How much slower is Porsche Taycan's 200 kW battery-saving fast charging feature?

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[@evatrics5902]

We just did a 6 week, 10,000 mile road trip in our Hyundai Ioniq 5 from Seattle WA to Key West and we took the long way back. The super fast charging speeds made it seem much more like road tripping an ICE car. Also, there is a certain amount of satisfaction that you get from seeing most of the cars that were there when we pulled into charge still be there when we pulled out. Will I regret all the DC fast charging later? I guess we'll see. I never went above 90% and mostly went to 80%. I would have never attempted such a trip without watching all of your trips to the Arctic Circle. Thanks.

[@ThatUnfunGuy]

I drive an old Ioniq and I also pull away with some cars still charging from when I got there. Even if I charge to around 90% and I've been there for an hour. I'm astonished by the amount of people sitting in their cars for hours waiting for 100%

[@mkkm945]

Ioniq 5 charging makes it a perfectly sorted and almost Tesla competitive road trip car. That's amazing. I fully expect Hyundai/Kia to slightly improve the efficiency as well over time on this platform. Good news for for car buyers.

[@evatrics5902]

@@mkkm945 I love the car, best car I have ever owned.

[@samusaran7317]

@@ThatUnfunGuy Gotta love that ocd...

[@alexmat106]

Whats impressive is that the slow charging used 5kWh less for the same battery percentage increase! So it's also cheaper if you pay per kWh...

[@jonass4807]

Holy moly. Yes 4kWh difference at 80%. In Norway we pay around 5NOK/kWh which amounts to 20NOK saved per session. Not insiginificant. I guess you are paying for all the extra cooling/heating of battery. @teslabjorn failed to mention this in the video. Curious what he has to say about it🤔

[@visionmodernclassics3062]

@@jonass4807Bjön always say the absolut amount of charged kWh includes also the looses for heating or cooling the battery. So the displayed kWh is not equal to the energy which flows into the battery

[@jonass4807]

@@visionmodernclassics3062 Correct. Both the slow and the fast charging puts the same amount of energy into the car. But you have to pay for the total amount - what flows into the battery + what is wasted on cooling/heating. Charge faster, waste more energy, pay more.

[@sharagan]

Fast charging is a selling point and for them, the battery only needs to survive until the warranty ends. Same thing as with the long service intervals on ICE vehicles. But I still welcome the possibility to choose.

[@EinzigfreierName]

The problem is many new cars are leased. People will give them back anyway after 1-3 years so they don't really care what happens with the battery a few years later. It would be nice if the cars would store charging statistics over the whole battery life in order to make it easier to check how the battery was treated.

[@supaahflyy]

I know Tesla's do. Not sure about other cars. Tesla has told me how much of the charging has been supercharging if you ask the service centre

[@ThatUnfunGuy]

Well leasing has been a thing for a long time, and clutches in ICE vehicles is much more sensitive than a battery in an EV. Nothing's been done so far, why would it change now :O

[@swecreations]

Well they save money on charging at least, look at how much less the Eco mode used in the end, 5kwh less to pay for.

[@davithdevries6774]

@@ThatUnfunGuy yes, but a clutch is about 500-1000 € to replace on an average car, but a battery replacement will cost at least 10.000, more often 15-25K €, which is practically totaling most second hand EVs at that point (like an 8 year old Leaf, Golf, Ionic etc). I think it’s a big problem for the EV market especially when u need to sell your high mileage EV. Battery refurb prices need to come down big. I think 5000 max on 25-40K new price EVs.

[@airestocky]

same with ICE cars…

[@ElectricJohnD]

18 months in and 35.000 km on the odometer in my 2021 Porsche Taycan 4S 93Kwh with almost no degradation. Had the battery checked at service, and Porsche Service Center diagonosed the battery similar to a new car, not beeing able to determine any degradation - whether that is true I dont know - Have not experienced any noticeable loss of range. My charging is mainly at home to max 85%, have never been to 100%. When traveling, I never go below 10% SoC. Fast charging is rare and are using the “eco mode” when charging.. Max temperature I’ve seen is 38 degree celsius after fast charging. Longest session has been 22 mins, going from 15% to 75% SoC..

