Sponsored
USA - Will the NACS Port be STANDARD in 2026 ?
- Thread starter Guards Red Car
- Start date
- Watchers 8
daveo4EV
Well-Known Member
- First Name
- David
- Joined
- Jan 28, 2019
- Threads
- 192
- Messages
- 7,003
- Reaction score
- 10,473
- Location
- Santa Cruz
- Vehicles
- Cayenne Hybrid, 911(s) GT3/Convertable
since road tripping EV's starting in 2012 with my 2011 Model S P80 I've never done a day like my 900+ day on Nov. 16th, 2024 - I don't plan to repeat it anytime soon - all the other EV road trips I've done in the past 13+ years fit the script highlighted above - and I stand by it.
What was different was…
that guy wanted to get to the grand Canyon the next day (the 17th) before sunset - so we did a 900 mile day in order to set us up for the next 3 days to be "easy"…also we had two drivers - which normally for more casual road trips I'm the only driver for "the day"…
we did the 960+ mile day so I could get this picture:
now clearly we didn't do 900+ miles for that exact picture - but we did do it so we arrived at the Grand Canyon at a time of day that presented the opportunities for pictures taken at the time of day - like above
we arrived at Grand Canyon by 2 pm the following day - mission accomplished.
and it was a slog…I'm not advocating for 900+ miles/day - but we did it because there was a purpose…
the next 3 driving days matched the text above perfectly, and it was far less stressful…and the 900+ mile day took a toll on me…
I know I wrote that, and I stand by it - and it's how "I ev" normally - the 900+ mile day was the exception that proves the rule…
Last edited:
Jonathan S.
Well-Known Member
- First Name
- Jonathan
- Joined
- Jan 19, 2023
- Threads
- 43
- Messages
- 2,089
- Reaction score
- 1,908
- Location
- Amherst MA & Twin Mtn NH
- Website
- tinyurl.com
- Vehicles
- '22 4CT, '22 Audi A6 Allroad, '23 BMW i4 M50
This seems like as good a place as any to ask three questions about Taycan DCFC, one of which I now know the question, as prompted by a visit I finally made today to this new station:
... which at only eleven miles from my house is far too close to be of personal utility (unless I were really desperate!), but the location at close to an exit off an interstate that sees lots of NYC & CT skier & tourism traffic for VT, in the midst of four gas stations.
In the interest of research science and public policy (or something like that), I had already asked the town for clarification.
The station has two of these:
So that's 640kW if solo, or 320kW if both plugs of each charger are in use.
(The L2 units look like the usual lame ChargePoint design, but each one shares 19.2kW, so same maxing out the same as your home hard-wired charger if solo, or pretty close even if shared.)
And the three questions, with one answer:
1. If a station is listed as merely 50kW in the Taycan nav, will selecting it as the destination still precondition the HV battery, despite how preconditioning is pointless?
Answer = Yes!
This new station configuration does not appear in any databases yet, but some still show an older single 50kW unit.
I was debating whether to navigate to that station or the 280kW Ford station (operational only since April, so that map updates really are for real!) about ten miles further away.
I was concerned that the more distant station would not achieve enough preconditioning.
But sure enough, the battery temperature reached 81F upon arrival.
By contrast, a few hours earlier in the morning, the battery temperature quickly rose to 61F then stayed there, even in SportPlus (deliberately to see the max temps sans preconditionioning).
Air temperature was 48F, and maybe ten degrees colder earlier in the morning. So perhaps I might have gotten to say, 70F w/o preconditioning, but the 81F had to be achieved via navigation to a DCFC station (even if the Porsche nav thought it was still 50kW).
2. What is the impact of 48F air temperature upon a DCFC charger's power delivery?
I started with 49% SoC.
Charger quickly ramped up to ~110kW and then ... dropped below 100kW and never got back into the triple digits.
My understanding is that my 2022 Taycan 4CT should have been at around 225kW at first.
Even the 400v TSCN V3 chargers immediately ramp up to the 130s kW and then stay there until the Taycan charging curve drops below that 400v max.
Or perhaps my question can be rephrased as, Can 48F air temperature possibly excuse an ostensible 640kW charger's inability to delivery a sustained output of even just 100kW?
BTW, this station was paid for with $2.46m of our federal tax dollars.
(I might get a custom lawn sign with this line.)
3. Have OTA updates in the last couple of years increase the charging speed at high SoC?
I haven't paid attention to the charging rate once the SoC gets up there.
This time though I was looking at the screen since I wanted to uplug at around 89% or 90% so as to arrive home at 85%.
To my surprise, I was still pulling a wonderfully symmetrical 89.0kW at 89% SoC.
(Also, although probably not important, I had pulled in with 81F battery temperature and then departed with 91F.)
This by contrast shows less than 50kW at 89% then rising to ~60kW in the mid 90s before tapering off significantly.
... which at only eleven miles from my house is far too close to be of personal utility (unless I were really desperate!), but the location at close to an exit off an interstate that sees lots of NYC & CT skier & tourism traffic for VT, in the midst of four gas stations.
In the interest of research science and public policy (or something like that), I had already asked the town for clarification.
The station has two of these:
So that's 640kW if solo, or 320kW if both plugs of each charger are in use.
(The L2 units look like the usual lame ChargePoint design, but each one shares 19.2kW, so same maxing out the same as your home hard-wired charger if solo, or pretty close even if shared.)
And the three questions, with one answer:
1. If a station is listed as merely 50kW in the Taycan nav, will selecting it as the destination still precondition the HV battery, despite how preconditioning is pointless?
