People find that, especially if you use off-peak costing on your electricity, doing that by enabling/disabling the EVSE is more reliable than using the car's logic. And, if there's a difference between weekdays verses weekends, it's a bit more flexible, too. If you don't have or need that feature, the wifi connectivity may be mostly a waste. If you're using off-peak, but then need to charge immediately during the day (say you got home from work, and want to go out that evening), that means reprogramming the EVSE. Might be easy, but it's one more step. In my case, don't have off-peak, so I just plug it in when I get home and it's ready when it's ready. Or, if I want to precondition, and the car asks for it, it can use power from the EVSE, which, might not be turned on!
Note that in the power equation, the power=volts*amps. Clipper Creek's newer versions specify 32A, but their older ones were listed as 30A (which I have). But, because my nominal input voltage averages 248vac, I can still max out my i3's needs with the 30A. Some prefer to get an even larger EVSE since they should last a very long time, to handle the bigger loads of potentially newer vehicles with larger capacity batteries. In my case, I just didn't have enough spare power in my panel, and upgrading would have cost a fortune (a condo which would have required access to about 5 other units to run the new, larger wire from the meter at the end of the building). Based in preliminary info on the 2017 i3, it does not look like they enlarged the charging circuits with the larger batteries, so it has the same input max, and just takes longer to reach a full charge. Eventually, as the batteries get higher capacity, they'll bite the bullet and redesign that circuit to allow a higher charging rate. Similar to the CCS input (DC fast charging)...currently, most are limited to 50Kw, but some new vehicles are planned to be able to handle up to 150Kw inputs. That higher standard is still in the works for release.