whitex

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Unless it is implemented like here in Europe. We can not use PnC as such, but need the Tesla app to start and pay for the charge. No complications at all and much faster than the set up time on Ionity.
So far, other than on the few MagicDock Tesla stations, Tesla has been insisting on plug-and-charge. I suspect it is to drive utilization efficiency metrics - a valid goal IMO, deliver more energy to cars in the same time. People fumbling with apps can be both frustrating for people and ties up an idle charger. Even worse if they have to call customer service. I've had Tesla cars for over a decade, never once had to do anything but just plug-in to charge at a supercharger. If you want to provide charging to the masses, you have to make it as simple as possible. It doesn't get any simpler than "just plug it in".
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whitex

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When I started looking at Taycans in 2021, I didn't understand the 150 kw option, and neither did the dealer. Getting the info on that option before I finalized my Taycan order was one of the many benefits of joining this forum.
Me too. Porsche planned worked though. I wasn't able to find any allocations for a year and half, giving me plenty of time to understand all the options. I actually short circuited their plan by calling almost every dealer in the US and finding said allocation in only a year and half, if I just stayed with my initial deposit like a sane customer I would have had more than 2 years to understand the options.

On the other hand, it being ~$500, I think ticked it from the very get-go, as it implied "more power" so I figured I must have it. ;)
 

whitex

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Me too.
But that $500 is well spent, unlike that unconscionable $319 Porsche Connect fee. ;)
We don't know that for a fact yet. I have yet to use the 150KW upgrade (never used MagicDock yet). I'm still thinking there is a 50% chance only 2025+ Porsche EVs will get TSC access. Heck, I think there is a 15% chance it will only be the Macan EV for now.

I was a little surprised Tesla didn't just sell a $999 adapter which would have had authentication built into the adapter, and talk unauthenticated CCS to the car - any CCS car could use it. The two reasons which might explain why are:
  1. Even without any authentication, CCS cross compatibility continues to be a challenge. It's a collaborative, consensus-managed standard vs. dictator lead NACS (even with CCS). I suspect all SC enabled cars have to pass Tesla CCS compatibility check, not just SAE's checklist.
  2. Tesla probably wants the battery health data of their competitors, so they make them give it up in exchange for access, probably via some custom extension of CCS (possibly compliant with CCS, as some opaque data stream).
As for $319 Connect fee, it's not cheap but I think Porsche priced it right for profit. If they make it work reliably, I'll pay it - worth it to me as a Porsche customer over having to come up with my own remote connection to the car. Then again, if Porsche forced me to design my own Car control app, maybe I would have chosen to productize it, which could have resulted in a successful company selling add on car app and/or licensing software to car manufacturers. Dang, I could have been a billionaire if only Porsche priced their Connect service higher. :p
 

Jonathan S.

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Ford has been supporting PnC at EA, as has Mercedes. Rivian still doesn't (but it does support Tesla). I have no idea what the firmware changes actually involved, but IIRC a VIN is included in the PnC (ISO15118), so the manufacturer can be reliably inferred (all VIN's are unique to manufacturers, so if you can authenticate vehicle's VIN, you know the vehicle's manufacturer).

MagicDock does not require any car identification, it will charge anonymous cars because you're doing the billing via the app, which is slower and more error prone than authenticating via the plug. Slower and more error prone reduces charger efficiency.
Charging at Magic Docks via the Tesla app has taken either me or my wife less time than tapping out this post on my phone.
And never had an error. As opposed to authentication errors via the plug at EA.
 


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Happy I spent the $400 too, thanks to this Forum.

At least one of the VW-approved, and thus Porsche-approved, adapters better overcome Tesla SCs short cord lengths so we don't have to park sideways to charge.

Are the cords on Tesla's Magic Docks long enough?
 

Jonathan S.

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Additional maneuvering is always required at V3 pedestals. The V4 cables are longer.
The adapters do not include cable extensions. And they’ve already been available for over a year. Our Taycans just aren’t authorized yet by Tesla for V3 pedestals that lack Magic Docks. If you somehow want to wait for an adapter with the Porsche logo, review the travails of Porsche-branded L2 EVSE.
 

whitex

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Charging at Magic Docks via the Tesla app has taken either me or my wife less time than tapping out this post on my phone.
And never had an error. As opposed to authentication errors via the plug at EA.
Not every user of every EV will be that fast. People will have phone connectivity problems, they will type the incorrect post id or location, forget their phone pin, spend time exploring the app trying to figure out how to do it ("where do I click?") etc, etc... Never underestimate human incompetence. I find in a lot of the consumer software, a vast majority of development is user proofing it, and even then, users find a way to screw things up in ways I couldn't have imagined.
 


