[Poll] - Porsche charging specification lie? Macan is not allowing 11 kW max charge rate - capped at 40 amps? 9.6 kW max rate.

[daveo4EV]

the Porsche wall charger being promoted in this eMail is adjustable amps - it can be setup/configured/adjusted to match most any breaker size from 15-100 amps in North America.

Install it
set it up
and then just use it

it's also hardwired so you avoid the hassle/potential of melting NEMA sockets if you don't install the right NEMA socket.

If you want a Porsche EVSE that is hard wired, and can do more than 9.6 kW and has the integration with the myPorsche portal (for charging stats and some access control) it's a great choice and has the Porsche look/feel.

this EVSE is on my list of "top 5" North American EVSE's for most owners (listed below in random order as to not bias the list)

• Porsche Wall Charger Connect
• ChargePoint Flex
• Tesla Universal Wall Charger
• enphase/clippeCreek
• WallBox

there is a "new" Porsche Wall Charger Connect available in Europe (north American availability is pending/unclear/never?) - but this could portend an inventory clearance to make room for hte new one…

of particluar note is this charger's support for 100 amp 240V circuits - allowing up to 19.2 kW charger with vehicle's that support it - there are few if any North American EVSE's that support this 100 amp capability and I don't know of _ANY_ 100 amp EVSE's at this price point.

I've owned 19.2 kW EV's in the past and there are some on the market today - it's great setup for 'fast' charging if you have 19.2 kW EVSE and 19.2 kW EV - and for $1k this charger and it's overall feature set is a great choice.

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[ColdCase]

It seems to be common confusion on EVSE charge limits, especially for cars destined to both EU and NA. For example, my MINI (BMW) is advertised to accept 11 KW but it turns out it can accept that much current only from a 3-phase EVSE. The max the SE can accept from a 2-phase EVSE is 7.4 kW.

Apparently 3-phase is common in Europe. I've read that's why they have "Type-2" J-1772 plugs - two extra pins for the 3-phase power... but I dunno what I don't know.... .

 

[JonoNZ]

Yep, pretty similar here in NZ as in Europe - 220/230/240V - mostly single phase 32A giving approx 7.4kW, 3 phase gives you the 22kW. 3 phase is common in commercial buildings and some newer homes.

 

[ColdCase]

I plugged in my recent build 2025 4s into a 4 year old not so smart Grizzl-E 40 amp EVSE just to check compatibility (US). The car had about 85% charge at the time. The 4S screen showed it bouncing between 9.9 and 10.1 KWH where it bounces between 9.1 and 9.3 with the Porsche portable charger under similar conditions on the same plug. So I stopped by this thread to see what was up with that, just out of curiosity.

I didn't get a screen shot, but thought I'd note it for what its worth. The circuit is wired for 60 amp continuous.

I have not installed the Porsche wall charger yet.

Edit
I notice this was talked about in the thread referenced in the first post.... sometimes takes awhile for me to find myself around

 

[dgkhn]

I plugged in my recent build 2025 4s into a 4 year old not so smart Grizzl-E 40 amp EVSE just to check compatibility (US). The car had about 85% charge at the time. The 4S screen showed it bouncing between 9.9 and 10.1 KWH where it bounces between 9.1 and 9.3 with the Porsche portable charger under similar conditions on the same plug.

That's odd. A 40 amp EVSE should deliver no more than 9.6 kW. You would also be the first person in North America to report a charging rate above about 9.4 kW.

 

[ColdCase]

That's odd. A 40 amp EVSE should deliver no more than 9.6 kW. You would also be the first person in North America to report a charging rate above about 9.4 kW.

This thread mentions getting a bit more than 40 amps from some 40 amp EVSEs. There was a discussion about what the car indication realy reflects

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

 

[Petzi]

No lie! "11 KW on board charger" is true. The charger is on board. It is up to the owner to provide the energy suitable for the charger.

 

[alxman]

@daveo4EV have you checked both AC charging sides to confirm that the maximum allowed in the US is 9.6 KW? It just occurred to me when looking at my car’s listed standard equipment which lists both on-board chargers… I am traveling and my car is home so I’m unable to check.

 

[daveo4EV]

both sides behave the same way - there are two charging ports, but only one on board charger.

