which Macan?
Sorry. The Macan EV.
that was my assumption - the degree to whlch the new Macan EV has OTA updates is very unclear (given it's an unreleased product)…we'll have to see - I'm expecting better PCM app updates, maybe PCM itself via OTA, but serious vehicle subsystem software updates will still require a dealer visit - we'll have to see.
I honestly think there is a mistake in the way this is written. The new generation car charges faster mainly due to a larger battery pack and the temperature range is wider due to a new cell chemistry. I very highly doubt that they can improve the charging speed on the existing car with software updates.
Having been a Tesla customer, they update their cars over-the-air, and I have in the past received updates which improved range, improved maximum power the battery can provide, and changed maximum charge rates too. As Tesla learned more about their batteries, they'd loosen some originally conservative restrictions because real life telemetry from customer cars has showed them that their battery lifecycle model was too conservative, so they loosen restrictions and/or change BMS algorithms. Traditional manufacturers like Porsche don't have such advanced telemetry (which by the way requires good OTA, because often engineers want to start collecting some new data, so the telemetry collection software on the car has to be updated), so they learn from shop reports, VAL logs, etc. Once they learn however, they have no way to tweak the BMS algorithm for example and then watch new telemetry to see how things turn out, they can only experiment with changes from model year to model year at best. Early Tesla owners have gotten many BMS updates over the life of their car. Current ones get them too, just not as often as the early cars where Tesla was earlier on the learning curve.
charging speed limits is a software policy meant to achieve battery warranty goals - if Porsche has confidence they were too conservative with the policy they can tweak it with a software update to charge faster
Well, there are physical limits - wiring impedances as well as battery internal impedances due to their physical and chemical characteristics (impedance includes both resistance and capacitance/inductance), speed of light will come into play at some point too, but I get the point you're trying to make - the current maximum charge rate is designed make the battery last at least for the duration of the warranty. I bet you could charge the Taycan battery at 6C (~600KW) a bunch times before you kill it - wiring can definitely take it since launch mode comes close to pulling this amount of power out of the battery. Such charging cycles though would start degrading the battery in a hurry.
I realize that I wasn't that clear in my original post. I'm fully aware that the software controls these parameters. But since the new battery and the increased charging speed matches very closely I assume that the actual stress on the cells are very similar between the generations. Letting the old battery go to 320kW would mean running with more relaxed parameters than in the new generation which is what I doubt. I also suspect that they haven't qualified the system to charge at more than 270kW so increasing the speed on existing cars would require a lot of testing first.
i agree - i don’t think can increase the max rate (270 kw) but they can certainly tweak the taper curve resulting in a faster charging session over all - i don’t think k the old stuff can match the new stuff kw for kw - but the charging curve may been quite conservative and that can be adjusted to maximize the capabilities of the gen1 cell chemistries
Yes agree for the 2nd point, this is also what they mentioned. It will be better but it won’t match the new capabilities.
Agree! I also think it mainly evolves around the battery. Fixing an old module by replacing it with another old one, shows you how much there's lacking in this regard.
would be helpful). The lack of long term developments and support simply translates in depreciation.