[@DarrylTalks]

The next roll out of fast chargers in New Zealand is 75kW, 150kW and 300kW stations depending on the location and how busy the highway is. So charging these cars on the 150kW stations will be healthier for the batteries anyway. The 300kW stations can charge 3 cars on each machine, so you might only get one car at up to 150kW and two other cars at 75kW.

[@georgepelton5645]

Bjørn, I agree with your conclusion that it is good to offer customers the option to charge as fast as possible, and to charge to 100%, when they want or need to. I would like to charge a bit slower most of the time, just like I charge to 80% most of the time. I also would like the fast charge option, just as I like having the 100% option with Tesla. I use 100% for when I want or need to drive 3-4 hours before my first stop on road trips. I would use the fast charge option when I want to make my lunch stop at a restaurant without a fast charging nearby, or when charging stations are crowded.

[@Jaw0lf]

Amazing information, this is great to discover and maybe the slower charges are better overall as also give time to have a break!

[@lindsaydempsey5683]

Another great video thanks Bjorn. So translating this information to Ioniq 5/EV6, the smart money for those who want to care for their batteries might be to choose 150 kW chargers for that G-EMP platform, watch the battery temperature and try to hold it below 42C, something like that?

[@EduardoMattos]

Amazing video !! I’m getting a Taycan GTS and I really want to optimize the battery life

[@alexhaddock4554]

I’ve had mine set to this since getting and it’s still almost too fast even then (by time let dog out etc). I’d seen a similar video from Out of Spec lest year and most of my mileage involves DC (also have the car for 4 years). I hope to do some ski trips in it at some point so for those will just flip to max charge as optimising stops more important on an 800 mile trip, still the ambient temp should be cold so having a toasty battery will be useful for the heat pump and will cool quickly 🥶

[@berthogendoorn2133]

Good video, my Ionic 5 when it comes, I'll be using 150kw chargers over its life as waiting 22 minutes verses 18 minutes is no big deal. Looks like on 150kw charger about 2C charge rate.

[@PhilT993]

Very interesting .Thank you. I was a bit concerned last week when I saw the battery temp in my 2021 Model 3 LR getting up to 65C when Supercharging in ambient temperatures of about 22C.

[@andreatanzi3191]

Well definitely not ideal …

[@ChuckJ1944]

First thing I did after the uPdate was to use the save the battery function! I also only charge it to 75% when I'm around town.

[@ddeml]

Taycan owner here. I am aware of the DC charge limit and have it activated most of the time. I only deactivate it when I am in a hurry. And having that choice is something I like. But your Idea of configure a planned charge time is a great idea. But I think the wiggle room between eco and fast is only a couple of minutes, especially when you do not charge more than 80%. I don't think that this makes a lot of difference in practice. Having that feature buried deep in the menus is something I complained about as well towards Porsche.

[@rzvqvb]

Let's also not forget that the Mission E / Taycan was originally meant to charge at 350 kW. Porsche obviously nerfed that down to 270 kW before even releasing the Taycan. It would be interesting to know the technical details behind that decision, but I doubt Porsche will provide those details anytime soon.

[@samusaran7317]

Cooling most likely

[@peterkn2]

It is interesting that the overall time it takes is almost the same however, there must be a reason why most charging curves drop off at 80%? I wonder if charging at a higher rate at 80+% could also cause excessive wear and tear?

[@lesbendo6363]

Good video! How is your little Princes?

[@TheTallRaver]

Thanks!

[@steinandersen6648]

Brilliant Bjørn Avoid peak charging speed and still get the same 10 to 90 charging time. Increase battery life time. Ninja Bjørn research. No competition

[@Nord_Mann]

After 60000kms in my 4S and frequent high speed charging to 80-90% and 100% at slow home charger, battery had lost 7% of its capacity.

[@bjornnyland]

That's quite high.

[@f36443]

Considdering my P85D with 217k km has lost 6%, I would say thats really bad

[@ThatUnfunGuy]

@@f36443 but what had it lost after 60k?

[@f36443]

@@ThatUnfunGuy No idea, bought it used at 142k with 5% degradation

[@ThatUnfunGuy]

@@f36443 Okay, so more degradation at first too. I just remember seeing somewhere that a pretty big loss in the first year was quite common. Wondering if that's true. Maybe I can find some degradation charts or something

[@gregchristie2763]

Not this problem with LFP battery ?

