Ah, I didn’t realize you got it figured out after the experiment. I drove an Audi Etron SUV a month ago where you could set a cut off value when DC fast charging. No such thing on the Taycan in any scenario (unless you count a charging error at EA ?).
You'd think the Porsche app would notify you though when you reached the desired SoC, right? It doesn't. That said, all the same, since the desired SoC by the charge planned can be really off (my worst case was over 25% off - car thought I'd arrive at 35% SoC, I arrived well under 10%, and that was feather throttling and slowing down the last 10 miles). To be fair, about 1500 miles into the 3,500 mile road-trip, the estimate got much better. But, for trips under 1,500 miles, I would be very cautious with the charge planner, as it will use stats from every-day driving to plan a trip, which may be very different driving and energy usage.
Tesla has one more trick up its sleeve. If the charger happens to be very busy, when you plugin there, the car automatically sets the target DC SoC to 80%, with a message explaining to customers that it's because the charger is busy and after 80% the charging slows down. You can override this max if you so desire, but they don't explicitly mention that in the message, which I think is a good thing - most people don't need more than 80%, and those who do will try to change the limit (same way they set their own limits, no tricks required) and will get what they need.
Typically not, you cannot control the DC charging session with the Porsche App in most scenarios - largely dependent on if you can initiate the charge from the app in the first instance. In UK / Europe we are provided with a Taycan Charge card (RFID) to initiate most Porsche EVSEs (Porsche or affiliated) Other provider's apps may support this - Shell, ESB, ChargePlace Scotland etc.
I feel a lot of topics are confused here
HEM - not limited to Porsche and so any can be used. This then becomes useful if you want to mix your charging with grid and solar power.
This is not correct. Timers are also used and useful in combination with a HEMS. E.g. it allows to charge with the lowest cost if you have different tariffs at different times, eg day and night tariffs or different tariffs with different power levels drawn from the grid
My comment you quoted was purely about DC. AC charging settings are even more confusing in a Tyacan, and while I can make sense of them as an engineer, it's next to impossible to explain thoroughly it to a regular car user (as evidenced by a number of threads here) That said, I don't use timers, or any profiles outside of the general profile which has only one purpose in my Taycan, charge at the rate the Tesla wall connector tells you to charge until 85% SoC, then stop. I use Tesla wall connector since it gives my Taycan up 19.2KW while balancing with my wife's Tesla in the garage. HEM is not a available in the USA, plus I doubt Porsche would say they support charging a non-Porsche vehicle from any Porsche charger (Porsche has refused to support PMC+ or PMCC not charging other J1772 vehicles).
I'm guessing this only works on Tesla's Supercharging Network rather than generically across any and all EVSE operators?
Why should you need timers if you are using HEM? You'd think different tariffs are tied to a location, as is HEM, so it should be a function of the Home Energy Manager to manage a particular location. If you needed to allow one car to charge at peak times but not other, it should still fall under HEM domain, not the car.
Not in my case, we have a variable hour rate, where the price differs any of the 24h.
