PoscheNewb

Hello,

I recently acquired a CPO Taycan GTS Turismo. It was a hard find with the performance options I wanted (PCCB, PDCC, and Rear Axle Steering). An option I wish the original buyer had spec'd out was the 150 kW/400V DC Charger ($490 option). Can anyone tell me if this is something I can have dealer add for me and if so, what the cost would be?

Bonus inquiry - I've heard Tesla may come up with chargers that can accommodate 800V battery cars and if so, would this 150 on-board charge be unnecessary?

Thank you in advance for this AWESOME community!!!

d00d

Yes, Tesla is already building v4 chargers that charge at native 800V battery speed.
You could call your dealer for a 400V charger retrofit, but I haven't read about anyone doing it.

daveo4porsche

to date there is no known procedure for retrofitting the 400V/150kW - it's part of the "main" battery high voltage bus - even if there was a retro fit it's unlikely to be cost effective - this choice should have never been an option - and it has in fact been removed as an option in the .2 Taycann, and the new MacanEV has a "different" approach.

I would not rely/plan on any retrofit being plausible.

v4 superchargers can do 800V but it's unclear if they will do 800V CCS1 compliant 800V…this will be an evolving story for the next several years.

the cyberTruck has 800V support - but no other Tesla cars in the fleet can do it - I also would not plan on Tesla offering 800V support to CCS1 vehicles anytime soon…

d00d

I notice you specified CCS1 (US) as an open question Dave.
Found a CCS2 (EU) Taycan owner with an acceptable 86F battery temperature only getting 150kW quickly decreasing to 100kW, so yes, doesn't look like it's sorted yet.

https://www.taycanforum.com/forum/th...ger-v-4.19208/

PoscheNewb

Thank you! So much to learn about this TAYCAN and EV charging. I initially thought the car is limited to 50kW DC charging without this option but learning that it’s limited to 50kW at a charger meant for 400V batteries. (I hope I understand this correctly).

I am just not going to plan long distance drive with the taycan to be safe (for now)

julianm

I’m starting to look at CPO Taycans and have similarly found very few US models specced with 400V 150 kW. How odd.

I’m told that all Electrify America DC fast chargers are 800V, however, so it’s a bit less of an issue for me than I thought. I only occasionally use other networks today.

mprog

I made very certain to get one with the 400V charger, because of the Tesla V3 superchargers all being 400V, and wanting to be able to use them. (Perhaps it was a smart choice since Elno chopped apart the supercharger team and who knows their priorities now)

I inquired with 2 local dealers about if you can install the 400V charger afterwards, and both said "highly unlikely" ... (And that was with respect to cars they really wanted to sell me that did NOT have 400V chargers)

991carreradriver

Not odd at all. Most of us, the early adopters chose to save the $500 as there was no use for it in the US until recently. Think about it - the Tesla network was closed, where else could it be useful in the US.

julianm

Perhaps I’ve been misinformed — are EVgo and ChargePoint DCFC all capable of charging at 800V?

I was told it’s only Electrify America that had significant rollout of 800V. On a number of my long roadtrips I have had to resort to ChargePoint and EVgo at times. That’s what I was wanting 400V for. But if they’re all on 800V already then yeah makes sense.

991carreradriver

During the early day's 2020-2022, the only 800V capable were Electrify America. If I recall there were only a handful of non EA 800V capable chargers in the US. In the 3 years that I owned my 2021 Taycan, I never encountered one. Not to mention that most of us had no clue about our car's charging capacity and what it meant in the early days.

julianm

You mean to say you’ve only encountered 400V when it’s non-EA, or you’ve only encountered 800V?

I’ve had EVs for 6 years, done a number of rather long road trips. My concern is because I’ve experienced the limits of the EA rollout on the routes I take, and would prefer to not have to charge at 50 kW. Unfortunately I can’t find an easy way to figure out if these 150 kW EVgo and ChargePoint chargers are 400V or 800V. I do see other forum posts from people claiming anything over 50 kW is likely 800V. I wish PlugShare specified.

mdosu

Are these points of understanding correct (correct me where necessary)?:
- the US-spec optional equipment for the 150kw/400v onboard charger is useful at DC chargers that is 400v and upgraded for 150kw or 350kw speeds. Such a charger can charge the PB+ car from 10%-80% in about 25-30 mins (assuming all SoC, equipment, preconditioning are met).
- cars WITHOUT the 150kw/400v onboard charger option can still achieve 25-30 min 10%-80% charge at any 800v DC chargers
- Electrify America stations that are 150kw or 350kw have all been converted to 800v?
- Tesla v3s are 400v
- EvGo 150kw are 400v?

991carreradriver

What I intended to say was there was no access to 400V chargers in the early days. In the NE it was EA at 800 or 400 at best with other providers and not a usual occurrence. I never ran into a 50kW charger in the NE in '21 or '22. It was EA or level 2.

julianm

Got it, thanks for clarifying.

My first non-Tesla came with ChargePoint credits in late ‘20. In theory those credits are supposed to work at EVgo as well. So they really encouraged me to find all the ChargePoint + EVgo fast chargers. Around here there were already some ChargePoint that seemed to be 125 kW. EVgo had rolled out 150 kW, but their payment system was a huge mess.

Still, I don’t know if those are 400v or 800v these days.

julianm

My understanding is yes to all of the above. And further, if you charge at a 400v DCFC that’s any faster than 50 kW, you’ll be able to charge but it’ll be capped around 50 kW.

(Though “converted” and “upgraded” maybe not accurate — they’re just installed at those levels.)

Quote:

- EvGo 150kw are 400v?

This one I’ve not figured out yet.