[FAQ/History] - What's the deal with 9.6 kW vs. 11 kW OBC limit with Porsche EV's in North America?

[daveo4EV]

tldr; Porsche is mostly likely limiting North American OBC"s to 9.6 kW to reduce current loads internal to the OBC units in the hopes it will reduce the failure rate. Porsche most certainly knows root cause for these failures and has likely determined this change will make a meaningful difference in warranty claims for normal use in North America.

Gory Gory details/history/speculation below…read on if you want to solve your insomnia problem…

Porsche has a long history of "confusion" and 'factual errors" when it comes to "max charging" speeds with their EV/Hybrids in North America

• _ALL_ mobile chargers (EVSEs) in North America are max power 9.6 kW - which is 240V @ 40 amps - this requires a 240V 50 amp circuit breaker and typically a NEMA 14-50/6-50/10-50 outlet - but can also be hardwired, but then it would not be a mobilecharger (EVSE) - but MOBILE EV Chargers (called EVSE's) in North America are limited to 9.6 kW 240V AC power output - there is no such thing as an 11 kW mobile EVSE in North America…
  • when Porsche lists their North American mobile EVSE as being an 11 kW charger - that is a factual error/confusion - there is no such thing as a _MOBILE_ 11 kW EVSE in North America - because there is no NEMA XX-60 type of outlet in common use
  • 11 kW EVSE's require a 60 amp breaker for 48 amp charge rate (80% of the breaker's rated load) - and because building codes that must be hardwired and not NEMA plug-based - hence there is no such thing as a _MOBILE_ EVSE that is more than 50/40 amps.
  • European "mobile" EVSE's can be more than 9.6 kW because Europe has standard for mobile outlets that can do more than 9.6 kW…this is not the same/true for North America
• Porsche has at times documented their OBC's (onboard chargers) as 3.6, 7.2, 9.6, 11 and 19.2 kW - these are the components installed at the factory that convert raw 120V/240V AC power into clean DC power to actually charge the battery.
• between 2019-2024 the North American Taycan was alternately documented as having either a 9.6 kW or 11 kW OBC (Porsche's website was never quite 100% accurate) - however regardless of documentation the Taycan allowed 11 kW charging to happen in North America - this is 240V @ 48 amps on a 60 amp circuit breaker - and requires a hardwired non-mobile EVSE to achieve > 9.6 kW charge rate…
  • in 2025 MY North American Taycan's started limiting themselves to 9.6 kW even though the documented OBC was listed as 11 kW - Porsche never explain this discrepancy…
  • also in 2025 OTA software updates and dealers installed updates on 2020-2024 Taycan's began limiting their charging to 9.6 kW even though they previously charged at upto 11 kW
  • even when pressed PCNA or Porsche Germany refuse to document this change, or explain why they are doing it - or even acknowledge that it is a change in behavior
• Porsche's EV/Hybrids products are in fact 11 kW OBC's in the rest of the world and routinely achieve that charge rate on mobile/non-mobile EVSE's in those regions
• It's highly unlikely there is an actual physical parts difference between North American OBC's and the OBC's for other regions
  • any "limit" in max charging speed for the OBC is therefore a regional software limitation (like matrix headlights being disabled in North American) and is simply running the hardware at below maximum specifciation.
• Porsche has at times shipped a factory installed 19.2 kW OBC as an $1800 factory option for the Taycan (and now the Macan EV and Cayenne EV) - the Taycan's version has a very very very high failure rate, and Porsche has even released a technical bulletin with instructions to replace faulty 19.2 kW units with 11/9.6 kW OBC's even under warranty - although they seem to have backed off of that position more recently - stay tuned it's very fluid.
  • in other regions of the world the max power is 22 kW - but there is a very high failure rate for 22 kW OBC's in those regions as well
  • like 9.6 kW vs. 11 kW - it's highly unlikley there are actually separate OBC's for 19.2 kW vs. 22 kW part numbers - again it's probably all the same hardware but has limits imposed to match regional specifications - these limits are most likely enforced via software/coded settings in the configuration of the vehicle.
  • it is unclear if the Macan/Cayenne 19.2 kW OBC is a redesigned unit vs. the known fragile Taycan 19.2 kW OBC…stay tuned…
• given that Porsche has access to the raw warranty replacement data for OBC unit's and we're now 7 years into this EV stuff for Porsche (2019 Taycan's were present in North American in customer hands) I believe (but can not prove) Porsche is neutering their 11 kW OBC to 9.6 kW for North American to reduce the failure rate for these poorly designed units - but only Porsche knows for sure why this is being done.
  • 11 kW in Europe is different that 11 kW in North America because 3 phase AC power vs. split-phase AC power in North America
  • 11 kW in Europe is 240V 3 phase power at 16 amp current flow…
  • 11 kW in North America is 240V split-phase at 48 amp current flow…
  • current flow _IS_ the limit that is causing component failures in these units when they've been diagnosed by motivated Porsche customers reverse engineering the OBC's and bench testing them and swapping mother board components.
  • this is true for both the 9.6/11 kW OBC's and the 19.2/22 kW OBC's