 

[ColdCase]

Keep in mind that you need three phase power and a compatible EVSE to get more than so called 9.6 indicated anywhere in the world as far as I know (there are areas where 3 phase is common, others like the US where not). Smart 220v single phase EVSEs seem to only provide 9 to 9.6 as indicated by the Macan depending on battery temperature and condition. Some not so smart supply 9.9 - 10.1 as indicated on the Macan dash.

 

[daveo4EV]

Keep in mind that you need three phase power and a compatible EVSE to get more than so called 9.6 indicated anywhere in the world as far as I know (there are areas where 3 phase is common, others like the US where not). Smart 220v single phase EVSEs seem to only provide 9 to 9.6 as indicated by the Macan depending on battery temperature and condition. Some not so smart supply 9.9 - 10.1 as indicated on the Macan dash.

this is factually incorrect - Cayenne Hybrid and Taycan J1.1 and J1.2 charge at 11 kW no problem in North america - the J1.1 Taycan even has a 80 amp factory option for 19.2 kw charging - and it works.

Porsche also sells the Porsche Wall charger than can provide upto 19.2 kW charging on Normal residential power in north american - Tesla's charge at 11 kW on non-3 phase power - and the J-1772 standard does not even support 3 phase power physically and covers upto 80 amp charging (19.2 kW)

11 kW charging is well supported by other Porsche products, and othere EV's in North America.

_MOBILE_ EVSE's only support 40 amps (EVSE's with plugs) - non-mobile EVSE's that are hardwired can support upto 19.2 kW on 220V single phase EVSE's - I've owned such EVSE's for years and they work - my previous Tesla's charged at 19.2 kW from my 100/80 amp EVSE.

Porsche sells the North American Porsche Wall Charger Connect and that non-Mobile EVSE's supports upto 19.2 kW charging on any breaker size from 15-100 amps on normal residential 220V power…

https://shop.porsche.com/us/en-US/p/porsche-wall-charger-connect-9J1068209-B/9J1068209

install this charger/EVSE on normal 220V power and you can:

• charge your Taycan @ 11 kW
• charge your 2024/2025 Cayenne Hybrid @ 11 kW
• charge other EV's at 11 kW or greater if the EV supports it
• charge a factory optioned Taycan at upto 19.2 kW
• but the Macan which is advertised with an 11 kW onboard charger will max out at 9.6 kW
• Tesla's charge at 11 kW
• Rivian charge at 11 kW or more
• Ford F-150 charge at 11 kW or more
• GM hummber charge at 11 kW or more
• Audi eTron SUV supports 11 kW
• Audi eTron GT supports 11 kW
• etc…

at a minimum the following companies sell hardwired EVSE's for normal 240V north american residential power than support more than 9.6 kW - but you have to hard wire the EVSE and can not use a NEMA plug.

• enphase/clippercreek
• Porsche Wall Charger
• Ford Pro EVSE
• ChargePoint Flex (supports up to 70 amp breaker) for 12 kW charging
• Tesla Wall Charger gen3 (universal or NACS)
  • Tesla Wall Charger Gen1 and Gen2 supported upto 19.2 kW
• Rivian
• others that I dont' have off the top of my head…

Mobile EVSE's are limite to 9.6 kW on a 50 amp circuit becuase they are pluggable - and there is no standard NEMA socket that supports more than 50 amp circuits. So _IF_ you want to use a mobile EV the maximum power it can provide is 9.6 kW which is 40 amps @ 240V - the maximum power supported by mobile EVSE's is 9.6 kW - non-mobile EVSE's can support upto 19.2 kW, but must be hardwired if they are providing more than 9.6 kW…

to support 3 phase AC charging in North America there would have to be a EV charging port connector that has the necessary physical connectors inside the plug - the current NACS/J-1772 physical connectors do not have (and do not support) 3 phase power - they lack the necessary physically separate connections inside the plug's physical design. The J-1772/NACS physical plug design has 5 separate electrical connectors/conductors inside inside the plug:

1. L1 - 120V
2. L2/N - 120V or Neutral for 120V/L1 charging
3. Electrical Ground
4. PP - low voltage communications - safety monitoring
5. CP - low voltage communications - safety monitoring

https://en.wikipedia.org/wiki/SAE_J1772

NACS has the same 5 connectors/pins and uses them for the exact same purpose - just a different shaped connector, but electrically identical.

