Plug & Charge now available for Tesla Superchargers via Porsche Charging Service

[PrudentOcean]

routinely takes more than 90 seconds to start charging for me @ EA sites in my local area

I’m currently charging at the EA in Santa Monica, California and timed how long it took from plugging in for the P&C authorization to complete and charging to start — 13 seconds.

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[daveo4EV]

I’m currently charging at the EA in Santa Monica, California and timed how long it took for the authorization to complete and charging to start — 13 seconds.

what types of hardware is at that EA station - pic's will do?

I'm thinking it's hardware related…

 

[PrudentOcean]

what types of hardware is at that EA station - pic's will do?

I'm thinking it's hardware related…

It’s one of the balanced 350 kw chargers.

Station Link

 

[daveo4EV]

It’s one of the balanced 350 kw chargers.

Station Link

those are the _GOOD_ EA charging stations - I've had vastly vastly better experiences with those types of stations - unfortunately North California is littered with the previous generation hardware that is not nearly so good…

 

[daveo4EV]

https://www.motortrend.com/reviews/...l%20Never%20Use%20Electrify%20America%20Again

2025 Chevrolet Blazer EV RS RWD Yearlong Review: Why I’ll Never Use Electrify America Again

 

[PrudentOcean]

I want to point out that the results they observed with the Ioniq 5 are similar to what you can expect with the Macan, given that they both have 800V architectures. EA should offer substantially faster charging than even a V4 Supercharger, even if you have to wait a bit longer for charging to start.

 

[USMA81]

I got the Tesla P&C email from Porsche on Tuesday as I was leaving on a road trip. So decided to try it. It worked first try, with no setup. But I only got 125 kW rate. I recall EA (only 4 stations) across the street was $.56 and Tesla was $.62 (like a bazillion stations).

 

[dbsb3233]

https://www.motortrend.com/reviews/2025-chevrolet-blazer-ev-yearlong-review-update-8-tesla-supercharger-nacs-charge-test?utm_campaign=MOTORTREND-Newsletter&utm_medium=email&utm_source=SES&utm_type=organic&utm_content=20260123_MOTORTREND-Newsletter&utm_term=&email_subject=The%20Zeekr%207X%20Proves%20Chinese%20EVs%20Don’t%20Have%20to%20Be%20Cheap%20to%20Compete&email_list_name=motortrend&n_em=ZG9ydG9yQG1hYy5jb20=&element_parent=Featured%20Stories&element_name=2025%20Chevrolet%20Blazer%20EV%20RS%20RWD%20Yearlong%20Review:%20Why%20I’ll%20Never%20Use%20Electrify%20America%20Again

2025 Chevrolet Blazer EV RS RWD Yearlong Review: Why I’ll Never Use Electrify America Again

No me! I've got 5 more months of free EA left and I'm gonna keep using it! We've done 6 road trips already since June (~60 EA charges) and have 3 more trips planned before our free year runs out.

After that, we'll see. We'll probably take the Lucid Gravity on road trips then, with Ionna as our 1st choice. We might make SC's the 2nd choice, even though they're slower.

 

[Irv09]

I charged at a Tesla Station in Charlotte. I used the Nav to get to the station and charged for 19 minutes; 31 KWh just to get home. The session worked well until the end. I started from the Porsche App, but the cable would not release. I had to shut the car down and eventually the cable released, but it was a pain.

 

[PrudentOcean]

Did you turn the car off or did you use the button by the DC charge port to terminate the session?

 

[Irv09]

I stopped the session from the app. I used the start button to cut the car off and I was able to get the cable to release but I cannot tell you what really worked.

 

[Irv09]

After stopping the session on the Porsche app, I pressed the button next to the plug on the car, but no luck. I shut the car down, pressed the button next to the car with no luck. The automatic door attempted to close, but I placed hand between the plug and the door. The door retracted back to the open position and the cable eventually released.

 

[dbsb3233]

Did you turn the car off or did you use the button by the DC charge port to terminate the session?

I learned long ago with my Mach-E to always use the car's charge port button to end any charging sessions. It usually doesn't matter, but when things glitch, it's usually better to have the car initiate the session termination. That way it's the one in control, and tends to handle it's stuff better. If terminating on the charger, it would sometimes trigger a Charge Fault message in the car, and register as a Charge Fault in the charge logs.

No idea if the Macan might act similarly, but the logic seem sounds to keep the car in control just in case.

