Porsche Taycan To Get 90-kWh Battery, Optional Heat Pump

JAN 25 2019 BY STEVEN LOVEDAY 39

More details surface about the upcoming all-electric Porsche Taycan.

Reportedly, Porsche put together a list of frequently asked questions provided by Taycan reservation holders in Norway. It expects the car to be significantly popular in the EV-friendly country. In fact, Norwegians account for about 3,000 paid deposits for the Taycan. The questions made their way to Porsche chief of electric vehicles and programs, Stefan Weckbach. This resulted in some answers, which provide never-before-publicized information about the production version of the upcoming battery-electric Porsche.

We have few official details about the Porsche Taycan. For a time, the automaker shared information and images of its Mission E concept. However, since then, we’ve learned that the Mission E is an entire family of all-electric vehicles. The Taycan will be the first model within the group. This is precisely why we don’t have images of a Taycan prototype. It’s also why we aren’t quite sure if early information about the Mission E applies directly to the Taycan or if those details have changed.

A Porsche Taycan reservation holder named of Jim Roger Johansen reached out to Electrek with a copy of the recent question and answer session. As far as we understand, it was essentially a copy of the Weckbach interview.

New Details

According to Electrek, Weckbach said the Taycan will be equipped with a 90-kWh battery pack and a 22 kW onboard charger. He also spoke briefly about how the production Taycan may differ from the original Mission E concept. He said it will be much the same, aside from some aerodynamic and feature changes. However, he admitted that the suicide doors are not going to happen. Weckbach shared (via Electrek):

It will be very similar, only more suited to practical use, and we had to optimize the aerodynamics. The car will, for example, have conventional doors instead of hinged doors for safety reasons, and to get the lowest weight and ease of use.

The exec confirmed that the Taycan will not have a hitch. It will, however, feature a cold weather package with front and rear heated seats. A heated steering wheel and a heat pump will be optional.

Expect the Taycan to arrive by the end of the year. Porsche has not yet disclosed pricing, but Weckbach said higher priced versions will go into production first.

Source: Electrek

Categories: Porsche

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39 Comments on "Porsche Taycan To Get 90-kWh Battery, Optional Heat Pump"

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From article: “…Expect the Taycan to arrive by the end of the year. Porsche has not yet disclosed pricing…”
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Would be great to see Porsche Taycan make it onto the 2019 INSIDEEVs Plug-In Sales Scorecard!

Launch will be in 2019, but actual sale and delivery will be from January 2020, because Porsche need these Taycan sales to be counted in 2020 to fit the new lower EU emission requirement coming in 2020.

90kWh battery and 22kW AC charging. Nice.

Don’t screw this up, Porsche!!!

That 22 kW will be in Europe with 3 phase electricity; it won’t be so high in the U.S. with 240v single phase.

Simone mentioned there is an old model S with the 22 kW exists in US? maybe this kind is only for Europe?

In the US J1772 supports 80A 240v single-phase, if the car on-board charger supports it. That’s 19.2kW, close enough to 22kW. I don’t know why no one does 19.2kW charging for the US, most new houses can handle it or be upgraded to handle it.

There really isn’t much use case for faster than 7 or 10 kW unless you need to charge as quickly as possible. This will charge 20 to 30 miles range per hour and is usually enough for running errands, especially if a vehicle has 250 mile range. It will also charge the vehicle overnight.

The common use case you need to charge as quick as possible is highway travel, so DCFC. In which case the more the merrier and the more likely the car will be driven long distance.

I could see some of these new pickups needing 15 kW charging or something to charge as quickly as a car in miles range per hour, since they are less efficient. For a car? I don’t see what I gain with 22 kW charging. Obviously it makes sense on 3 phase, I would gladly take it, but don’t really need it.

Well, some people in Euro countries have to pay connection charges, so they might just settle for 11 kw.
Some of the new compact SUV’s , in addition to the Bolt /Ampera-e,), are in the 7 kw single phase area even though they have 90 kwh batteries.

So far so good – but if large vehicles are electrified, say big trucks and suv’s – and the drivers are High Mileage, they’d reasonably expect that their vehicles can recharge in 10 hours or less. If each vehicle (assuming 2 high mileage drivers) has a 200 kwh battery, that would mean that each vehicle would need 80 amperes each for over 10 hours, and the added garage load would be 160 amperes continuous. Obviously a more well-to-do family with FOUR high mileage LARGE BEV vehicle drivers would require 320 amperes continuous every night. I know that is an extreme outlier case but someone somewhere will need to equip their garage to do that.

I don’t see any family running 400 miles each on four cars on the same day.

It’s because is not really needed. When you charge overnight does really make a difference if your car finishes in 4 hours or in 8 hours while you are sleeping?

