The rear-wheel-drive Taycan takes 19 minutes from 10 to 80 per cent on DC – quicker than everything here bar the three Korean 800-volt cars – and about 8.3 hours at home on an 11 kW wallbox. At the US average rate that is $16.83 for a full charge and $6.83 per 100 miles. On public rapid chargers it is $17.81 per 100 miles, which is more than petrol.
How long it takes to charge
| Where | Power | Time | What that is |
|---|---|---|---|
| Home, Level 1 | 1.4 kW | ≈ 64 hours est | Empty to full on a 120 V household outlet at 12 A — suited to daily top-ups; a full charge can take days |
| Home, Level 2 | 7.7 kW | 11.9 hours | Empty to full, overnight |
| Home, Level 2 | 11.0 kW | 8.3 hours | Empty to full, overnight capped by the 11.0 kW onboard charger |
| Public DC, at its peak | 270 kW | 19 min | 10 to 80 per cent — the figure to compare cars on |
| Public DC station | 50 kW | ≈ 69 min est | 10 to 80 per cent, held back by the station |
| Public DC station | 150 kW | ≈ 23 min est | 10 to 80 per cent, held back by the station |
| Public DC station | 350 kW | ≈ 19 min | 10 to 80 per cent — the car reaches its own limit here, not the station |
What it costs to charge
| Charging at | Rate | Full charge | Per 100 miles |
|---|---|---|---|
| Home | $0.184/kWh | $16.83 | $6.83 |
| Public DC fast charging | $0.48/kWh | $39.50 | $17.81 |
| A petrol car, for comparison | $4.07/gal | — | $15.07 |
Assumptions, all editable in the running-cost calculator: $0.184/kWh at home (EIA US residential average) and $0.48/kWh on public DC, against petrol at $4.07 a gallon and 27 mpg. Charging is about 90 per cent efficient, so putting 82.3 kWh into this battery costs 91.4 kWh at the meter — 9.1 kWh that never reaches the pack. The rated consumption figures are measured at the wall already and need no such correction.
Over 13,500 miles a year — the US average — that is $921.56 of electricity charging at home, against $2,035.00 of petrol in the comparison car: a difference of $1,113.44 a year.
One of five cars here that a 350 kW station actually helps
At 800 volts and a 270 kW peak, the Taycan is one of five cars here that a 150 kW post genuinely holds back: 23 minutes there against 19 on a 350. The other four are the Korean 800-volt cars. The rest — every 400-volt car on the site, the Teslas included — reach their own limit at 150 kW and cannot use a watt more.
That is what an 800-volt pack buys – not a bigger number on the spec sheet, but the ability to keep pulling current at a state of charge where a 400-volt car has already tapered. The cars that share the architecture are listed on 800-volt electric cars.
And one of the few cars here that costs more than petrol in public
At 37.1 kWh per 100 miles the Taycan is the eighth thirstiest of the 36 EPA-rated cars on this site; only five pickups and two three-row SUVs use more. At the home rate it is still cheap – about $922 a year against $2,034 of petrol. Charge it exclusively on $0.48/kWh rapid chargers and the same mileage costs about $2,404, which is more than filling a 27 mpg petrol car.
This is the most important line on the page and almost nobody writes it down: for an inefficient EV, public rapid charging is not a cheaper way to buy energy. It is a faster one. The Nissan Ariya lands in the same place for the opposite reason – it is inefficient and slow.
Which of the two rates applies to you depends entirely on where you plug in. That split is worked through in EV vs petrol: what it really costs to run one in 2026.
Miles of range per hour, at every charger
The tables above answer “how long does a full charge take”. The question most drivers actually have at a plug is different: how much range goes in per hour, and how long until the next 100 miles are on the clock. This table answers that for every kind of charger, from a household 120-volt outlet to a 350 kW station, using the same figures as the rest of the page — the EPA’s 37.1 kWh per 100 miles, which is measured at the wall, and the measured 19-minute 10-80 per cent time. Rated range is used throughout; in winter, or at motorway speed, every row shrinks by the same proportion.
| Charger | Power at the car | Miles per hour | Add 100 mi | Empty to full | What sets the rate |
|---|---|---|---|---|---|
| Household outlet, Level 1 (120 V, 12 A) | 1.4 kW | 4 mi/h | 25 h 46 min | 63 h 30 min | the EPA figure, measured at the wall |
| Home wallbox, Level 2 | 7.7 kW | 21 mi/h | 4 h 49 min | 11 h 53 min | the EPA figure, measured at the wall |
| Home wallbox, Level 2 | 11.0 kW | 30 mi/h | 3 h 22 min | 8 h 19 min | capped by the 11.0 kW onboard charger |
| Public DC station | 50 kW | 166 mi/h | 36 min | — | held back by the station (estimate) |
| Public DC station | 150 kW | 499 mi/h | 12 min | — | held back by the station (estimate) |
| Public DC station | 350 kW | 606 mi/h | 10 min | — | the car’s own 19-minute 10-80 curve is the limit |
A Level 1 outlet adds about 4 miles an hour — 39 miles in a ten-hour overnight stop, enough for a commute and not for much else. A 7.7 kW wallbox raises that to 21 miles an hour, so 100 miles takes 4 h 49 min and the car is full from empty in 11 h 53 min. On DC the useful figure is 499 miles an hour at a 150 kW post, rising to 606 at 350 kW — 100 miles in 12 min. The 50 kW row is the one to remember on a road trip: the station, not the car, sets the pace, and 100 miles takes 36 min.
The per-hour figures do not change with your electricity price, but the cost of every hour does: the residential rate runs from 13.11 cents a kWh in Nevada to 52.72 in Hawaii (EIA, June 2026). We publish the arithmetic for this car in every state — Massachusetts, Michigan, Minnesota, Mississippi — and a 50-state table ranked cheapest first.
Where these numbers will mislead you
This is the base car. The figures here are the rear-wheel-drive Taycan with the 82.3 kWh Performance Battery. The Performance Battery Plus, the 4S and everything above have different packs, different consumption and different answers.
Its real-world range holds up unusually well. 274 miles EPA and 495 km observed – the Taycan is one of the few cars here whose measured range does not fall far short of its rating, because its consumption is high everywhere rather than optimistic on the test. The gap for every car is on claimed against real range.
Frequently asked questions
How long does it take to charge a Porsche Taycan?
About 19 minutes from 10 to 80 per cent on a 350 kW DC station, 23 minutes on a 150 kW one, and roughly 8.3 hours from empty on an 11 kW home wallbox.
How much does it cost to charge a Porsche Taycan?
About $16.83 for a full charge at the US average residential rate, or $6.83 per 100 miles. On public rapid charging at $0.48/kWh it is $17.81 per 100 miles – roughly $2,404 a year, more than the $2,034 of petrol a 27 mpg car would use.
Do I need a 350 kW charger for a Taycan?
It is one of only five cars on this site where it makes a measurable difference: 19 minutes on a 350 kW station against 23 on a 150 kW one. The other four are the 800-volt Hyundai and Kia models.
How many kWh does it take to fully charge a Porsche Taycan?
The pack holds 82.3 kWh usable, but you pay for what comes out of the wall, and AC charging is roughly 90 per cent efficient — so a full charge draws about 91 kWh. That is the figure your electricity bill sees, and it is why the full-charge cost above is higher than capacity multiplied by tariff would suggest.
The same arithmetic across every car on this site: how many kWh a full charge really takes, 7.7 kW against 11.5 kW at home, and what charging costs per month.
Sources
Figures are credited individually on the Porsche Taycan (rear-wheel drive) page. Tariff assumptions are on the methodology page.