Porsche Wall Charger Connect (Order/Receive time?)

[JDNEPA]

@satchurator - appreciate the insight. If this PMCC can't handle 40 amps, that's another variable that I wasn't aware of or accounting for... (argh). Appreciate the comments and insight. I did get a lot of great info on the good, better, best scenarios and some of the pros/cons.

.....my main catalyst for the thread was around timing and if the PWCC would even be a viable out the gate option for me by next weekend - the fact you got your's in 2 days means the PWCC may actually be doable in my current timeline....

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[satchurator]

I think Tesla knows EVs better than Porsche. Their AC charger used to be 9.6 kW with an option for dual, which put the charge power at 19.2 kW. Their latest gen of onboard chargers for all vehicles tops out at 48A so 11.7 kW with 100 kWh battery. They dropped max ac current from 80A to 48A from gen2 to gen3 AC wall boxes, which matches their vehicle hardware spec.

Everyone can justify what they bought (of course), but the OP asked for advice. And got a mixed bag.

I reject the idea that there is a singular ideal solution for L2 charging; and that Tesla has arrived at some single ideal due to superior knowledge of EVs.

This is a Forum. I come here for diversity of opinion, shared knowledge, congeniality. The ‘mixed bag’ of advice given in this thread is a good thing. @JDNEPA can consider it all and arrive at their own decision, based on his use case and priorities. Each to their own!

 

[gnop1950]

@satchurator - appreciate the insight. If this PMCC can't handle 40 amps, that's another variable that I wasn't aware of or accounting for... (argh). Appreciate the comments and insight. I did get a lot of great info on the good, better, best scenarios and some of the pros/cons.

.....my main catalyst for the thread was around timing and if the PWCC would even be a viable out the gate option for me by next weekend - the fact you got your's in 2 days means the PWCC may actually be doable in my current timeline....

I ordered mine expecting a pretty long delay and it arrived in less than a week, this was in March this year and my car didn't arrive until May. However, I'd call them to see what the expected shipping times are if you are still considering ordering one.

PWCC does support a variety of configurations, they are listed in the battery thread.

I ordered my PWCC, and the 19.2 kW option for my car, simply because I wanted the fasted home charging possible. It turns out it has come in handy a couple of times. I also orderd the 150kW/400v DC option and it turns out that may well come in very handy in the near future if Tesla follows through with opening their supercharger network to all EVs in the US.

If you are already having a 100AMP breaker and line to the garage installed then there is no harm in waiting to see if you really want to pay for the 19.2 kW option to be installed in your car before you spring for the PWCC.

 

[bergs]

I reject the idea that there is a singular ideal solution for L2 charging; and that Tesla has arrived at some single ideal due to superior knowledge of EVs.

This is a Forum. I come here for diversity of opinion, shared knowledge, congeniality. The ‘mixed bag’ of advice given in this thread is a good thing. @JDNEPA can consider it all and arrive at his own decision, based on his use case and priorities. Each to their own!

agree on the diversity of opinion, and what i meant by mixed bag. and i'm not saying you are wrong with your individual choice. i literally lead with "IMO". but its not much of a debate when you disagree by saying:

"Nope"

or

"i reject..." and then there is no follow on statement.

i'm genuinely interested in why people select the 19.2 kw. aside from the cat UTI, it seems like reason are:

• why not? tick all the boxes.
• range anxiety
• expectation of larger batteries in the future, like what we are seeing in the EV truck space. but in that case i'd buy a ford 19.2 kW wall box instead of a porsche....

i'm similarly interested in why people tick the box on the 150 kW 400V box when the majority of EA stations support 800V and there is a 50 kW 400V built in at zero cost. but i expect the answer to be:

• why not? tick all the boxes.

(my dealer build has the 150 kW 400V converter, PMCC, of which i would spec neither)

 

[astrojeff]

I have the PWCC. I think it came in 2-3 days. They charge you for express shipping automatically. Even if you don’t order it now I would run the larger wire for the 100 amp. Circuit so you can easily add it later.

 

[Jhenson29]

i'm genuinely interested in why people select the 19.2 kw. aside from the cat UTI, it seems like reason are:

No you’re not. Which is why I’m done responding.

 

[daveo4EV]

very very few EV owner ever complain about their EV charging too fast - those that do - well I can't help you…

this is likely your first EV - not your last EV
there is more EV in your future not less
future EV's may need more charging

if you can handle 100 amps - I doubt you'll regret it.

100 amp hardwired PWCC with a separate NEMA 14-50 plug seems pretty ideal to me.

even without the 19.2 kW charging option - it will charge faster than a PMC+/PMCC because you'll be charging at 48 amps instead of 40 amps.

 

[bergs]

@daveo4EV how does PWCC charge at 48A via NEMA 14-50? seems like a code violation.

this is my 4th EV, and while i agree no one ever complained about faster charging, i still think its a salient point that i downgraded from 11.7 kW to 7.7 kW a few years back during a renovation (hardwired to NEMA 14-50), and havent noticed the difference.