of note for the J-1772/NACS/J-3400 standard is the followring range of charging speeds as quoted from the standard - 1.44 kW to 19.2 kW is the range of power covered by the J-1772/NACS/J-3400 AC charging standard…

The J1772 5-pin standard supports a wide range of single-phase (1φ) alternating current (AC) charging rates. They range from portable devices that can connect to a household NEMA 5-15 outlet that can deliver 1.44 kW (12 A @ 120 V) to hardwired equipment that can deliver up to 19.2 kW (80 A @ 240 V)

3 phase power would require an L3 or 6th connector that is missing from the J-1772/NACS design…

there is no such thing as a 3 phase EVSE or EV in North America - there is no charging standard that supports 3 phase power in North American - so there are no 3-phase EVSE's and there are no 3 phase EV's.

european EV conenctor type 2 supports 3 phase AC power and upto 22 kW of power…but has quite a few more physical connectors inside the plug to offer this support - NOTE: the dedicated neutral and L3 connector pins which are missing from the SAE J-1772/NACS/J-3400 North American design - these additional pins would be physically required for a North American EV/EVSE to offer 3-phase AC power charging.

https://en.wikipedia.org/wiki/Type_2_connector

you are very confused and entirely wrong with your assertions.

 

[daveo4EV]

it is in fact the confusion between the maximum power offered by _MOBILE_ EVSE's in North America - 9.6 kW (240V @ 40 amps on a 50 amp circuit breaker)

and the maximum power offered by the J-1772/NACS/J-3400 charging standard 19.2 kW (240V @ 80 amps on a 100 amp circuit breaker)

most EV's ship/include a _MOBILE_ EVSE - max power 9.6 kW

but the EV's onboard charger may or may not align with this maximum

this confused people

it's confused Porsche for years - Taycan's specfication have been wrong for 4+ years on the Prosche USA website…

it's is this confusion/complexity in the J-1772 standard that I believe lead some Porsche engineer to assign a 9.6 kW cap in one of the settings for max power allowed for AC charging coded into the Macan - jsut like they code-out the Euro-headlight matrix LED behaviors for north america…

the complexity between all the separate maximum" values:

• max power for a mobile EVSE - 9.6 kW
• max power for any J-1772/NACS/J-3440 EVSE- 19.2 kW
• max power for the vehicle's onboard charger (Macan 11 kW, Taycan 11 kW (optional 19.2 kW), Cayenne hybrid 11 kW)
• max power of the "included" EVSE - most are mobile so 9.6 kW

some at Porsche screwed up and loaded the setting for North American Macan's and set it to 9.6 KW - because they are confused. and it's our own fault for having a confusing standard.

but to be clear Prosche is also confused - they list the following:

• Taycan Gen1 - 9.6 kW max charge rate standard - factually 11 kW was supported and always has been
• Taycan Gen2 - 11 kW on board charger
  • mobile charger listed as 9.6 kW maximum
• Cayenne Hybrid
  • onboard charger 11 kW - correct - and it actually supports 11 kW
  • included mobile charger 11 kW - incorrect - factually impossible, 9.6 is even stamped on the unit's specification sticker
• Panamera Hybrid
  • onboard charger listed 9.6 kw - incorrrect - actually 11 kW same as Cayenne
  • included mobile charger 11 kW - incorrect - factually impossible - 9.6 kW is what it provides like Cayenne
• Macan EV
  • onboard charger 11 kW - correct? - appears to be limited to 9.6 kW
  • included mobile charger 9.6 kW - correct

of the 5 EV products porsche is shipping - even they don't know what they can do, and the published specs are often wrong and have been years - i've even tried to send them corrections with data proving my assertions and they have failed to update the published specs.

it's a confusing space, but other EV manufactures seem to be able to get their settings and published specfications correct…

 

[ColdCase]

Sorry, I was just saying that I read here that documents written for the NA typical single phase AC are different than those written for the typical EU three phase conventions and the EU tech writers overlook that folks here can be confused by that. The Macan may take more from the three phase AC source you typically see in the EU? (up to 11kW).