[@brettc1169]

It’s great having these options but I wonder how many average Joes will actually use these.? More chargers in the UK please 🤣 Boris…. Some big queues now here, worse now Tesla have opened up….

[@benjimc1]

I have an e c4, would love to be able to charge at 200kw if it meant a charge up to 70% was only 5 mins

[@danedane6613]

I can see that my Tesla model 3 LR has changed its cooling to be less aggressive and the temperature gets higher now, than then I bought it over a year ago during DC charging. I could really hear the afterburners running aggressively in the beginning, now I can’t really hear them.

[@lozzamanuk]

That whine from the "afterburner" (rear motor) is the battery heating though? You can hear the air conditioning compressor and condenser fan when cooling. Can't say I've noticed much difference on my M3P (2020) but I don't supercharge much.

[@danedane6613]

@@lozzamanuk I think Bjørn calls the fans for afterburners. In the beginning they were really loud, now it is difficult to hear them at SuC.

[@lozzamanuk]

@@danedane6613 No. He is returning to the afterburners as the motors ran deliberately inefficiently to heat the battery. You can tell when they are running when stationary as you get a high pitch whine. It doesn't sound like you're on about those though. I had actually noticed less battery cooling but its not got hot here yet so chalked it down to that. I haven't scan my Tesla or anything so can't see what is actually going on.

[@martymar7465]

Would be nice to have this battery tech in car that is really efficient

[@ThatUnfunGuy]

This is why so many people were disappointed by the Ioniq 5 / EV6 release. Looking forward to seeing if the Ioniq 6 will be more efficient. Just imagine this kind of speed in a classic ioniq. That thing would be such a beast!

[@robertoalongi6680]

It would be interesting to know at what temperature other EVs normally fastcharge. Curios about my WV ID3.

[@bjornnyland]

About 50-55°C. I might have some videos about it in my channel.

[@yvesvandenbroek6055]

95% is done at home charging, I really like the fact that for travel you can stop for 15 minutes and be ready to go, so you do not go over 70% and damage will be very low … very smart of the VW group ….

[@brembodream]

Charger location chould have more 22kw AC stalls with ccs cabel fixed installed. Then it will be easier to avoid fast charging. Much cheaper stalls as well, and will be nice alternative to non when all fastchargers are occopied in holliday season etc.

[@MichaelEricMenk]

There are no CCS on AC charging. But if you are talking about fixed cable, the problem is that people is careless with the cable, breaking the receptacle due to multiple drops to the ground. In addition you have some cars using Type-1 and some cars using Type-2. But yes, destination chargers with kWh prising are welcome...

[@brembodream]

@@MichaelEricMenk yes you right. Type2 fixed cable. I agree that some use J117 (leaf etc) but majority uses type2. I few stalls can have type2 without fixed cable.

[@jeffreysteijn9324]

Daaauum etron impressive! Wonder why they also have battery saving mode, that characteristics seems way normal. 200kw+ til 60% that has to reduce the battery life significantly right? Because if it's that holy, why doesn't Tesla do it as well, switching to 800v?

[@allisterbullock213]

Hey Bjørn, did you ever hear much about the cheap Porsche onboard charger that apparently wrecks cells in the pack? I seem to remember hearing a story a while back where the fix was for Porsche servicing to unlock some of the top buffer to restore capacity. Apparently Audi used a better quality on-board charger and so avoided the problem. Curious to know if you heard anything further about it.

[@bjornnyland]

I haven't heard about it.

[@kennymagarino5223]

Hi Bjørn, I’ve seen my RS e-tron GT going up to 67C when fast charging. Quite high, no? WDYT?

[@bjornnyland]

Yes

[@moestrei]

The charging peak hype is nuts. With the ranges modern EV have you can easily combine charging with a meal stop. Nothing is more annoying than having to interrupt your meal because the car has finished charging (own experience). The current Model 3 SR+ has the right range and a good charging speed (good as in range charged in time period) because it is so efficient. Many EV manufactures have not understood that efficiency is KING. BTW I do regularly 850km trips in an old (330.000km) Model S on 50kW DC chargers (This is inland Australia) and it works for me ok. Tesla has proven to make long lasting batteries....Iet's see how Audi, Porscheeee and Co fare.

