I know that will happen - I'm not sure what schedule will be however r- so I think we're in adapter-land for quite a while - and there are still a lot of CCS1 chargers that need to transitioned. It's going to take a while.
I'm also willing to bet Porsche already "knows" this - and the plans for the post .2 Taycan - lets call it Taycan 2.0 - is already all in on these two changes - new port location - NACS for North America - and all the supply chains logistics to support it and the new onboard multiplexing AC/DC charging box to support NACS…
NACS will likely come with speced location of charge port (driver side rear corner or front passenger side corner) to match all Teslas. Second port might not be needed. On the Q8 etron 2nd, DC only port is optional for example, but the standard port is on the driver’s side, so with 2 ports you get DC on driver’s side only (opposite to Taycans). Driver side makes most sense since it’s always most likely yo be accessible - passenger side may be blocked by obstacles like a wall you park next to.
it needs to be done - we have 2 drivers switching off…we have plans on Sunday - those plans are best executed if we're all the way to Albuquerque by Saturday evening…
If you can do 900 miles with only 2 stops not counting destination, you are good. I stop more often than that on 750 mile trips so I have enough SoC remaining to reach the next EA site in case I get to one that is either not working or backed up.
well technically 4 stops
Agreed -- once those kWh are in the battery, they're all the same.
the slower the charge rate the more they are selling kwh's vs. time…fast fast fast charge rate = selling me time
Some people are ignorant. The problem is that they see the cost of electricity at home, and then compare to the per KWh cost at a DC charger, and that gives them an impression that someone is trying to rip them off. The completely ignore all other costs. That's why manufacturers don't like sharing raw costs with customers. Maybe some people would feel better if they got KWh at cost, then be charged for parking and using the charger per minute? It would cost more for a lot of those people, but sometimes worse is what satisfies the irrational brain - for example when Tesla was shipping software locked performance motors, some people were livid that they are entitled to the full performance the motors can produce, so Tesla made crappier motors with thinner wires which of course had more resistance loss and would burn out if fed full power, but that pacified the outraged crowd - they'd rather have crappier hardware than better hardware with software limited performance. ?
Everyone has access to V4 since all of those pedestals have Magic Docks.
350KW is the "up to" limit for EA, not a guarantee. When traveling in a Taycan, I have gotten 250KW+ probably 10% of the time. Other times 125KW-175KW seemed to be the norm, which is not horrible for long distance travel. On a bright side, limiting to under 100KW has been rare at the EA chargers I visited. The lowest DC charge rate I remember was 60KW.
