way better car due to the Supercharger network. I think the biggest thing is that EV adopters just really want to push these automakers to follow Tesla and build their own infrastructure, but that’s not their job and it’s not likely to happen. Thankfully, Electrify America’s plans will help a ton by the time there are many Taycan and I-Paces on the road. Hopefully, Porsche follows through with plans to put chargers at dealerships sooner rather than later, and those chargers are plentiful and easily accessible at all hours, etc., which will also work to help the situation.

“Tom is saying there is no “current” infrastructure.” No. Here’s what the article actually says: “Unless Porsche takes a page from Tesla and starts investing hundreds of millions of dollars into an 800-volt network of charging stations, we’re afraid they will be few and far between.” Tom was clearly discussing the need for future 800V charging infrastructure investment but completely ignored Electrify America’s well-funded immediate plans (a few locations are already open) and Porsche’s stated plans for 800V charging at many of their dealership locations. Tom’s articles are usually excellent. I don’t want to beat up on him. He’s awesome and InsideEVs is pretty darn good as well. But, there needs to be better and more consistent coverage of near-term highway charging infrastructure that is happening. I see a lot of commentators here who appear to be unaware of the big improvement in non-Tesla long-distance-oriented DC charging that is imminently planned across the U.S. and this article further confuses things. Also, InsideEVs still hasn’t admitted that CCS (Type 1) is officially now specified at 400 kW. A recent article featured a CHAdeMO Association presentation slide stating that CCS is 400 kW yet the article text still insisted “….power will be… Read more »
We attempt to cover as much as possible about charging infrastructure. However, although it is important and popular to our “hardcore” readers and EV fans, it doesn’t generate much traffic. It’s not news as far as Google is concerned and if we covered much more of it, we wouldn’t be able to keep the site alive. It’s a sad but true nature of the business and the internet. Also, we have a certain post count per day and a limited number of writers and resources, making it difficult to cover it all. I read your previous comments on both of those articles that you mentioned above, which contradicted one another. I brought it to the attention of others and writers and they explained that another article was being published the very next day with updated information. They also pointed out that there is a lot of contradictory information out there, especially with regards to specifications versus publicly available. There is an incredible amount to cover when it comes to this topic and we do the best we can. There is also new information almost daily when it comes to the very specific details, which again, makes for an incredibly complex,… Read more »
“I read your previous comments on both of those articles that you mentioned above, which contradicted one another” Are you saying that my comments on those two articles contradicted each other? I don’t think so. In what way are my comments contradictory to each other? “I brought it to the attention of others and writers and they explained that another article was being published the very next day with updated information.” I’m guessing that the new “the very next day” article you are referring to was the one about China’s updated plans for their GB/T standard. That new article restated again that CCS was 350 kW even though it included a “slide deck” image taken from the CHAdeMO Association that compared DC charging standards and that slide actually acknowledged that CCS was 400 kW. “They also pointed out that there is a lot of contradictory information out there, especially with regards to specifications versus publicly available.” The website for Huber & Suhner which supplies the liquid-cooled charging cables used at Electrify America locations says its product supports “Nominal system performance 400A / 1000V in accordance with ISO/IEC 61851-23 Ed 2.0 CD” which is the new specification update for CCS Type… Read more »

No. Not your information. The source information for the stories.

We welcome knowledgeable contributors. You’ve provided several wall-of-text explanations with detailed clarification that could easily be converted to a very helpful post. We’d be happy to have you write the article that straightens all of this out based on your research. Send it to me in the form of an article and I’ll get it published on the site and credited to you. That would be much more helpful than continuing to call us out here about the nit-picky details when I nicely explained that we just don’t have the time or bandwidth to provide it comprehensive coverage, in addition to assuring that we crank out much more popular content to keep site traffic up and editors happy.

Email the completed article to Thanks for your help and support of InsideEVs.

But are investing infrastructure in EA, you know who ownes porche VW

Reading this back and forth, I’m surprised those informed would credit a German company’s “plans”. Especially VW Group has proven, to great length, the trust they are owed. The charging isn’t here, and doesn’t look like Porsche’s will be convenient.