[@gasdive]

Efficency, it really counts. It makes every outlet effectively more powerful.

[@24x7runner]

Totally agree - efficiency is King👍Tesla SR+ is the perfect car (range/efficiency/ price/ weight) for most people. Btw: I dont understand why Porsche is even allowing the user to choose this “Battery saving fast charging” mode? This should be automatically chosen in the background. Too confusing for most people to decide this. Tesla is lightyears ahead on the bms part👌

[@moestrei]

@@gasdive Genau !

[@moestrei]

@@24x7runner Sad but true: You pay more for a lesser EV when buying any Euro car. The Model S and Supercharging is now 10 years old. Designed and made by a start-up. 10 years later the rest of the world is still learning. Every time I use a non Supercharger I'm praying that it is actually working and then spewing my guts out about ' The Procedure' to get it to charge. Are the others catching up? I'm not that sure anymore.

[@ThatUnfunGuy]

When you do your 850km trips, surely you aren't having meal breaks every time you stop. I take trips 1,5-2 times my Ioniq 38s range frequently and the car is usually done before we are. But I haven't done longer trips. If I was doing 850km, I would have to charge 6 times. Maybe half would be eating or long toilet breaks. But I would like to do the other half much quicker than I can now. I think a mix of super fast and somewhat slower charges would be perfect. But I guess most people would always take the super fast ones and underestimate their needed break time.

[@baardriiber9659]

Very important questions you are asking. I think one of the answers is actually that many testes (like yourself) are focusing a lot on charging speed. For example the 1000 km challenge is mostly about charging speed (and consumption). This is not meant as criticism, charging speed is very important for many buyers, but it is also important to point out that high charging speed may have a hidden cost in the long run. However, I think this will vary from car to car depending on the battery chemistry and effectiveness of the cooling system. Only time will tell. I'm looking forward to you test of an 250.000 km Taycan in 2027.

[@bjornnyland]

Which brings us to another very important topic: Efficiency. Many Teslas don't need to charge that fast because they already have good range and excellent efficiency. Win-win.

[@ThatUnfunGuy]

I already own an EV and my number 1 priority when upgrading down the path, will probably be charging speed. So I understand why that's what so many reviewers focus on. Range is mostly an issue for people who've never owned EVs. But most EV owners have probably tried sitting at a charger and wanted to get going.

[@nicce12]

Interesting, since the video is speed up it would be nice to have an elapsed time timer as well... :)

[@bjornnyland]

Look at timer on Ionity screen.

[@nicce12]

@@bjornnyland Sorry, I am blind (or possibly stupid, ask my wife)!

[@ChuckJ1944]

Can you keep the battery cooler by setting the car to a certain mode like sport or sport plus, using an extra cooling circuit / fan?

[@bjornnyland]

No

[@ChuckJ1944]

@@bjornnyland thank you.

[@ChuckJ1944]

How's your new house coming?

[@michaelcarney6280]

In the UK and the world Ev technology is like the space race of the 60s it's technology masterpiece I think though the infrastructure is lacking and well behind here in the UK I'm guessing in Norway it's 100% better

[@PaulCanters]

I hope bmw will also add this option in the next software update

[@MrTechfreak95]

I really hope tesla let us choose between max. charge rate and reduced one. Because on my last trip my model 3 was on 98% after eating on a SuC stop... So i hurt the battery unnecessary because i took much longer to eat than the car to charge.

[@Zedus-rl9hp]

Tesla could get into a bit of a quandary here, because if they make the charging power reducible, then the SuC will be occupied longer and fewer kWh will be delivered at the same time. This function would then probably have to be combined with the level of utilization of the chargers.

[@smartelectriccar]

I’ve supercharged my Tesla Model S to 100% a hundred times in 9 years. Still have 95% original battery capacity. DONT WORRY

[@owenquinten9198]

I wonder how many people care about the battery. Presumably 90% of the people that drive a Porsche lease it on a company and give it back after 2/3 years. So they don’t care for it I suppose. Great video again!