 

[daveo4EV]

@daveo4EV how does PWCC charge at 48A via NEMA 14-50? seems like a code violation.

this is my 4th EV, and while i agree no one ever complained about faster charging, i still think its a salient point that i downgraded from 11.7 kW to 7.7 kW a few years back during a renovation (hardwired to NEMA 14-50), and havent noticed the difference.

the PWCC is always hardwires - my understanding was the OP was also going to have a NEMA 14-50 installed for "other" usages

the setup would be:

100 amp hardwired PWCC
NEMA 14-50 for non-PWCC charging

the hardwired PWCC on the 100 amp circuit will charge a stock/standard Taycan @ 48 amps (the Taycan's maximum standard/stock charge rate)

any EVSE (not the PWCC) plugged into the NEMA 14-50 plug will charge at 40 amps

my apologies for the confusion.

 

[bergs]

ah got it, so would need 150A total free breaker capacity. makes sense. could always install PWCC with a 60A if panel limited. are the dip switches or other user settings on the PWCC to de-rate the max available current?

 

[bergs]

ironically i will likely upgrade from NEMA 14-50 to tesla wall connector. use a tesla tap adapter to charge the taycan. then both cars will charge at 48A, instead of 32A on tesla (mobile connector limt) and 40A on taycan (PMCC/NEMA 14-50 limit). its only $400!

 

[satchurator]

but its not much of a debate when you disagree by saying:
"i reject..." and then there is no follow on statement.

Clarification - I’m rejecting dogma that is not conducive to debate. Your Tesla argument posited that there is a single ideal solution for L2 charging. That implies that you believe all other solutions are wrong.

i'm genuinely interested in why people select the 19.2 kw. aside from the cat UTI, it seems like reason are:

• why not? tick all the boxes.
• range anxiety
• expectation of larger batteries in the future, like what we are seeing in the EV truck space. but in that case i'd buy a ford 19.2 kW wall box instead of a porsche....

I listed other reasons in my earlier post in this thread.

i'm similarly interested in why people tick the box on the 150 kW 400V box when the majority of EA stations support 800V and there is a 50 kW 400V built in at zero cost. but i expect the answer to be:

• why not? tick all the boxes.

It’s been discussed in other threads that another benefit of the 150 kW 400V is to be able to get maximum charging speeds on Tesla Superchargers as Tesla opens the network to non-Teslas.

Please consider how your ‘tick all the boxes’ points come across. Yes there are probably a handful of people out there who’ve done exactly that. But if that’s the only conceivable reason why someone would choose the 150kW/400V option, you are trivializing the judgement of those who chose it for legitimate and considered reasons.

 

[bergs]

Clarification - I’m rejecting dogma that is not conducive to debate. Your Tesla argument posited that there is a single ideal solution for L2 charging. That implies that you believe all other solutions are wrong.

no it doesnt. i think after shipping a lot of product they probably realized the sell-in rate of the charger upgrade, and the added complexity and cost to the base version was not worth it and that a single size was better for their product. i do believe that charging should be measured in miles per hour, where vehicle consumption and battery size are the main drivers.

tesla even quotes the charging rates in mph for their wall connector:
https://www.tesla.com/support/home-charging-installation/wall-connector#charging-speeds

a tesla is more efficient than a taycan? maybe 11.7 kw is ideal.
you have a lead foot in your turbo S? then get the 19.2 kw charger
a rivian with a 135 kWh pack and the shape of a brick? big charger

but for the vast majority of regular EV drivers (non-truck), the 40A continuous limit of the NEMA 14-50 is a sweet spot of performance vs. cost/complexity. anything else is gravy - range anxiety, uber driver, busy weekends, forgot to plug in.

It’s been discussed in other threads that another benefit of the 150 kW 400V is to be able to get maximum charging speeds on Tesla Superchargers as Tesla opens the network to non-Teslas.

this is a relatively recent development, and is still 100% speculation. i'm still waiting on my FSD i paid for 4 years ago, so i wouldnt hold your breath for this one....

 

[satchurator]

this is a relatively recent development, and is still 100% speculation. i'm still waiting on my FSD i paid for 4 years ago, so i wouldnt hold your breath for this one....

It was speculation a year ago. And even back then, some Taycan buyers (myself included) rationalized the 150kW/400V option as a worthwhile bet that the Tesla network would open up.

If/when it does open up in North America, being limited to 50kW - it won’t be worth stopping at a Supercharger IMO, unless as a last resort. That’s how I feel about EVGo which is still predominantly 50kW chargers.

Tesla has since begun to open the Supercharger network in Europe to non Tesla vehicles. Taycan owners in those countries who optioned 150kW/400V are already benefitting.

A recent Whitehouse memo shared the news that Tesla will start producing CCS chargers for North America by the end of 2022.

I think it’s fair to say that we are at less than 100% speculation at this point.

 

[daveo4EV]

ah got it, so would need 150A total free breaker capacity. makes sense. could always install PWCC with a 60A if panel limited. are the dip switches or other user settings on the PWCC to de-rate the max available current?

you don't need 150 amps capacity if you don't plan on using both at once

or using say a 32 amp car (Bolt) w/14-50 and 48 amp car (Taycan) at the same time...

but yeah if you wanted to rock 19.2 kW at the same time as you're pumping 40 amps (9.6 kw) into another EV then yeah you'd need 150 amps

my recommendation instead of a full 150 amps is a "smart" split load charger setup - ClipperCreek, Tesla or others - can all be configured to "share" a single breaker's load and they the amp load is adjusted dynamically to avoid overloading the single circuit.

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