The Taycan will be a 3rd, or 5th, car for many, who the company knows won’t use them for long trips. It should be enough to witness how Tesla density falls off on roads “out of town”, or away from metro areas. It does, and they HAVE the goods. To expect ICE makers will seek any acceleration of all-purpose EV, no matter the sense it makes, is wishful. Shareholders, the Porsche/Piech family, matter more than (You) customers. EA only exists because of diesel-gate.

Everything published so far suggests that the Taycan is meant to be a credible alternative to the Panamera, i.e. a luxury sedan with serious “sporty” credentials, but also very viable as a daily driver. It’s not like the 911, which few people would want as their primary car…

Porsche has stated (in some sort of interview IIRC) that they fully intend to bring proper fast charging infrastructure to every market they launch in — much like Tesla. So while there is not 800 V infrastructure *yet*, there should be by the time they will be selling the cars…

Look closer, they are “real” fake dual exhausts.

Ugly F*&king things, guess this must still be a mule.

Electrify America has to have built about 500 fast charging locations by mid 2019. Another 500 are being built by Porsche themselves. In mid 2019 there will be 1000 locations at which you can charge at up to 350kW in the US alone.
This is not even news.

I’ve always wondered about the cost to recharge the car from one of these things. Porsche’s are a good match for these chargers since, if you can afford an expensive Porsche you can afford to pay the ‘premium rate’ to recharge it quickly. Many ev owners, including friends who have ccs ports on their cars, are politicking for cancelling demand charges on EV chargers. While it is true that EV charging is currently trivial compared to the rest of the load, hundreds of 350 kw chargers all running during peak times would not necessarily be, and it is certainly unfair to force other businesses or electrical subscribers with similar electrical load profiles to pay INCREASED rates to cover the supposed BONANZA EV fast chargers would be given. Before all the cat calls start about “Secretly Hating Electric Cars” or some other tripe, from someone who has only driven electrics for the past 7 1/2 years, I can say, that based on my Canadian Friends’ province of Ontario experience – its better to *NOT* ask special favors for your particular brand of car. The new conservative gov’t in Ontario took one of its campaign promises the CANCELLATION of the C$14,000 EV… Read more »

I really think it is no problem for the grid of a developed country. We have trains and trams that pull megawatts from one second to the next while they accelerate. They are all around town and they do all that without batteries buffering.

The fallacy in your thinking is that trains and trams operational cost are spread over 100’s or 1000’s of passenger’s per day traffic. That is far different than giving a single car owner a special Bonanza.

Just that there is no misunderstanding as to my position – I have no problem with 350, 750 1000, or 2000 kw car fast chargers…… I just think that like everything else we have in life, that people incurring costs by using the service pay the costs themselves. In this I guess I am at odds with some of my friends who want someone else to pay for their car buying decisions. Ten years ago, I thought the maximum rate for a personal car would be around 150 kw, since I couldn’t imagine who would pay the demand charges for something larger. Tesla’s currently charge at 120 kw for a few minutes in North America, and supposedly, 135 kw for a few minutes in Europe. Now, apparently my ‘forecast’ was dead wrong as apparently there will eventually be cars out charging at least double the rate I thought to be economic, but it still at this late date has not as of yet come to pass. Now, the $7500 tax credits, or other states’ tax credits, I don’t even have a theoretical, nor certainly a practical objection toward, since these benefits are not LARGESS dispensed on a small ev community,… Read more »

Not a single car owner but the charging station operator. There is no big bonanza problem in a modern grid. Not at single megawatts anyway.

Hey its fine with me as long as the car buyer pays the cost himself.

I expect the PORSCHE Ice owner to buy all his own fuel, which is what the electric Porsche owner should also expect to pay for the cost of his own fuel.

Trains have their own grid. (Not sure about trams.)

Also, trains/trams are pulling electricity for a good percentage of total time, not just occasional 30 minute bursts; so demand charges wouldn’t be much of a problem anyway.

Tesla is increasingly installing Powerpacks at their Superchargers, to avoid the costs from demand charges and peak rates.