[@cuisleproperties6351]

The EQS has an ECO charging mode. This limits charge speed to 100 kw and maximum to 90%.

[@bjornnyland]

Almost correct, as I mentioned in the video. But the eco charge limits to 80 %.

[@BillB33525]

Unless in a big hurry fast charging cars should consider plugging into the 150kW charger to save battery life.

[@ChuckJ1944]

Personally, I think one of the most valuable tools in the Porsche is the battery temp gauge. When you choose a DC fast charge point it gets too hot, wasting energy and you get slower charging. I now try to keep it at about 90 degrees by the time I reach the charger.

[@apocrypth]

well, in this context, PR means just Peeing Range :D

[@morfj]

It's the temperature that is dangerous.. if 55 is above what the battery chemistry can handle i guess only Porsche knows for now. Also worth keeping in mind is that since this is an 800volt system it's only pulling half the amps for the same power of charging as a 400v system at the same power level. A Tesla charging at 250kw is putting a bigger strain on all the components than the Porsche/Audi charging at 270kw. (A bit oversimplified: it's the amps that build up heat)

[@ReelyRacing]

Yeah but amperage per cell is still the same

[@morfj]

@@ReelyRacing true, but that's not the only place losses occur. (I see my post should have been less disorganized now 🤪) either way for the battery cell itself you don't "cook" it more at 270kw (system effect, 800v) than a 400v system charging at 135kw. (Ignoring other losses)

[@czNemesis]

@@morfj "either way for the battery cell itself you don't "cook" it more at 270kw" wrong. 800V system only affects heat losses from charging cable to inside the car cables and then when the power gets split into the cells, you get the same "cooking" as with 400V system. 800V system doesn't mean that the cells themselves have double the voltage vs the 400V system. So the battery get's cooked the same for the same kW input.

[@petervaradi871]

@@czNemesis That's _exactly_ what he wrote: the battery gets cooked the same.

[@czNemesis]

@@petervaradi871 No, he said the opposite. "you don't "cook" it more at 270kw than a 400v system charging at 135kw" He thinks that charging 800V at 270kW strains (heat loss) the battery same as charging 135kW with 400V. Which obviously is plain wrong.

[@mikewilliams6467]

What's up with the charge voltage? At 40% the e-tron is 780V and the Taycan is 761V, but at 80% it's 818V vs 817V.

[@swecreations]

Look at how much less energy it used to charge in the end!!!

[@MichaelEricMenk]

8:17: You question Porsche about having a to high default charging rate.. But what about Tesla, the reason for reducing the charge rate on Tesla cars if you charge to much is because their default charge rate is set to high... I would say that Porsche is in this case more honest than Tesla.

[@georgepelton5645]

IMO Porsche should be commended for offering an option to charge slower. I would like to have this option in my Teslas. I think it is good to have a fast as possible rate as well, to help throughput at fast charge stations and to make trips easier for people that don’t plan their stops to always be at a fast charge location.

[@sewmeister]

You don’t get discount on discounted prices at stormberg anymore

[@Alekpowah]

It will be very interesting to see the battery degradation on the E-trons in a few years. Too bad they're thirsty as hell, otherwise they might have been viable.

[@adofoi30]

Options.. Options…. I want the option to do 300, or 250, or 150 or 100 kw charging! Yes, 250 kw may hurt current battery chemistries, but I want the option. Besides the vast majority of people charge their cars at home.

[@timpsadler]

Maybe the default setting should be Eco and when you select fast you get a warning that excessive use may harm battery.

[@SteveLoughran]

Tesla do benefit from faster charging: higher throughput through their supercharger network -so can keep the number of charging bays down. Porsche and the others don't have that direct benefit

[@matsbacklund9238]

When both cars were at 95% there was a difference in the amount of added energy. Porsche had added about 78 kWh while the Audi had added 82 kWh.

[@bjornnyland]

That's because the hot session spent enegy on battery heater.

[@rubiooibur8534]

porsche gives you 8 years or 160.000km warranty for motor and battery so I think its fair to say that no porsche driver will care that much

[@bjornnyland]

Tesla gives 8 years and unlimited km. But that doesn't mean that degradation is not a problem...

