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right now on homedepot.com 50 ft of 10/2 wire (minimum gauge for 50 amps) - 3 conductor wire (2 hots + ground) is $126 50 ft of 10/3 wire (minimum gauge for 50 amps) - 4 conductor wire (2 hots, neutral, ground) is $173 so about a $1 foot 8 gauge is preferred for longer runs of 50 amps - and...

cost - purely cost - copper wire is expensive these days - and your electrician will pull either 3 wire 6/8 gauge wire (hot, hot, ground) or 4 wire 6/8 gauge wire (hot, hot, neutral, ground) - depending on time of day, supply chain issues, wholesale vs. retail, inventory, time, temperature, DJ...

no harm no foul - and I didn’t take it personally - this discussion (polite and informative in my opinion) is really discussing two searpate issues: functional requirements legal/building code requirements functionally any EVSE _IN_ north american only required 3 conductors (2 hots + ground)...

RV parks - lots and lots of RV parks in north america - and motor-homes/trailers and RV’s have 240V/50 amp hookups - so they have power while camping at many many RV parks/campgrounds… what type of plug will you find in an RV park? you guessed it!! NEMA 14-50 turns out the RV industry has...

Briefly… Question: If the neutral is _NOT_ used or required by North American EVSE’s, then why are so many EVSE’s sold with a NEMA 14-50 plug type? Answer: Compatibility/Ubiquity - _IF_ there is a 240V 50 amp plug-based circuit already installed the most common plug-type in North America will...

I never said building code does not require a neutral on NEMA 14-50 - I simply stated that any EVSE sold in North America does not use/require the Neutral for either a NEMA 14-50 or 14-30 plug type. In fact inspection of the PMC+/PMCC supply cables demonstrate there is not even a neutral...

@whitex is wise and accurate - listen to this forum member.

4 wire plugs types are un-necessary for North American EVSE’s - plug types like that that are supported by EVSE are provided for compatibility not requirements. NEMA 14-xx plug types are the “modern” versions of NEMA 6-xx plugs and therefore more likely to be found installed in modern homes...

no

just picture the 100’s if not 1000’s of historical “parts” I’m talking the really small various bits/bob’s that have evolved over the years and are endemic to the ICE industry and shared across manufacturers that are simply going to “go away” as ICE production ramps down…it mind boggling really...

https://www.yahoo.com/autos/crucial-part-shared-fiat-panda-190200573.html but it is in Cayenne’s, 911 Turbos, GT3’s and the 918 Spyder… anyways some fun/light reading for this weekend. but there is no question EV’s are simpler as much of the ICE motor supply chain is shared parts that are no...

a mythical product that Porsche hasn't annouced share a plaform from it's associate company ina an indeterminate time frame that has yet to be announced based on the opinions of people with no data on the internet? the only possible answer to this is: maybe - who knows, it could happen. But...

in what way are the battery thermals on Taycan better? power output? efficiency? charge rate? it’s about equal in all areas but it’s 800V so it should be better.

marketing buzz words - no actual advantage you can point to and compare and say “see it’s better” - battery thermals i’m not seeing it

I understand all this - I’m saying so far I’m not seeing any of those theoretical advantages actually manifest themselves in any meaningful difference in the actual consumer product…and 270 kW (EA) vs. 250 kW (Supercharger V3) charging is not charging twice as fast… all indications is this shows...

https://newsroom.porsche.com/en/2021/motorsports/porsche-concept-study-motorsports-mission-r-all-electric-gt-racing-car-drive-world-premiere-iaa-mobility-25603.html they are marketing this like big breakthrough - no mention of the battery/bms here (see the quote below) - they are specifically...

not if you re-read any of the Taycan’s marketing. but that appears year 3 into the model release cycle about the only potential semi-tangible advantage - but some pretty narrow operating enviroment requirement to actually realize that advantage - 270 kW charge rate with 800V chargers vs. 250 kW...

I agree with you based on my actual experience, but then I re-read the MissionR annoucement and what a big deal it is that the battery and EV motors are oil cooled…if the 800V motors were already good for ”continuous” full power use - why oil cool them? I think there is more to the story - and...

also Porsche is tipping their hand with the recent MIssion R statement with some tantelizing quotes - namely the oil cooling of the battery & EV motors to allow for 30 minutes of “full performance” that is a back handed way of saying oil cooling is required to achieve 30 min of full performance...

we’ll never know. Porsche marketing is pretty clear that 800V allows for less weight, greater cooling, and better thermals - and yet the Taycan can’t run more/less than a 400V 2018 Model 3 at the same track - due to thermal limitations on a very mild ambient temperature day (58F - you’d think...