 

[ron_b]

Can someone please explain the error in my thinking that Tesla Superchargers are the most hyped and least powerful chargers of the modern set of DCFC CPOs?

1. V3 cabinets (500VDC max) are 360kW shared across 4 units with potential site DC bus bar but still it’s 90kW per vehicle if fully occupied and 180 at 50%. Tesla have a fairly poor charging curve and thus these restrictions are not so noticed. Now, with other vehicles, charging there that have substantially more robustness to absorb power, these limitations will be very visible.
2. The elusive V4 cabinets (1000VDC max) are 1MW shared across 8 chargers (1.2mW for truck stations). They don’t support a DC bus bar thus each set of 8 will derate to 125kW if fully utilized.
3. The one and only V4 site in Redwood City still has dispensers covered up, theoretically to limit the potential derating. Also, I don’t foresee Tesla wanting to spend so much money upgrading their chargers to 1000 V when the only vehicle they sell that would be enhanced by. This is the cyber truck which has very limited sales. And with their amperage boost on V4 dispenser is on the three cabinets to 325 kW I feel they may see the problem as already solved for their ecosystem.
4. Handle overheating and derating is still an issue. Even on the latest Easter Edge race by Out of Spec they were poring water on handles. I do think non-Tesla suppliers of J3400 handles may have solved the cooling issues. To be seen on IONNA charging a 500+Amp NACS/J3400 vehicle that has a good curve.

 

[dbsb3233]

Can someone please explain the error in my thinking that Tesla Superchargers are the most hyped and least powerful chargers of the modern set of DCFC CPOs?

1. V3 cabinets (500VDC max) are 360kW shared across 4 units with potential site DC bus bar but still it’s 90kW per vehicle if fully occupied and 180 at 50%. Tesla have a fairly poor charging curve and thus these restrictions are not so noticed. Now, with other vehicles, charging there that have substantially more robustness to absorb power, these limitations will be very visible.
2. The elusive V4 cabinets (1000VDC max) are 1MW shared across 8 chargers (1.2mW for truck stations). They don’t support a DC bus bar thus each set of 8 will derate to 125kW if fully utilized.
3. The one and only V4 site in Redwood City still has dispensers covered up, theoretically to limit the potential derating. Also, I don’t foresee Tesla wanting to spend so much money upgrading their chargers to 1000 V when the only vehicle they sell that would be enhanced by. This is the cyber truck which has very limited sales. And with their amperage boost on V4 dispenser is on the three cabinets to 325 kW I feel they may see the problem as already solved for their ecosystem.
4. Handle overheating and derating is still an issue. Even on the latest Easter Edge race by Out of Spec they were poring water on handles. I do think non-Tesla suppliers of J3400 handles may have solved the cooling issues. To be seen on IONNA charging a 500+Amp NACS/J3400 vehicle that has a good curve.

It depends where/when you travel and what you're driving. On the CA coast, those large SC stations are likely a lot fuller than they are in flyover country where I usually travel. The choices are usually an EA station with maybe 3 working chargers, or an SC station with 8-12 working chargers. In locations that aren't chronically busy, you can usually count on the SC stations having plenty of open chargers while the small EA stations are more of a crap shoot. All that capacity is a big attraction for SC stations. (Plus if the stations aren't busy, power sharing is less of an issue.)

If driving a 400V EV (which many still are), max power is usually gonna be about the same either way. Mach-Es, Lightnings, ID4s, etc have been on on the roads for about 5 years now and there's quite a few around. It's the increasing number of 800V+ EVs that see a bigger compromise using SCs. Getting only 135kw peak in the Macan vs it's 270kw on 800V chargers is a pretty serious downgrade. Granted, that's only in the first half of the charge curve, but that's usually the bulk of where road trippers DCFC. So it's a pretty big hit in the Macan.

In my Lucid Gravity, I'm supposed to get 220kw on SCs because of the way it handles the internal voltage step-up. That's a more palatable compromise. It's not the 400kw the car is capable of, but you only get that to around 20% SOC anyway. And EA max is only 350. Gotta go to Ionna or another Alpitronic to get 400.

And while I still usually use EA the most, we often have to settle for 150 or less anyway. Most stations only have 2 350s, that are usually occupied first (or broken/derated).

So I can definitely see the attraction of SCs to many EV drivers. I still treat them as backups rather than primary choices though.

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