Very happy with 150kW/400V charing option.

[Redhot2474]

@Redhot2474 the Electrify America DC chargers work within the Porsche app and you don't need to open anything if you have plug and charge turned on (edit: if you've already saved a credit card to your Porsche account). Other DC chargers are dependent on the brand. EVgo allows you to use a credit card, I believe, but ChargePoint requires their app even for the free charging stations.

Exactly what I was looking for , thank you

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[Genau]

You can find what equipment your car has by inspecting the "Monroney Label". I think this works only if you access "My Porsche" on the computer browser and not phone.

My Porsche > About my vehicle > scroll down to see "Window Sticker"
look for "On-board 150 kW/400V DC Charger"

That works in the U.S. Market, and on model years that did not include the 150kW/400V charger as standard (i.e. prior to MY2025). A better resource is the Technical Data section of the My Porsche website, which lists standard as well as optional features, and works in all countries/regions. (The U.S. Monroney label only lists options, not standard equipment, at least with mine.)

 

[hifi239]

Battery temperature was higher at EA since the car was able to precondition the battery.

That's interesting. Still, were there different numbers of other cars charging at the station? Some stations share power, so that would cut into the maximum available. If not, I'm not an expert, but I believe DCFC is more or less a connection directly from the dispenser to the battery, with the car able to open contactors if something isn't right. The car talks to the dispenser and tells it how much power to send, based on the battery temperature and SOC. There is a small chance the Autel is interpreting that communication differently and sending more power? I believe we saw similar things posted a few times, like 150kW chargers sending over 180kW.

 

[Hirschaj]

That's interesting. Still, were there different numbers of other cars charging at the station? Some stations share power, so that would cut into the maximum available. If not, I'm not an expert, but I believe DCFC is more or less a connection directly from the dispenser to the battery, with the car able to open contactors if something isn't right. The car talks to the dispenser and tells it how much power to send, based on the battery temperature and SOC. There is a small chance the Autel is interpreting that communication differently and sending more power? I believe we saw similar things posted a few times, like 150kW chargers sending over 180kW.

There was nobody else at the Autel and there were 3 other cars charging at the EA station so maybe that was the difference. I'm providing a single data point here so for right now it's just something interesting that I noticed 1 time.

 

[hifi239]

There was nobody else at the Autel and there were 3 other cars charging at the EA station so maybe that was the difference. I'm providing a single data point here so for right now it's just something interesting that I noticed 1 time.

Yeah, I bet that’s it. EA has the word “balanced” on dispensers that share a supply. Also, knowing EA, it could have been downgraded remotely in the time between you saw the high kW and when you charged!

 

[jvincent]

I was on a trip this weekend and needed to charge near my hotel (Tesla Destination chargers did not work with my TeslaTap, I assume they were locked to Tesla only). The closest DCFCs were some Autel 480V chargers outside of a Volvo dealership near DFW airport. I drove to these chargers on Saturday morning without any battery preconditioning (SoC was ~25%, battery temp around 80ºF IIRC) and immediately got a charge rate of ~140kW. The charging session lasted about 24 minutes and went from 25%-80%. Not bad at all considering how long it would have taken me if it were capped at 50kW without the 150kW option. I liked these Autel charging stations, they looked nice and worked great. Total cost was $20.78.

One interesting thing I noticed between these Autel and the EA chargers I normally used... The charging rate at ~80% SoC was above 100kW with the Autels and was about 60-70kW at the EA station I used later that day. The EA station was delivering 195kW earlier in that same charging session so I'm wondering if there is some kind of benefit to the charging curve (at higher SoC) with these 400V charging stations as compared to the 800V stations.

This looks to be the model charger you connected to:

MaxiCharger DC Fast 60kW-240kW

The data plate you pictured shows the input voltage to the unit and not the output. As listed in the specs for the MaxiCharger, the output voltage is variable from 150 to 950 V DC. This charger can easily provide the Taycan's required charging voltage. No 150kW/400V option required.

The MaxiCharger can also be configured to deliver 60 to 240kW in 20kW increments. PlugShare says they are 140kW at the location you used. Sorry for the repost.

 

[lwc1001]

I know i didn't spec the 150kw/400v option to the car but when i used the EA hyper charger i'm still charging at 130kw

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