No you can't. But you can do it via the mobile charger if you have the optional Porsche Mobile Charger Connect (not the standard Mobile Charger Plus).
Depends how you read / interpret this.
I hadn't seen this but had already decided the 22kW option was pointless for me.
Can see you have a wide and varied selection of vehicles (nice) so different for you. This will be my only car and a 4 year “treat” before back to stuffing the mattress so plan a lot of road trips. Simply want maximum charging flexibility away from main routes and also expect a lot of DC charger contention in the next few years as the sudden increase in EV ownership is lagged by proper large scale DC sites. Worst comes to the worst, 22kW for an hours lunch is a decent 25% ish SoC to get to a less congested or (not broken) DC site.
From my perspective – sticking something as important as this into the configurator but with little context is the problem for me.
The time saving is 50% compared to the 11 kw charger. I wouldn’t consider it small if you have the possibility to use it. For me this makes the difference between using a cheaper destination charger during a 3 hour visit or having to stop on the way back and an expensive 15 minutes super charger (not a big deal if necessary). In your case it would be a waste of money indeed.
I understand but this is no different to the recommended max charge for the HV battery - 85% or 80% - Porsche have not formally informed owners nor have they updated the high water mark on either the app or PCM if this is indeed now a "recommendation" or not.
Just thinking on this further, if this 'guidance' is a serious consideration then Porsche should be able to software limit any charge (amps reduction) it consumes from a domestic 22kW AC charger. The charging process is controlled by the car and so it must be possible for an automated handshake to make the necessary adjustment (it does this today, right?), notify the user of the choke in place, and make it non-user changeable.
Oh man you've sussed it, its @tigerbalm 's fault ?
I suspect that software is coming, but they are not Tesla who:
I can't remember where I saw it – but I have a strong hunch that the 22kW charger – or at lest the unit that failed twice for me – comes from Hitachi.
I don't have personal experience with Hitachi, but if they work like other Tier 1 automotive suppliers, to add a limiting feature to the charger you're probably looking 6-12 month from request to software implemented, validated, documented, safety certified, ready for deployment. Automotive software does not move as fast as phone app or cloud development. Tesla is an exception of course, but they are taking risks no established automotive company is willing to take.
I'll just have my home charger limited to 24A (long term likely to move and will get 3-phase at that point) as my journey profile is mainly long trips and charging at home isn't something I find limiting (also about 0.5 miles from an OPC 350kW...)
Could somebody please post a screenshot of this text from the UK configurator? I would like to ask PCNA if this has any bearing on the safety or duty cycle of the (as-named in US market) 19.2kW Onboard Charger which presumably is the same equipment just subject to a US limit of 80A.