[@dalex6641]

8 years or 192’000 km for our Model Y

[@AhBeeDoi]

Eco charging? How about plugging into a lower rated charger?

[@SouthFacedWindows]

How much per kwh for this fast charging? Charging fast come with a big price!

[@bjornnyland]

I have a video about this in my channel.

[@agentmango]

Someone I know at work has the Kia EV6 and really likes it. I told him about limiting SOC to preserve battery health and he said he wasn't concerned, it's a 4 year lease. Plenty of people won't plan to own the car long term, and/or they aren't battery nerds. Which to me highlights the idea that used EVs from a stranger should be assumed to have sat at 100% SOC their entire life.

[@danielpenov]

Similar to the question of ICE cars. Should you drop the clutch often at 4K RPM and drive everywhere at high RPMs? No, only when needed since it is not healthy. Some sportscar brands like Porsche could cope with a higher load but it is not infinite.

[@matteoponzetto6682]

Have you heard the decision of the EU? Petrol and diesel completely illegal to produce in 2035. I think exotic brands with low volume cars should have the ability to produce those.

[@ThatUnfunGuy]

That's almost certainly how it will end up. When the law is finally worded, I'm sure it won't be a one liner.

[@moestrei]

I drive an EV and I think it's nuts. There is neither the charging / 3rd party repair infrastructure nor cheap enough EV plus older EV out of warranty are a financial time bomb at this stage. Fix up those issues first before banning ICE you bloody overpaid bureaucrats. How many of them are driving an EV right now??? Exactly !!!

[@_Bram]

The fast charging only make sense to use it if you are in a hurry and need not much range.

[@Frosticus453]

So to get their advertised charge times you have to actively damage the battery? This would be the lead story at 6pm if some "other" company did this. I am worried about Hyundai/Kia's aggressive charge times given their history with gas engines, but I guess we'll see.

[@Frygisk]

Its just like hitting the top speed of an ICE car will prematurely wear out the engine, it all depends on usage.

[@Frosticus453]

@@Frygisk it' d be more like if filling the gas tank up at a regular gas station caused the engine to wear prematurely.

[@wyx087]

We need manufacturers to compete charge rate in MPH or km/h. The charge rate in kW is pure marketing stunt, similar to megapixels in early digital cameras and GHz in early Pentium era processors.

[@robertsmart7484]

So then the "marketing stunt" would be the MPH or km/h rate, which would be even more variable - would the manufacturers use the overall average consumption rate, or the recent journey average consumption rate, which could be wildly different. The voltage and current of the charge are directly measurable reasonably accurately, which is why they can be displayed. Better displays than on my MG5 multiply volts and amps to show kilowatts, which does give a good indication of the actual charge speed. But yes, it would be good if the MPH or km/h rate was also displayed. Though some would denounce that as just a gimmick.

[@ThatUnfunGuy]

Strongly disagree. WLTP is mostly seen as a joke in the EV world, imagine if the only charging spec was based on WLTP. Every spec on your car would basically be useless. I think peak charge rate is mostly a gimmick, but I think the solution is average charge rate from 10-80% instead of range based numbers. You can already calculate this based on the 10-80% charging times and battery capacity. But not many people will do this. Peak charge is only useful when knowing which charger to go to.

[@wyx087]

@@robertsmart7484 Just use EPA or WLTP consumption rating, depending on region. Even better idea, two ~200miles/300km recharged time as metric. One at 0c the other at 30c ambient. Both are assumed to be after a long high speed drive from full with pre-conditioned battery and ideally matched charger. Starting at ~30miles/50km range left.

[@moestrei]

Very true!

[@wyx087]

@@ThatUnfunGuy Just need an industry-wide normalised consumption number. Can be WLTP or EPA. The ONLY thing matters is that a normalised consumption number is used in marketing for charging. As we all know, charging rate is only half the story. How far you can go between chargers is more important. Time for 10-80% is also a good metric, much better than peak charge rate, I agree. But it only tells half the story, because 24kwh Nissan Leaf may match an early Model S in time, but actual miles added and usefulness is very different.

