Then imagine this incorporated in an EV like the Tesla Model S. That would give it a range of 1000 miles (1600 km) in one charge. And each charge would only take a moment if I understand this correctly.

Patrik, charging times are limited by the capabilities of the supporting hardware and infrastructure, but should not be as limited by the supercap itself like batteries are.
This tech is truly a game-changer, even if only half of this claimed energy density is achieved in a real-world application. It allows electric cars to compete directly with fossil-fuel vehicles - even surpass them in many respects, potentially even cost! Great stuff! Lets get it to market, folks!

My obvious thought is that you would use a charging station with a built in supercapacitator that can discharge fast.

I'm hoping someone can provide some technical information for my curiousity. As far a I remember capacitors offer no resistance to charging. So would a super capacitor energy supply be able to provide regenerative braking? Thanks

Compare electrolytic cans most people are familiar with are rated in microfarad (0.000001 farad) with the two large and dangerous bulk capacitors often found in a computer power supply commonly somewhere around 0.00082 farad at 200 volts. Two hundred and seventy six farads per gram is a huge energy storage medium even considering the limited voltage.

Assuming the system is 100% scalable (they already say it is not, due to support structures), that is a total power density of about 5 times the most likely battery (either LiMnO2 or LiFePO4 with energy density around 110Wh/Kg) used in the Tesla Roadster and new Model S sedan. Their ranges depending on load and road conditions about 200 and 300 miles, respectively. Using 100% scalability, this becomes ranges of 1000 and 1500 miles respectively. If after scaling up to size the density is just that of the batteries currently used by Tesla (80% power loss after scaling), this becomes a very viable product.
The vehicle costs COULD (not would) significantly decrease as the charging/discharging system would be much simpler. Also the recharge time would drop to probably minutes (theoretically it could be less than a second). This allows for creation of commercial recharge stations without long waits for cross country trips.
If this technology is able to be developed, it would be the final nail in the coffin of personal land based petroleum based vehicles.

Most of you are looking at this technology as a means of propelling vehicles. The major implication that I see for this is to allow the advent of REAL off grid solar HOMES.
The prices/watt of solar production are dropping weekly. Storage has, in the last decade, been the real limiting factor in terms of BOTH efficiency and space required per watt or amp of storage capacity.
Here is where this technology has implications equal to or greater than the auto industry.

It's a perfect complement to conventional batteries in an electric car. Capacitors are great for rapid charging & discharging, but don't hold a charge well, while chemical batteries hold a charge well, but rapidly wear out under rapid cycling. The super capacitor would store the energy from braking & feed it back to the motor when accelerating, and provide sudden pulses of power as needed. Regular batteries would provide power for cruising and charging the super-capacitor. (Hence, extending the life of the batteries, raising overall efficiency, reducing total costs, etc, maybe even reducing the number of batteries).

This is an interesting development. Right now I am experimenting with a couple of ultracapacitor modules having recoverable capacity (for my application) of about 2 watt-hours each, and they weigh just over a pound each. Their cycle efficiency is around 98%, but they do leak charge at about 1% per day. They work out less expensive than any current battery in terms of cost per unit energy handled over their lifetime, since they last 10 to 15 years and can be cycled a million times or more. If these can be commercialized as modules (with the cell leveling circuitry) at even 25 Wh per pound, (all other characteristics roughly equal,) they will make a huge difference.

It is great to see all you guys considering this as a technical problem that is being solved. Possibly a far greater problem in bringing this type of technology to market is how the financial bounty from fossil fueled power can be incorporated. Taxes, Dealer margins for vehicles and the ongoing revenue that our current systems deliver to both government and industry. I hope that there is as much energy being devoted to a new financial model as there is to the technology.