Porsche Toycan: Battery Balance Between Power and Climate

Porsche Toycan: Battery Balance Between Power and Climate-porsche

The carmaker Porsche aims for the year 2030 the balance sheet CO2 neutrality in the entire value chain. The progress in e-mobility plays a low role, it says in a communication of the company. The reason: Almost half of all CO2 emissions in the life cycle of an e-car are currently being created in its production. The second largest factor is the operation determined by the energy mix, loading and vehicle efficiency as well as the driving style. Recycling and recycling, however, have the slightest CO2 emergence.

In particular, the drive battery has a tremendous influence on CO2 emissions: around 40 percent of the carbon dioxide arising in the production of a single Taryzan, account for Porsche information on the battery. Its size is significantly co-responsible for the climate balance – but also for market success. Because the fear of staying with empty battery is still the biggest obstacle in terms of e-car.

According to in-house analyzes, Porsche customers attach great importance to the driving dynamics, but also expect high pace and short loading times. The surveys also showed that about 80 percent of the routes driven in one week amount to less than 450 kilometers. In the field of range between range, performance and sustainability, Porsche wants to concentrate on the journey time. According to company information, a battery size in the range of 100 kWh offers the optimal balance.

Driving dynamics are often equated with a large battery, it says at Porsche. Simulations on the Nurburgring Nordschleife, on the other hand, would come to other results: Reference of the calculations was therefore a virtual Tacal Turbo S, which comes with a 85.1 kWh battery to 2419 kilos total weight. In this configuration, the E-Sports car returns a round in 7: 39.5 minutes.

If you reduce the capacity to 70 kWh, the total weight is reduced to 2310 kilograms, due to the lower battery performance, the Taryal completes the round but by seven-tenth seconds slower. The saved weight can not compensate for reduced performance. With a 100 kWh power memory, however, the additional weight of around 107 kilos is noticeable. Despite higher performance of the battery, the lap time extend to 7: 42.4 minutes. Even more clearly, the influence of weight at a 130 kWh battery, which increases the total weight to around 2743 kilograms. The lap time is at 7: 48.2 minutes.

The lower CO2 revenue in production speaks according to Porsche for a small, the driving dynamics, however, for a medium-sized battery – and only the pure range theoretically for a large battery. Thanks to 800 volt technology, the Taryce can save energy in just five minutes of energy for another 100 kilometers of route. In the recommended rhythm of two hours of driving and 15 minutes charging time could already be covered in the E-Porsche already long distances.

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5 thoughts on “Porsche Toycan: Battery Balance Between Power and Climate”

  1. Because the fear of staying with empty battery is still the biggest obstacle in terms of e-car.

    And thus a completely irrational reason. The range display in a Bev is already pretty much. And if you realize that the range does not fit to the next fast loader, then you drive a bit slower and already fits it again.

    Ideally, my e-up would be loaded exactly as soon as a Taryce. Then long distances would also be completely relaxed. Of course, I realize that the little non-air conditioned battery does not participate. So big batteries really need only people who often drive longer routes. Of course, it is clear to me that a Tacal is a pure luxury vehicle and it does not arrive on the euro.


  2. The Porsche Toycan has “foot garages” for the hinterbreaks in its battery and is therefore flatter than comparable competition vehicles.
    If you would use a larger battery without a foot garage, then it would only be a 2 + 2 and no four-seater more.

  3. I own a Tacyan and can not do anything with these statements. Incidentally, the charging speed is much higher in practice than it can be seen in videos. Because, firstly, Porsches Ota has refilled and accepted up to 55 ° C and, secondly, the car will be happy to be on YouTube (intentionally?) Missing.

    Real long-distance riders simply enter the HPC loader as a charging target and the car uses the highway ride to caunced the battery. 5-80% results in practice an average charging speed of 200 kW. On average, mind you. For today that’s good, but in the next generation I expect 150 kWh battery size and an average charging power of 300 kW. And you can save these rightsizing nonsense.

  4. A very good analysis of Porsche.
    The result is also o.k.(100 kW battery) …As of today.
    If the result at Porsche leads to this size of batteries in the future, they are wrong in this price range.
    In 2 to 3 years there are 130 kW batteries that have exactly so much weight as today the 100 kW.

  5. Speaks for NIO. Since you just rent a battery carefree, and if the too big or small is for the driving profile you just swop it.
    Ingenious concept. Makes the car very interesting for the used market.


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