Level 2 charging rate with a 50 amp capacity

[Briguy]

My ‘25 CT 4s has the standard 11kw onboard charger but i cannot get close to that charging rate with my 50 amp capacity charger. tops out at 9.3 or 9.4 even in ideal charging conditions (low SOC and optimal battery temp).

Anyone know if Porsche has limited the charging rate? would it be different with the 19.2 kw onboard charger?

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[Loe]

50A seeing 9.4kW is normal.

You only see 80% of the amperage. (50*.80) x (240v*.001) = 9.6kW

To see near 11kW, you will need 60A
Even then, you'll likely only see 10.4-10.5kW on a 11kW onboard.

 

[SergeyIndy]

^ 100% correct.

Why do you see this to be a problem? You need to charge faster than you sleep at night?

Why do you need 19.2kW option? Yes, that would be about 2x faster, but you need a 100Amp circuit, and a 19.2kW on board charger that has high rate of failure - good luck with that.

I have a 60Amp and rarely use it at full speed, I set it to 35Amp most of the time.

Give us more info about your rationale for your need of fast home charging speeds.

 

[cyclist]

I have a 60A breaker and typically see about 8.6kW on my MY25 CT4S.

 

[Jonathan S.]

I have a 60A breaker and typically see about 8.6kW on my MY25 CT4S.

That’s because the MY25 is max 9.6 not the old 11.
Here’s my MY22 at this moment:

 

[Jonathan S.]

Give us more info about your rationale for your need of fast home charging speeds.

Two examples of when a hardwired 48a is a bit more helpful for me than plugin 40a:
1. Charging our two EVs in sequence on one unit at our primary residence.
2. Charging my Taycan back to 100% at my NH house following a short drive for skiing before driving home, or charging it enough for that same short drive upon arriving in NH from our primary residence.
Admittedly, that’s obviously a small differential, but still helps (a bit).

 

[Briguy]

50A seeing 9.4kW is normal.

You only see 80% of the amperage. (50*.80) x (240v*.001) = 9.6kW

To see near 11kW, you will need 60A
Even then, you'll likely only see 10.4-10.5kW on a 11kW onboard.

i have my charger hard wired on a 70 amp circuit so that it is capable of delivering a full 50 amps.

in answer to the question of why it matters that i be able to deliver that to the car vs just a lower rate—to allow me to, when time is a factor, maximize my charging.

but lets frame the question more generally—how can you take full advantage of the stated spec of the car to accept up to 11 kw of charge? In the Porsche spec that they publish, they state that this is what the car should be able to do.

 

[whitex]

i have my charger hard wired on a 70 amp circuit so that it is capable of delivering a full 50 amps.

Unless you have the 19.2kW on-board-charger options, a J1.1 OBC stops at 48A (not 50A). That's (48A*240V) = 11.52kW assuming your voltage holds. The charging is about 90% efficient at best, so you should expect to peak around 10.3kW to the battery - less if your mains voltage dips. J1.2 cars (2025 and later in US) max out at 40A, so about 8.6kW to the battery. I have a J1.1 with 19.2kW charger, my car maxes out at 17.3kW to the battery on my home charger, usually 17.1kW or 17.2kW.

 

[whitex]

but lets frame the question more generally—how can you take full advantage of the stated spec of the car to accept up to 11 kw of charge? In the Porsche spec that they publish, they state that this is what the car should be able to do.

If you found an 11kW spec somewhere, it's stale information. J1.2 (2025 or later) Taycans list 9.6kW for charging spec (so max 8.6kW showing on Taycan screen or app):

 

[Briguy]

here is an extract from the 2026 Taycan configurator. was the same for the 2025. so charging with over 9.6 kw rate.

 

[daveo4EV]

you still need a > 50/40 amp EV charger (EVSE) to achieve 11 kW - Porsche has a wonky relationship these days with the capacity of their onboard chargers…

at the moment for example the Macan EV can only charge @ 11 kW in Europe - the North American Macan EV's are limited to 9.6 kW max L2 AC charge rate (50 amp breaker - 40 amp charge rate @ 240V)

the original Taycan 2020-2024 MY's could charge at 11 kW with an appropriate non-mobile EVSE in North America…(60 amp circuit breaker, 48 amp charge rate for 11 kW @ 240V)

https://www.taycanforum.com/forum/t...-charger-48-amps-not-max-9-6-kw-40-amps.1793/

but recent some folks have claimed their Taycan's can no longer charge at 11 kW in North America - and new Taycan's are getting reports of 9.6 kW max limit even when plugged into higher capacity EVSE's…these reports are from long time owners that have confirmed prior charging sessions at > 9.6 kW - and then suddenly their Taycan't no longer charge at the higher rate…

the indisputable facts are as follows:

• Max L2 AC charge rate on a 50 amp circuit breaker is 9.6 kW - that is max power/capacity for _ANY/ALL_ mobile EVSE's in North America - 40 amp charge capacity @ 240V
• if you turn over the Porsche PMC/PMC+/PUC/PMCC mobile EVSE included/optional in North America the specifications sticker on the back of the unit clearly publishes it's maximum charging capacity of 40 amps and 9.6 kW.
  • I have stood in front of a Porsche Service advisor with the PMCC in hand, with the specifications sticker clearly in view - and had to argue with them that a mobile EVSE can not provide more than 9.6 kW - and the actual sticker on the device agrees with my assertion as does the physics of electrical circuits and the building code requirement for all of North America
  • Porsche is hopelessly confused in this space and dealer/service education boards on disinformation vs. factual and physical limits of electrical circuits…
• Charge rates > 9.6 kW _REQUIRE_ a hardwired EVSE on a 60 amp or larger circuit breaker - again this is an indisputable fact - there is no building code rated NEMA plug/socket in general use for circuits larger than 50 amps.
  • there is no such thing as a North American "MOBILE" plug based 60/70/80 amp EVSE - EVSE's above 50/40 amps MUST be hardwired, and are therefore:
    • not mobile
    • not plugged in
    • can not be unplugged
    • must be hardwired
• All EVSE charge rates are maximum of 80% of the rated circuit-breaker and associated/appropriate wire gauge
• 19.2 kW EVSE requires a 100 amp breaker and associated appropriate wire gauge to handle 100 amp loads - this is only with hardwired wall mounted EVSE's (Porsche Wall Charger is one example of a 100/80 amp rated EVSE)
• 19.2 kW charging requires both a 100 amp EVSE and a 19.2 kW OBC (onboard charger) in the vehicle
• 19.2 kW was a $1680 option for 2021-2024 Taycan - it is no longer an offered option for for 2025 MY Taycan
• the 19.2 kW charger is the same as the 22 kW European optional OBC
• the 22/19.2 kW OBC has been problematic with a high failure rate
• the 22/19.2 kw OBC is now according to Porsche discontinued even as a service/replacement part - if you have an existing Taycan with a 22/19.2 kW OBC - and it fails, Porsche will repair the vehicle by installing the current standard 11/9.6 kW OBC
• Porsche has continuously been confused in the North American market with conflicting and inaccurate OBC max charge rates in North America
  • their documentation at times has claimed:
    • Taycan's max charge rate of 9.6 kW - incorrect
    • Taycan's included Mobile EVSE max charge rate of 11 kW - incorrect/impossible in North America for _ANY_ mobile EVSE
    • both a max charge rate for the OBC of 11 kW and max charge rate of the mobile EVSE of 11 kw - again confusing
• The charge rate maximum/limits seem to be accurate for non-North American markets - but Porsche seems hopelessly inept at mounting accurate documentations for limits for their North American products - I believe root cause is a confusion between the limits of an EVSE and the limits of OBC and a desire not to draw the consumer into the confusion between the two limits which are often times difficult…
  • i..e your new $230k Taycan GT can charge at 19.2 kW but not with the included EVSE in the frunk, oh no you'll need this additional $1500 EVSE and upgrade your home service to 400 amp service to handle the 100 amp dedicated circuit required for 19.2 kW charging
  • see the problem - this is not clean/easy communication when there are multiple factors required to "achieve" the advertised rate…

I would not be surprised given the problems Porsche has had with their OBC reliability that they are neutering the OBC's as a method of reducing warranty claims going forward by lowering the load/stress on the OBC's for L2 charging…tears downs of the 22 kW/11 kW OBC"s when they fail have isolated the problem to certain onboard power-converters that for North America's single phase 240V system seem to tax the limits of these onboard electrical components…replacing these sole component "repairs" the OBC's but the part is in fact not quite rated for the load Porsche is placing on it - to date Porsche has not provided/indicated an OBC redesigned/reengineered part is in the works…and with Porsche's recent announcement that they EV game sucks and they are far better at ICE vehicle's than run of the mill Tesla - they do not seem to be investing in improving their EV game…