My on board Macan charger routinely reports pulling 10.1 kW from a single phase 220 AC dumb portable EVSE, rated at 40 amps that actually provides a bit more. The Macan reports pulling 9.1 to 9.4 from either the Porsche portable or wall EVSEs.

So, are the EVSEs limiting the Macan, either because of the smart handshake or AI? Or do I have a portable EVSC that ignores the handshake ?. I dunno

 

[daveo4EV]

Sorry, I was just saying that I read here that documents written for the NA typical single phase AC are different than those written for the typical EU three phase conventions and the EU tech writers overlook that folks here can be confused by that. The Macan may take more from the three phase AC source you typically see in the EU? (up to 11kW).

My on board Macan charger routinely reports pulling 10.1 kW from a single phase 220 AC dumb portable EVSE, rated at 40 amps that actually provides a bit more. The Macan reports pulling 9.1 to 9.4 from either the Porsche portable or wall EVSEs.

So, are the EVSEs limiting the Macan, either because of the smart handshake or AI? Or do I have a portable EVSC that ignores the handshake ?. I dunno

EVSE's don't work that way - they report the amps they can provide - there is no such thing as a "smart" EVSE - just the J-1772 protocol

also the EVSE do not control charging - the vehicle does - the macan is in complete control of the charging process - even the amount of current it draws from the EVSE up to the EVSE published limit…

Factually what do I know:

• my Macan pulls 40.7 amps from both the Tesla Gen3 wall charger and the PMCC - both report that amount of amps being pulled even though the EVSE'
  • this is also the amount amps shown when using a ChargePoint Flex EVSE on a 70 amp breaker (50 amp max charge rate)
  • in the case of the Tesla Gen3 Wall charger it's publishing a limit of 48 amps
  • in the case of the PMCC it's reporting a max of 40 amps
  • we still have no explanation as to why the Macan is "overclocking" the AMP limit reported by the EVSE (including the Porsche manufactured one).
• North American 220 voltage varies by grid, provider, time of day and other factors from 210-250 votls - this is the nominal operating voltage range for all of North America - and devices are expected to operate/tolerate voltage in this range…
• Watts is voltage * amps - given a nominal voltage range of 210-250 volts that leaves us with
  • 40 amps - 8.4 kw - 10 kW as a "raw" input operating range
  • 40.7 amps - 8.57 kW - 10.17 kW
    • 40.7 amps @ 220 volts is 8.954 kW
    • 40.7 amps @ 230 volts is 9.36 kW
    • 40.7 amps @ 240 volts is 9.768 kW
• Voltage variaton can account for more kW's being report during a given charging session - your smart meter electrical meter typically displays actual grid voltage as part of the information it shows during the cycle of display - I know mine does - I see my daily voltage vary from 225 to 245 votls - all of this normal and allowed and well with in operating tolerances…
• 11 kW onboard charger is a 48 amps @ 240 volts
• my Macan has never reports more than 9.5 kW for any EVSE I've plugged into and has never requested 48 amps
• witih 48 amps - and a voltage rage of 210-250 volts - the expected range of "raw" kw's is 10 kw - 12 kW
• all all EV's I plug into my EVSE's pull the maximum 48 amps - and show charging rates at or slightly above 11 kW
• EVSE's are fairly dumb and have very limited range of commuication with the vehicle - they are not nearly as smart as people thing they are
  • they also do not modify electical power beyond what hte grid is providing, and provide no modifications of power delivered to the vehicle - they are simply an on/off safety swtich and do not actually control any aspect of te charging process - other than publishing maximum amp capabilities.

 

[dgkhn]

my Macan pulls 40.7 amps from both the Tesla Gen3 wall charger and the PMCC - both report that amount of amps being pulled even though the EVSE'

• this is also the amount amps shown when using a ChargePoint Flex EVSE on a 70 amp breaker (50 amp max charge rate)

I wonder why both of my ChargePoint Home Flex's set to 48 amps on 60 amp breakers have never reported more than 9.4kW to the Macan (that I've observed, anyway). The Macan itself typically reports 9.1 kW on these EVSE's. I wonder how you've gotten to 40.7 amps. Unless, possibly, under voltage so higher current to make up for it e.g. (although that's not how it should work, should it? What should the car be limiting: current or power?)

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