Issue might not exist for this car, but if 200 kwh 3/4 ton trucks and large SUV’s are ever made, then reasonably fast (11 hour) recharging will have to be addressed.

True. Trucks will need it. As for cars, i hope the research will focus on faster charging ratter than bigger batteries.

Tesla used to do 80 amperes with the early “S” ‘s. Then they lowered it to 72 amperes, and now the fastest available is 48 amperes (per car), no matter how much you spend. An 80 ampere (continuous duty), or more like a 100 ampere nominal circuit is still ok to the upscale garage because it could be used to charge multiple Tesla’s simultaneously.

I don’t know when large vehicles are going to be electrified, but homes having LARGE SUV’s or 3/4 ton trucks with 160-200 kwh batteries could conceivably be equipped with 48 – 80 ampere chargers per vehicle.

Just a note on that 100 ampere circuit to the garage – one installation said they installed it with #4 AWG copper, no doubt figuring it on the ‘residential lightly-used exception’. This may be a residence, but it is not lightly used (80 amperes all the time), and the thing that makes it illegal is that the cable does not carry the ENTIRE load of the house. Therefore #3 AWG is the smallest legal sizing.

22KW is 32A at 400V three phase (230V phase to neutral). This would translate to ~7.2KW on 240V split phase in North America.

22KW is 32A at domestic 240V on 3 phase, 400V three phase is 43 KW in Europe

nope – 43 kw is 63 amperes in Europe.

Based on the BMW i3 having an 11kw 3 phase rate vs. 7kw in USA, I’d bet on 14kw for the Taycan in the USA.

I3 is currently rated around 7.4kW.

No, european i3 have 11kw chargers. Starting from 94ah ( 33kw battery)

I cringe when I hear Europeans call our juice ‘split – phase’. It means something entirely different in NA.

NA household juice is mostly split phase. The secondary 240V winding of a single phase transformers is grounded mid point (center tap) yielding two phases with nominally 120V opposing each other by 180°. Their potential against each other is double their nominal voltage i.e. 240V, hence the former single phase has been split in two.
This is textbook physics as it is taught in school in Europe. What other meaning could it possible have?

” 22 kW onboard charger.” that perfect , is even better than recent Tesla , lot of people are keeping their old model S with the 22kw instead of buying a new X or S because the new have only 16kw , looks a small difference but is vital for work meeting that last 3-4 hours , with the 22 you can fill up , the 16 leaves you half empty

This is probably AC 3 phase charging like they have in Europe. Most likely, this won’t be in US as it would be almost 100 amps on single phase 240 Volt. It is possible to do so much, but starts running into issue where house couldn’t support the current draw, etc. My point is I wouldn’t get excited about that feature (I suspect for single phase charging they are half that). If you need faster charging than overnight, take it to a 350 kW charger and get usable range in 15 minutes.

Smaller 25kW DC fast chargers are also getting cheaper but the cheapest are still more expensive than the 22kW upgrade was – hopefully not for long.

I am confused by this use case. pretend you start your day with 250 mile range, you drive 230 miles to a meeting, stay for 3 hours, and need it charged fully to drive back? Wouldn’t you just use a supercharger?

I don’t see the need for this middle ground charging with a 250 or 300 mile range vehicle. I need it to charge over night or I need it to charge at as fast as possible (for me, like 125 kW or faster)

In Europe there are (and will be soon) many 22KW chargers installed at hotel/restaurants, shopping malls, fast-food outlets etc… and many are still free of charge. So during a shopping spree with restaurant visit for a few hours it makes quite a difference if 7KW or 22KW can be ‘juiced up’ during this time.

Highest priced version to go into production first = “Fraud!!! Scam!!! Going to ZERO!!!!!!!!!!!!!!!!!!!!!

Good ol’ supply and demand at work. I have a feeling many people will want this car compared to the now overpriced ugly fat whale with an unusually large bulbous rear end Tesla S.

You must be talking about that ugly Model X rear end…

Model S is still one of the prettiest car on the road. Taycan is good looking too though.

I have a feeling no one will want a Taycan once they find out the C rate because no one wants sauteed battery cells.

Going by the number of downvotes, you didn’t lay on the sarcasm quite thick enough 😉

A heat pump in a winter country?

Of course. Why not?

I wish every EV came with a heat pump.

It would definitely help range in most of the winter when temps are hanging out around 20s and 30s.

especially in a winter country ! heating with electric resistance is draining the battery fast like Bolt drivers in cold climates were complaining. And you can still extract heat from minus 5C ambient down to minus 20C to use the delta for heating your cabin.

A really nice car… Now, I just need about $80K in my next lottery winning to pay for the car.

Thats just for a base model. Full option is double the price ( 140 to 150000 €). If tesla can sell 160000€ model x sure Porche can do the same

What no suicide doors!!! Looks like Conti for me!