• 9.6 kW is in fact the limit with _ANY/ALL_ NEMA plug based mobile EVSE's - 40 amp max charge rate for mobile EVSE's is a North American _FACT_
• to test your Taycan's _ACTUAL_ charging limit requires a wall mounted hardwired EVSE on a 60 amp or greater circuit - the mobile EVSE provided by Prosche can not provide more than 9.6 kW - nor can any other mobile EVSE from Porsche or otherwise
• even with a 60-100 amp EVSE your Taycan may or may not achieve charge rates in excess of 9.6 kW due to what ever management Porsche is currently engaging in to managed their warranty claims with regards to OBC failure rates…as to if this is a physical limit of the OBC or a software update (real or imagined) has been hard to nail down
• is Porsche actively "neutering" the Taycan's maximum charge rate from 11 kW to 9.6 - it's not entirely clear…if/how/when they are doing this and the neutering mechanism is…and if you discuss it with them dealer service double talk and PCNA's lack of disclosure seems to leave any pointed questioned unanswered…there is probably a law suite in here somewhere

I believe further confusion is introduced by the fact that non-North American Porsche EVSE's are rates for up to 22 kW depending on the model and power supply cable attached - the Mobile EVSE shipped in Europe _IS_ capable of 22 kW when plugged into an appropriate European power outlet/supply - however the practicality of 22 kW EVSE varies regionally based on my 4+ years on the this forum with a kind and well informed European forum member population…

again Porsche seems hopelessly confused in this space and routinely mis documents: OBC limits, EVSE limits, requirements to achieve any the published maximums.

also it's a fact that their max power 9.6 kW North American EVSE couldn't even achieve that in a reliable and consumer friendly manner and was factually the subject a recall to deal with thermal issues documented for them in July of 2020 - and yet Porsche waited until Dec. of 2023 to even suggest their product might have room for improvement…

https://www.taycanforum.com/forum/threads/nema-14-50-supply-cable-heat-data.1940/
https://www.taycanforum.com/forum/t...uide-to-the-porsche-evse-pmc-pmcc-pwcc.13886/

Porsche's charging game is weak weak sauce, and they seem surprised other's are doing better than they are at the EV game … go figure.

I've not gotten a straight answer out of Porsche regarding any of their charging limits for the 4+ years I've been a customer of their eV product lines…

when I confronted them on the discontinuity of their online documentation claiming an 11 kW OBC for the Macan - but it's being limited to 9.6 kW in practice - blank stares and unanswered eMail's is all I received in return - but they eventually updated the North American Macan EV site to list 9.6 kW as the max limit - even though it listed 11 kW for over 9+ months…

https://www.macanevowners.com/forum...ate-using-tesla-universal-wall-charger.18123/

my $0.02 YMMV

 

[Briguy]

that is an impressive grasp of the charging story. No one at Porsche has shared anything along these lines with me. and on paper, at least, the 19.2 kw on board charger remains an option.

 

[daveo4EV]

that is an impressive grasp of the charging story. No one at Porsche has shared anything along these lines with me. and on paper, at least, the 19.2 kw on board charger remains an option.

I'm unaware of any 19.2 kW option (or 22 kW option) - Porsche has removed the option from MY'2025 and later Taycan's - and they no longer provide 22 kW replacement service parts…

the porscheuse.com configurator does not list 19.2 kW option for the current Taycan's

if you can option an 19.2 kW OBC for your MY'2025 Taycan - or even a previous Model Year Taycan this would be news to the world wide Taycan customer base and is in direct opposition to written claims from Porsche Dealers, Service, and Porsche North America and Porsche Germany…

in any case _IF_ have (or can have) a 19.2 kW OBC in your vehicle - you will still need a 100 amp EVSE to provide that much power to the OBC…and then we'll need to see if Porsche's onboard software allows a higher charge rate to occur…

 

[daveo4EV]

https://www.taycanforum.com/forum/threads/22kw-charger-is-now-nla.29306/

 

[SergeyIndy]

@Briguy, here you have it, @daveo4EV is the boss of this topic having encyclopedic and current knowledge of the situation and again throwing only 2 cents of it on you, and I love it!

I am not going to complicate it with some inside Porsche slides that explain the differences between the original and 2025+ models, and that the later no longer has 22kW capability, but has built in 150kW/400V capability, etc.

However, what I can do, as I am going to ATL new track next month and have some behind the scenes look at the HQ, and drive some cars. I can ask some questions. Actually, I will start another thread, on this so everyone can send me questions, and I will try to get answers directly from the mother ship, assuming they know something.

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