what is evident after nearly 7+ years with Taycan EV's is the following:

• Porsche seems unable/unwilling to accurately document actual charging limits in their marketing materials - often confusing OBC limits, EVSE limits, and mobile EVSE limits…
• OBC's are a source of warranty claims in high numbers and a common failure point for Porsche's EV/Hybrid products
• Porsche did ship Taycan's that could charge at 11 kW - but 2025 and later software updates are reducing this limit to 9.6 kW - Porssche refused to document or discuss any reasoning for this or even admit it's a change in behavior.
• Porsche's high power optional 22/19.2 kW OBC's fail in even greater numbers than their standard 11/9.6 kW units - and in many documented cased Porsche refused/unable to replace like for like even as a warranty claim - and customers were given a reduced 11/9.6 kW unit as part of the repair process.
• It's unlikely these units are unique in design or capability for EV vs. Hybrids - they are very very likely nearly identical across the entire fleet of EV's/Hybrids - if not in shape or box size, certainly in terms or electrical design…
• it's very plausible and on-brand for Porsche to limit their EV/Hybrid products to max 9.6 kW charge rate even if they have-been documented as 11 kW previously
• Porsche so far has never admitted that any North American EV/Hybrid was actually allowed to charge at 11 kW…when pressed 9.6 kW is the "correct answer" for North America

to date Porsche seems unable to ship a reliable OBC unit that operates above 9.6 kW in North America…stay tuned.

Porsche's flagship Cayenne EV ships with a max charging rate slower than a Chevy Bolt or Tesla Model 3 - or even a 2014 Tesla Model S…

Porsche has reintroduced the 19.2 kW OBC factory option for Macan and Cayenne - but so far has been mum as to if it's an improved/redesigned unit…

we all know why Porsche is doing this - it's to save money because the data has overwhelming indicated this component is failure prone and they are working to mitigate their exposure in this space…

• Mobile EVSE's are limited to 9.6 kW in North American - that's an immutable fact - regardless of what mistakes Porsche has on it's website or eMobility specifications
• Porsche is mostly likely limiting their 11 kW OBC to 9.6 kW in North American to manage component failure rates and reduce warranty claims and improve reliability
• Porsche has demonstrated confusion in this space consistently since the 2019 introduction of the Taycan and is very very reticent to engage with customers on these exact detals
• Charge rates above 9.6 kW in North America require two things - 1. a hardwired EVSE 2. an upgraded OBC unit from Porsche that may or may not be available for your particular Porsche EV/Hybrid…

• Porsche's announced Cayenne EV wireless charging is documented at 11 kW - which means your brand new shiny Cayenne EV can charge faster wirelessly at 11 kW vs. with wired connection at 9.6 kw
  
• this is mostly likely due the fact that wireless charging by passes the 240V AC OBC and is fed directly to the high voltage DC OBC (limit in the 400 kW range) since induction charging is by definition not AC power, but DC power…

my $0.02 YMMV (your charge rate my vary YCRMY) - I hope this helps…