Unless you are installing a home Supercharger, why would you need that control? And in that exception, you probably have such control within the charger.
that's correct - & there are a few DC QC manufacturers specializing in appliances for residential use. Keeping the DC charge at or below 20kW's has no impact on Tesla's algorithm where after too many DC QC's (either supercharger or CHAdeMO) the maximum supercharge charge will drop to 90kW's. Tesla explains why it limits Supercharging speed after high numbers of DC charges - Electrek As for wanting that control on L2? Simple - one might have very limited draw on their home circuits. Affording owners the ability to drop the speed of charge down accordingly means less tripped breakers. .
I wonder if there is a way to get the current count? I'll ask Tesla since I plan to do a cross country trip to Arizona, California, Washington State, and Connecticut. Bob Wilson
When’s your trip to the best coast? You’ll fit right in around the Bay Area as I pass AT LEAST two dozen Model 3’s a day. And that’s not counting the ones on the car haulers.
after getting numerous /conflicting answers for different concerns (eg: programmability of the CHAdeMO adapter, to the ½ shafts shuddering on hard acceleration etc) & never getting the same answer, nor finding anyone online with consensus, give yourself the Nobel Peace Prize if you are successful. .
I understand wanting to have the control for the AC L1 or L2. Since the charger is in the car, I would wish it was controllable for all plug ins through an interface with the car. Doing it through the EVSE is a work around, a hack. I control the charge rates for my AAs and 12volts through the charger. Not some dongle attached to the charger cord. The DC car charger is actually the stand alone unit. Control of charge rates should happen at it. I can see why a person would want to limit a Supercharger's rate, but Tesla doesn't want unnecessary limits in order to keep chargers available for others.