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Additional maneuvering is always required at V3 pedestals. The V4 cables are longer.
The adapters do not include cable extensions. And they’ve already been available for over a year. Our Taycans just aren’t authorized yet by Tesla for V3 pedestals that lack Magic Docks. If you somehow want to wait for an adapter with the Porsche logo, review the travails of Porsche-branded L2 EVSE.
tried the v4 ones in Augusta Maine. Still not long enough because the way they sit behind the curb 🙄 but that site has two pull through ones.
 

Jonathan S.

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Not every user of every EV will be that fast. People will have phone connectivity problems, they will type the incorrect post id or location, forget their phone pin, spend time exploring the app trying to figure out how to do it ("where do I click?") etc, etc... Never underestimate human incompetence. I find in a lot of the consumer software, a vast majority of development is user proofing it, and even then, users find a way to screw things up in ways I couldn't have imagined.
Even my wife has not had any problems with Magic Docks. (Enough said!)
 

W1NGE

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Meh, most J1.1 were not built with the 400v booster. I refuse to charge at 50kw if I can avoid it.

I maintain the biggest impact of this is to shift the load of the 400v cars over to Tesla which will bring net positive effects to EA. Hyundai and Kia are set to migrate to Tesla by mid-January, the impact may be large enough despite the cars not charging at their top speeds. Many VW cars (and BMW) are 400v, so by summer, it'll be better.

Thus far, I've had positive experiences with charge speeds at EA. The only issue is crowding, so the more Tesla can shift the demand away from EA, even slightly, the better the EA product.
Well, for those this side of the pond who did our homework before purchasing our first J1.1s ticked the DC booster option in the full knowledge that it would be advantageous (dealerships at the time had no clue). No disrespect but I think it was primarily folks on the other side of the pond who were in denial or didn't see the need (ever) to tick the $300 option at the time.

Pretty sure most J1.1s in UK / EU have the option and many on this forum would have benefited from the knowledge shared when speccing their cars for the first time as far back as 2021.

As mentioned J1.2 is a different proposition and dispenses with this option offering a split battery to take advantage of anything thrown at it.
 

SergeyIndy

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Well, for those this side of the pond who did our homework before purchasing our first J1.1s ticked the DC booster option in the full knowledge that it would be advantageous (dealerships at the time had no clue). No disrespect but I think it was primarily folks on the other side of the pond who were in denial or didn't see the need (ever) to tick the $300 option at the time.

Pretty sure most J1.1s in UK / EU have the option and many on this forum would have benefited from the knowledge shared when speccing their cars for the first time as far back as 2021.

As mentioned J1.2 is a different proposition and dispenses with this option offering a split battery to take advantage of anything thrown at it.
You may be confusing it with Macan EV. There is nothing in launch documentation of the refresh 2025 that states similar battery charge splitting, it simply states that 400V/150kW is built in. Plus this is the new architecture slide that again mentions nothing about charging 800V battery in split 400V streams as Macan EV does with max charge rate of 135kW requiring no additional DC booster hardware.

Porsche Taycan VW Group EVs to Get Tesla Supercharger Access in June 2025 1736264238805-02
 
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Additional maneuvering is always required at V3 pedestals. The V4 cables are longer.
The adapters do not include cable extensions. And they’ve already been available for over a year. Our Taycans just aren’t authorized yet by Tesla for V3 pedestals that lack Magic Docks. If you somehow want to wait for an adapter with the Porsche logo, review the travails of Porsche-branded L2 EVSE.
It always depends on the Tesla site layout. Many of the ones that I have used here are designed with the cabinet sideway and then there it is a breeze to hook up. But if the stand on the curb, you need to navigate a bit to close in my experience.


’’These layouts are excellent.
Porsche Taycan VW Group EVs to Get Tesla Supercharger Access in June 2025 IMG_4170


This normal layout is best to avoid.



Porsche Taycan VW Group EVs to Get Tesla Supercharger Access in June 2025 IMG_0318
Porsche Taycan VW Group EVs to Get Tesla Supercharger Access in June 2025 IMG_0313
 

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When I started looking at Taycans in 2021, I didn't understand the 150 kw option, and neither did the dealer. Getting the info on that option before I finalized my Taycan order was one of the many benefits of joining this forum.

Have you made much use of Tesla charging in Europe?
I normally prefer Ionity because of the speed etc, but have a few places where I frequently use Tesla.

Main reason is that they have chargers at a very nice restaurant that we stop at during visits to our marina. Just beside a lake with great views And atmosphere. No Ionity for about 125 km so that would need more effort to plan for. In the summer months we likely stop there once a week.
 

W1NGE

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You may be confusing it with Macan EV. There is nothing in launch documentation of the refresh 2025 that states similar battery charge splitting, it simply states that 400V/150kW is built in. Plus this is the new architecture slide that again mentions nothing about charging 800V battery in split 400V streams as Macan EV does with max charge rate of 135kW requiring no additional DC booster hardware.

1736264238805-02.jpg
 
 





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