[@Paul-cj1wb]

Bjorn, the point of faster charging is extremely important for the psyche of the general public. Especially in established major auto markets such as the USA and Germany among other European countries, as well large countries like Canada, Australia, Brazil, etc. where people have to travel long distances. It's of utter importance because the majority of the citizens of those countries, among others, have grown up with the idea of traveling long distances and stopping for a 5 or 10 minutes fill-up and have that built into their conscience. They have no concept of what it is to have your own "gas station" at home. The vast majority of the times people will not need to fast charge except on a few occasions, so batteries will no be affected very much. However, they will continue to resist the change over to EV's until they see the assurance of fast chargers everywhere and know that there are many cars that they can buy that can charge nearly as fast as filling their tank. That's a fact of life for human beings. They do not like change. The concept of stopping half and hour to an hour or more is very difficult to overcome. You can tell them, and show them until you're blue in the face and they still won't accept the EV concept. If that were the case, then the original Chevrolet EV of the 90's (which GM killed due the pressures from the big US oil giants), and the Nissan leaf of the 2000's would have sold more cars than any other. But they didn't because they took forever to charge and didn't go very far or very fast. It was not until Tesla built fast charging cars and built a fast charging infrastructure that the perception started to change. Had they built the same old slow charging cars they would have failed. Period. Besides, the fast charging cars and the infrastructure of fast chargers is meant more for the next generation of batteries such as LFP batteries which will soon take over. Since they last 3 to 4 times longer, so they can be charged at higher speeds more often with very little degradation. However, their weakness is their shorter ranges, so superfast charging is of parallel importance. People would not watch and love your videos as much as they do, or at all, if you would stick to only those 50kw charging cars simply because its so much better for the batteries. And if wasn't for fast charging cars and charges, the fossil fuel crowd would never shut up and rub it in the EV owners face and the switch would never happen. I hope that helps you and the viewers out there better understand.

[@bjornnyland]

What's even more important than fast charging is efficiency.

[@Paul-cj1wb]

@@bjornnyland Correct. That's what higher voltage designs are meant to do. With higher voltage, it allows for the amperage to be kept down, so the better it is for the cells, and the more efficient they, and the car, become. Both while charging and while running. However, it's very difficult to design cylindrical cells for the higher voltage architectures. It's the main reason why Tesla has not yet gone to it, and why they redesigned their cells to the new 4680 design with all those little tabs. The shorter the electron path, the less the resistance and, therefore, the less heat stress that is placed on the battery, and the higher voltage they can accept; resulting in much more efficient cells -- both while charging and discharging. However, the ultimate (for now) in high efficiency are the new axial flux motors which achieve an efficiency of 96% and greater. I can't wait for you to try out the new AMG Mercedes-Benz with axial flux motors in 2 or 3 years. Thank you for taking time out of your very busy schedule to reply. I truly appreciate it.

[@Lucas-wp2ph]

If you buy a vag product there should not be any savings. You should always enjoy every minute of the car like it is the last one. It is not a matter of if it will break down, only a matter of when and how much it will cost this time..

[@ARPost-kn2jl]

Like uncle Elon said a long time ago, underneath are still the same battery cells, so "charging faster than 200kwh just makes so real sense". And now the marketing boys at VW admit it just kills the battery faster, so you can turn it down to Tesla speed. LOL

[@henkoegema6390]

When are you testing this car? : kzbin.info/www/bejne/rn20l3uVh7t2gbM

[@heinzbongwasser2715]

Since tesla reduced cobalt the packs wear down much quicker. It's commonly known.

[@sworksm552]

Wrong

[@WillDeasy]

Commonly know 😂

[@heinzbongwasser2715]

The old packs stay strong while the newer cobalt reduced one wear out much quicker. Come on guys tesla did this year's ago just compare the graphs. Also high cobalt leads to quicker max charge rate and flatter charge curve which can be seen in ionic/Kia and of course taican/etron.

[@WillDeasy]

@@heinzbongwasser2715 clueless. 😂

[@sworksm552]

Our Model 3 with 50.000km has 2,7% degradation.

[@Plexipal]

They make cars not EV’s.

[@jochenloscher2308]

Please don't say Porsh... 🥺

[@rui569]

yes, degradation(s) test(s).

[@swecreations]

Look at how much less energy it used to charge in the end!!!

[@bjornnyland]

Probably because battery heater was active in hot session.