Answer = Yes!
This new station configuration does not appear in any databases yet, but some still show an older single 50kW unit.
I was debating whether to navigate to that station or the 280kW Ford station (operational only since April, so that map updates really are for real!) about ten miles further away.
I was concerned that the more distant station would not achieve enough preconditioning.
But sure enough, the battery temperature reached 81F upon arrival.
By contrast, a few hours earlier in the morning, the battery temperature quickly rose to 61F then stayed there, even in SportPlus (deliberately to see the max temps sans preconditionioning).
Air temperature was 48F, and maybe ten degrees colder earlier in the morning. So perhaps I might have gotten to say, 70F w/o preconditioning, but the 81F had to be achieved via navigation to a DCFC station (even if the Porsche nav thought it was still 50kW).
2. What is the impact of 48F air temperature upon a DCFC charger's power delivery?
I started with 49% SoC.
Charger quickly ramped up to ~110kW and then ... dropped below 100kW and never got back into the triple digits.
My understanding is that my 2022 Taycan 4CT should have been at around 225kW at first.
Even the 400v TSCN V3 chargers immediately ramp up to the 130s kW and then stay there until the Taycan charging curve drops below that 400v max.
Or perhaps my question can be rephrased as, Can 48F air temperature possibly excuse an ostensible 640kW charger's inability to delivery a sustained output of even just 100kW?
BTW, this station was paid for with $2.46m of our federal tax dollars.
(I might get a custom lawn sign with this line.)
3. Have OTA updates in the last couple of years increase the charging speed at high SoC?
I haven't paid attention to the charging rate once the SoC gets up there.
This time though I was looking at the screen since I wanted to uplug at around 89% or 90% so as to arrive home at 85%.
To my surprise, I was still pulling a wonderfully symmetrical 89.0kW at 89% SoC.
(Also, although probably not important, I had pulled in with 81F battery temperature and then departed with 91F.)
This by contrast shows less than 50kW at 89% then rising to ~60kW in the mid 90s before tapering off significantly.
Last edited:
d00d
Well-Known Member
Thanks Dave, going slower to go farther can be highly desirable.
When the trip is between AC charging locations, but low ambient temperatures reduces range, eliminating the DC charging stop removes the possibility of waiting for an open stall.
With my ~200 mile trip it's the same time if I go maximum 60MPH without stopping, or go 75MPH or higher with the stop, and the former is a less stressful drive.
Jonathan, with the car sitting at home, are you able to use that nearby DC charger location to precondition the battery?
When the trip is between AC charging locations, but low ambient temperatures reduces range, eliminating the DC charging stop removes the possibility of waiting for an open stall.
With my ~200 mile trip it's the same time if I go maximum 60MPH without stopping, or go 75MPH or higher with the stop, and the former is a less stressful drive.
Jonathan, with the car sitting at home, are you able to use that nearby DC charger location to precondition the battery?
Jonathan S.
Well-Known Member
- First Name
- Jonathan
- Joined
- Jan 19, 2023
- Threads
- 43
- Messages
- 2,089
- Reaction score
- 1,908
- Location
- Amherst MA & Twin Mtn NH
- Website
- tinyurl.com
- Vehicles
- '22 4CT, '22 Audi A6 Allroad, '23 BMW i4 M50
"Jonathan, with the car sitting at home, are you able to use that nearby DC charger location to precondition the battery?"
You mean starting up the car, stationary, in my garage, but setting navigation to that DCFC station?
Would goal be to ... heat up the battery for optimal driving performance?
If so, I think 11 miles away is too far to have much an effect.
IIRC, the battery temp was only just starting to creep up significantly at about that distance, a bit before I got on the interstate, which is ~9 miles from the station.
(And that is the same interstate stretch where I hit the critter! I've probably driven that stretch thousands of times...)
I do have a DCFC station a few blocks from my house.
(EVgo, two new 100kW chargers, at least one of which is usually broken, with a 3.9 PS score.)
You mean starting up the car, stationary, in my garage, but setting navigation to that DCFC station?
Would goal be to ... heat up the battery for optimal driving performance?
If so, I think 11 miles away is too far to have much an effect.
IIRC, the battery temp was only just starting to creep up significantly at about that distance, a bit before I got on the interstate, which is ~9 miles from the station.
(And that is the same interstate stretch where I hit the critter! I've probably driven that stretch thousands of times...)
I do have a DCFC station a few blocks from my house.
(EVgo, two new 100kW chargers, at least one of which is usually broken, with a 3.9 PS score.)
d00d
Well-Known Member
Yes, stationary in garage and for slightly greater range due to more optimal thermals.
Setting a DC charger that's 80 miles away is too far away to start preconditioning, seems it only starts within maybe 30 miles when moving.
Setting a DC charger that's 80 miles away is too far away to start preconditioning, seems it only starts within maybe 30 miles when moving.
Jonathan S.
Well-Known Member
- First Name
- Jonathan
- Joined
- Jan 19, 2023
- Threads
- 43
- Messages
- 2,089
- Reaction score
- 1,908
- Location
- Amherst MA & Twin Mtn NH
- Website
- tinyurl.com
- Vehicles
- '22 4CT, '22 Audi A6 Allroad, '23 BMW i4 M50
^ So keep the car plugged into the home L2, then precondition cabin via the phone and also precondition HV battery via nav to nearby DCFC ... hmm, perhaps that would help on a cold day. Maybe I'll try that tomorrow morning before a trip and see if the battery SoC stays at 100%.
Sponsored
Similar threads