Regarding the incentive in Ontario, AFAIK it was proportional to the cost of the car? I can understand people being dismayed at expensive cars being favoured like that — it frankly just doesn’t make sense. (Neither does completely denying incentives to cars above a certain price, though.) A fair incentive should be flat for any pure EV, since the price premium due to battery costs applies to cars of all prices equally.

(For PHEVs, it should be staggered depending on expected fuel savings, like the new system in Sweden.)

Since in Ontario – it is province wide apparently that they only start charging demand charges for 50 kw and higher, it is fun to see 3 fast chargers with 3 Revenue Meters (on 3 separate bills) and then have the chargers adjusted to limit the car’s take to around 42 kw so that the demand charge point is never hit. IN general we can’t do that in the States since my utility starts demand charges as low as 3 kw.

Anyone else here thinks “Mission E” is a much catchier name than “Taycan”?

No, I really like the name Taycan, more Porsche sounding and doesn’t signal that it is electric, just that it is another car. I think manufacturers try too hard to distinguish their EVs as something different. People just want to buy cars.

I’m conflicted. I *do* think “Mission E” sounds more catchy — but I also do see the case for presenting it as a regular member of Porsche’s lineup, rather than some kind of alien…

The culture of paranoia at VAG after Dieselgate is pervasive.

For those who complain there is no infrastructure for 350kw charging, Ionity reports the opening of there first so called High Power Charger HPC 350kw in Germany at Autobahn 61 Niederzissen for yesterday 29 July 2018. Search for: Ionity 350kw.

Here is an article about a new 350kw High Power Charger in Switzerland: translated with Ionity opens first 350kW charging station in Switzerland “…. In my opinion the most exciting project is Ionity with high charging power up to 350kW. What is Ionity? Ionity is the joint venture of the automobile manufacturers BMW Group, Daimler AG, Ford Motor Company and the Volkswagen Group with Audi and Porsche. The aim is to create a network of reliable and powerful charging stations along the main European transport axes. With an output of up to 350 kW, these stations enable the shortest charging times and convenient use at the same time. Ionity makes it possible to enjoy the advantages of electric mobility on long-haul routes. As a comparison, so far CCS is mostly limited to 50kW, Tesla Superchargers work with a maximum of 120kW. First 350kW charging station in Switzerland The first Ionity charging station in Switzerland went into operation a few weeks ago at the Neuenkirch site. The station is located north of Lucerne on the A2 motorway, one of the most important north-south connections in Switzerland. It is equipped with six charging columns and enables charging of electric vehicles… Read more »

Here are some pictures of the Ionity 350 kw charger in Niederzissen Germany :

The supplier of the Ionity 350kw chargers, the Australian Company Tritium, even announces up to 475 kw charging:

Sorry, Ron. That one is a few exits away from me. It’s also not the first @350KW. At this rate, the planet might break above a dozen, by 2020.

Sorry, pjwood1. The Porsche charging Station at Berlin Adlershof might be the first, but in contrast to the Ionity charger in Niederzissen the Porsche still doesnt work, here are some comments :
Comment 05.11.2017
4.11.2017 – all 4 columns are still deactivated and there is no information about it on the columns.
Comment on 29.6.2018
Columns are now activated, but cannot be unlocked. Car dealership is also still waiting for staff training and the okay from Stuttgart.

The Porsche can fast charge at 800V and 400V, so it will be able to use all the DC fast charge stations. Cruise their parents, they essentially have a switch that alternates between the lower 400V and the upper 400V so that they can use a 400V source on an 800V battery.

I am a current Porsche owner, but I’m calling 800V fast charge a total marketing BS. When the Taycan comes out, I hope someone with a Tesla (any model) would challenge it for a race between San Francisco and LA. I would bet that the Taycan finish second.

Same car (same plate) spotted this afternoon SB on I-95 heading into Delaware. Somebody put big yellow stickers on front and rear reading “government approved high speed test vehicle”. Had the damndest time trying to figure out what it was till I found this article.

hopefully not just an EV version of Panamera

That would make little sense, considering that the Taycan is positioned in the same segment AIUI…

I thought I recognized your charger, Tom 🙂